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Concept comparison tourer

Concept comparison tourer

The very hard way

A million spectators saw Lance Armstrong during the mountain time trial of the Tour de France up to L ?? Alpe d ?? Huez ?? and MOTORRAD was right in the middle of it all. An intensive short trip with five tourers on the trail of the Tour de France.

Stop! Ferme! «The French gendarme is determined to the utmost. Out, end, nothing works anymore.
In Bourg-d’Oisans, a few meters from the finish, our dream of the Tour de France seems to burst like a soap bubble. The plan: a week trip with five tourers
for the mountain time trial on Wednesday,
July 21, 15.5 kilometers up to L’Alpe d’Huez. This legendary stage, which in the past, with its relentless toughness, turned nobody’s heroes into losers from stars. And this year, since the stage will be held for the first time as a merciless individual time trial against the clock, we want to be there when Jan Ullrich challenges Lance Armstrong.
We started in Stuttgart on Monday with five completely different touring motorcycles: The Honda Deauville represents the middle class of the travel segment, the Harley Road King stands for tourist cruising, the classic travel machine is the BMW R 1150 RT, while the BMW R 1200 GS is the enduro one Represents direction; after all, Yamaha sends them F.JR 1300 A as a powerful tourer with sporty ambitions. Which concept offers the best suitability for travel, which offers the best all-round qualities? Let’s go south, as quickly as possible. Time is of the essence, so the Autobahn is hot. Certainly not the most beautiful, but the fastest way to the French Alps not far from Grenoble.
The Road King provides the rhythm
in front. Speeds around 150 km / h might not be the Harley-esque fort–
movement, but not a problem for the bumper V2. Not for the driver either, because behind the large windshield it is surprisingly pleasant-
me rest. However, taller drivers are irritated by the upper edge in the middle of the field of vision; all pilots are disturbed by the poor visibility if – as in the Rhine Valley – rain sets in. Such a Harley is certainly comfortable, you feel like you’re in Abraham’s lap. The soft poles-
Tert, saddle-shaped bench, huge running boards mounted far forward, the wide handlebars – a real relaxation zone. Nevertheless, seat meat is helpful on long journeys, as the body weight is almost completely on the rump area. What hurts Harley freaks far more: the mild breeze from the exhaust. Instead of sonorous V2 bubbling, a hollow suction drone maltreats the ear canals at full throttle. At least the constricted displacement giant holds its course as long as the slope is level. Longitudinal grooves sometimes bring life to the booth. Is it going a little too fast??
A trained tourer does the
Obviously, from an objective point of view, rail is the better figure. The R 1150 RT is a welcome permanent guest in the left-hand lane, and continues its course there even at top speed. The suspension comfort is convincing, the seating arrangement is purpose-oriented. So you can endure it for hours. At most, an adjustable handlebar would be desirable. Otherwise there is hardly any
something to complain about, especially since the seat can be varied in three positions. However, some, mostly tall drivers, criticize the fact that the electrically adjustable windshield in the highest position blows the wind uncomfortably in their backs. And at a low position there is plenty of turbulence on the helmet. Fortunately, a push of the button quickly provides a satisfactory solution for most. In any case, it is remarkable how well the RT crew is integrated and sealed off from wind and weather.
150 km / h is for a FJR 1300
just middle partial load range. Your four-cylinder has so much pressure everywhere that
you want to push in the non-existent sixth gear on the country road. One turn of the throttle, and in no time at all, the clock shows well over 200 km / h during the intermediate sprint. The only flaw of this fantastic source of power: It vibrates noticeably. On the other hand, the electrically adjustable windshield blows the wind less strongly into the back of the pilot when the driver is in an upright position, who, like his passengers, is happy about the almost optimal driving comfort. Even bad motorway parting lines are ignored. So you can effortlessly eat kilometers at high speed.
In order to keep up with the pace of the “big ones”, the little Deauville has to make herself quite long with her 650 V2. With 52 HP she goes duels with lead feet-
TDIs better out of the way. In addition to discipline, greater stamina is required of the driver. Because the flat windshield offers little protection. Then the wind presses tremendously on the shoulder area, and it roars loudly under the helmet. Anyone planning long tours should therefore think about the higher disc from the Honda accessories range. The long stages, on the other hand, do not fail in terms of seating comfort. And entertainment is provided: the load stirs vigorously in the tow wind from trucks or over grooves.
On the GS, too, the wide enduro handlebars cause a little restlessness to ride-
plant initiated. But the chassis remains stable, even a load and full throttle do not throw the Bavarian off course. The new boxer is not only stronger, but also looks considerably fresher than its predecessor in the RT. As a Autobahn burner, the
Bavarian big enduro, however, not ideal. It offers a relaxed seating position, but at best, satisfactory wind protection at high speeds, measured by touring standards. When the disc is in the middle position, the compromise between turbulence and wind protection is still the best. Thanks to the excellent seating and suspension comfort, long daily stages are still possible with the GS. So that our expedition arrives in the target area on schedule.
But now, Tuesday lunchtime, here in Bourg-d’Oisans is supposed to be the end of the day if the said keeper of order wants to screw up our tour. A glimmer of hope sprouts when a friendlier-looking colleague points to a small pass that leads up to Huez, around the middle of the tour stage. It might still be open, he explains.
He is it. And surprisingly, apart from a few cyclists, there was no traffic on the climb to Villard-Reculas. The strip of asphalt winds upwards in gently curved curves. Completely different, almost contradicting qualities count now compared to the time trial on the autobahn. Now it’s about the dotted jersey, the mountain classification. Cornering behavior, handling and steering precision are decisive.
Two candidates can join
Move the increase to the foreground. First of all – hardly surprising – the GS. Pivots effortlessly, almost by itself
lets her in curve combinations
Navigate through the serpentine winding without major corrections. The ideal base for robbing bends in the mountains. Long suspension travel iron out even the worst of street messes. The upright, high seating position provides an incomparable overview. Only the small load change jerks screwed up the line at the apex of switchbacks every now and then. But you can adapt to that very well. Better than the partially integral brake, the hard one
Braking on wavy ground sometimes confuses you with strange control characteristics. Still it’s good that an ABS is on board. Unrestricted, however, is the fun with the new boxer engine, which is easily forgiven for the minimal torque weakness at the bottom of the engine speed range.
He compensates with a powerful middle and
increased maneuverability.
Amazingly, Deauville also wants to have a say in the stage win, the little mountain goat also feels very comfortable in this asphalt worm. Extremely nimble, it flits around the corner, always remains predictable and uncomplicated. Once again the proof that 130 HP is not absolutely necessary for driving pleasure in the appropriate environment. With
Thanks to its great handling, the Honda effortlessly bypasses a mountain biker who suddenly throws himself in the way, and which many a big tourer would have simply moved aside. Sure, a little more pressure would be nice every now and then, especially on steep straights. But the joy of the easy way of getting around easily outweighs this deficit. And with
with a thicker engine, the Deauville would no longer be a mid-range tourer.
Wind down, says the FJR, and the tourer turns into an athlete. So the driver is less dear
Events are decoupled, gain an overview. That sharpens the senses, and that is absolutely necessary on a 134 hp machine. So much smoke in the mountains is sometimes a bit too much of a good thing. On the other hand, the 1300 gives you that unique feeling of superior sovereignty. It’s only annoying when the infantry is dancing on the ruler’s nose. Fast changes of direction and tight serpentines are not that easy with the FJR. Lost ground can be abandoned
Make up for short straights, but you shouldn’t overdo your athletic ambition. Then the lean angle and rear suspension reach their limits.
Likewise, as a real touring machine, the RT is not necessarily predestined for sprinting on the mountain. Nevertheless, it curves
surprisingly nimble in view of her lush size, she can hide her pounds excellently. It’s just a shame that the old boxer looks phlegmatic in direct comparison with the new one. Anyone who has ever ridden the 1200 GS will also want this drive in the RT. Especially since the gearshift works much better on the Enduro. The principle applies to the brakes-
The same as for the GS: It’s nice that there is an anti-lock device. The control mechanisms of the RT with a fully integrated composite brake system are easier to calculate in the limit area. Your brake booster, however, as with the GS, requires getting used to.
When it comes to the translation, the Harley is more based on Jan Ullrich: Always in the big gear, always with that
She stamps a thick club up the pass. Only the Road King is clearly doing
more leisurely, generously leaves that
cozy thick ship the eagerly kicking competitors the day’s victory. If only because the running boards touch down early. Because the engine seems even more asthmatic in the mountains. Because the bouncing suspension warns you to be careful when there is a break in frost and braking waves. And anyway: Because it’s a Harley. Who is prepared for the casual cruising first
suddenly sees the world with completely different eyes. Then the cracking noises from the switch box no longer interfere, then an overwhelmed suspension and moderate handling are of no interest
the bean. You can enjoy the lush torque and the exemplary smooth throttle response, thanks to the timing belt and the clean coordination of the injection, the Harley accelerates smoothly with every load change.
Tuesday, 3 p.m. We did it
stand with our machines directly on the track, above »Virage 15«. A hard night in the tent directly on the asphalt is ahead of us. Hard not so much because of the subsoil, more because of the semi-trailers passing by our tent, which are constantly carrying vast amounts of material from teams and media up the mountain. The reward of the effort: We can experience the spectacular time trial up close. Jan Ullrich, who was marked by exertion, can do every furrow
recognize as it cranks past us while sitting. See the self-confidence bordering on arrogance in the face of Lance Armstrong, who seems to run past effortlessly while kicking.
 Friday night, back in Stuttgart: Four sparkling days and 3000 varied kilometers are behind us. Far less than the tour participants have to unwind on the bike. After the time trial, we spent two days in the Alps, following the tour caravan at a suitable distance. Copycats are warned: Those who want to enjoy the grandiose stretches of the French Alps should avoid the tour spectacle. For many days, countless cycling enthusiasts clog the famous passes such as Galibier and Glandon
or Madeleine. What makes up for it: We were there, perhaps the greatest sports spectacle of all time.

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Concept comparison tourer

Concept comparison tourer
The very hard way

Myth L ?? Alpe d ?? Huez

The ascent to L ?? Alpe is considered in itself
d ?? Huez with 1100 meters of altitude and an average gradient of 7.9 percent not that bad. Other Tour de France mountains such as Tourmalet, La Madeleine or Galibier have a more difficult profile. Since the 15.5 kilometers up to the ski station are usually at the end of an approximately 200 kilometer and up to six hour long Alpine stage, the steep ramps and 24 bends between Bourg-d ?? Oisans and L ?? Alpe d ?? Huez himself for
hard-boiled professional pedals go to hell. This test, which was first included in the tour program in 1952 (winner Fausto Coppi), has developed into a myth that cycling has-
Attracts audiences from all over Europe and recently also from the USA like a magnet. Especially
the Dutch: After the victories of Joop Zoetemelk, Hennie Kuiper, Peter Winnen, Steven Rooks and Gert-Jan Theunisse in the seventies and eighties, the stage was a long time
Folk festival of fans in Orange.
This year L ?? Alpe d ?? Huez was advertised as a mountain time trial for the first time ??
probably with the ulterior motive that the tour would be decided a few days before the end with a thrilling showdown of the favorites in front of a gigantic audience. Indeed: Unmanageable crowds ?? an estimated one million cycling enthusiasts ?? lined the street. The tension left something to be desired, however. Tour dominator Lance Armstrong, who had stormed into the yellow jersey the day before, left his opponents in L ?? Alpe
d ?? Huez didn’t stand a chance. T-Mobile captain Jan
Ullrich was already a minute behind the Texan in second, while team-mate Andreas Kloden lost 1.41 minutes to the winner in third. Lance Armstrong was
the 15.5 kilometers in 39.41 minutes, what
corresponds to an average of 23.4 km / h. But he by no means holds the record. This goes to the late Italian Marco Pantani. He was stage winner in 1995 and 1997 in L ?? Alpe d ?? Huez and entered the annals of the Tour de France with a best time of 37.35 minutes for the final climb.

Technical data: BMW R 1150 RT

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, one high camshaft each driven by gear wheels and chain, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 700 alternator W, battery 12 V / 19 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan.
Bore x stroke 101.0 x 70.5 mm
Cubic capacity 1130 cm3
Compression ratio 11.3: 1
Rated output 70 kW (95 PS) at 7300 rpm
Max. Torque 100 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.250 / HC 0.054 / NOx 0.041

landing gear
Load-bearing motor-gearbox unit, screwed subframe, telescopic fork, suspension strut, two-joint single-sided swing arm made of aluminum, central spring strut, directly articulated, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 276 mm, double piston – Floating saddle, fully integrated composite brake system with ABS and brake booster.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 170/60 ZR 17
Bridgestone BT 020 FE / RE tires tested

mass and weight
Wheelbase 1485 mm, steering head angle 62.9 degrees, caster 122 mm, spring travel f / r 120/135 mm, seat height * 830 mm, weight with a full tank * 281 kg, payload * 214 kg, tank capacity / reserve 25.2 / 4 liters.

Two year guarantee
Service intervals every 10000 km
Colors silver metallic, blue metallic,
Gray metallic, red metallic
Price 14450 euros
Additional costs 262 euros

Technical data: BMW R 1200 GS

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, one high camshaft each driven by gears and chain, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, 12 battery V / 14 Ah, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1
Nominal output 72 kW (98 PS) at 7000 rpm
Max. Torque 115 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.089 / HC 0.075 / NOx 0.039

landing gear
Load-bearing motor-gear unit, screwed subframe, telescopic fork, Ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
Tires 110/80 H 19 TL; 150/70 H 17 tsp
Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / r 190/200 mm, seat height * 845 – 865 mm, weight with a full tank * 242 kg, payload * 183 kg, tank capacity 20 liters.

Two year guarantee
Service intervals every 10,000 km
Colors yellow, red, blue
Power variant 74 KW (100 PS)
Price 11,500 euros
Price test motorcycle ** 13,425 euros
Additional costs 262 euros

Technical data: Harley Davidson Road King

engine
Air-cooled two-cylinder four-stroke 45-degree-
V-engine, transverse crankshaft, two chain-driven camshafts below, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 45 mm, uncontrolled catalytic converter, alternator 456 W, battery 12 V / 28 Ah, mechanically operated Multi-disc oil bath clutch, five-speed gearbox, toothed belt.
Bore x stroke 95.3 x 101.6 mm
Cubic capacity 1449 cm3
Compression ratio 8.8: 1
Rated output 52 kW (71 hp) at 5450 rpm
Max. Torque 109 Nm at 3400 rpm
Pollutant values ​​(homologation) in g / km
CO 3.158 / HC 0.212 / NOx 0.123

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 292 mm, four-piston fixed caliper, rear disc brake, Ø 292 mm, four-piston fixed caliper.
Spoked wheels 3.00 x 16; 3.00 x 16
Tire MT 90 B 16; MU 85 B 16
Dunlop D 402 tires tested

mass and weight
Wheelbase 1592 mm, steering head angle 64 degrees, caster 157.5 mm, spring travel f / r 117/76 mm, seat height * 740 mm, weight with a full tank * 345 kg, payload * 225 kg, tank capacity 18.9 liters.

Two year guarantee
Service intervals every 8000 km
Colors black, red, mint, gold,
different two-tone finishes
Price from 19660 euros
Price test motorcycle *** 19985 euros
Additional costs around 350 euros

Technical data: Honda Deauville

engine
Water-cooled two-cylinder four-stroke 52-degree V-engine, one overhead, chain-driven camshaft, three valves per cylinder, wet sump lubrication, constant pressure carburetor, Ø 36 mm, uncontrolled catalytic converter, alternator 345 W, battery 12 V / 11 Ah, mechanically operated Multi-disc oil bath clutch, five-speed gearbox, cardan
Bore x stroke 79.0 x 66.0 mm
Cubic capacity 647 cm3
Compression ratio 9.2: 1
Rated output 41 kW (56 hp) at 7800 rpm
Max. Torque 55 Nm at 6300 rpm
Pollutant values ​​(homologation) in g / km
CO 3.785 / HC 0.690 / NOx 0.112

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, single-joint two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 296 mm, three-piston floating calipers, rear disc brake, Ø 276 mm, double-piston floating caliper, composite brake system.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 150/70 ZR 17
Tires in the Michelin Macadam 90 X B test
mass and weight
Wheelbase 1475 mm, steering head angle 62 degrees, caster 116 mm, suspension travel f / h 115/120 mm, weight with a full tank * 250 kg, permissible total weight 440 kg, tank capacity / reserve 19 / 2.5 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, red, silver
Price 8140 euros
Additional costs around 170 euros

Technical data: Yamaha FJR 1300 A

engine
Water-cooled four-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V / 12 Ah battery, hydraulically operated Multi-disc oil bath clutch, five-speed gearbox, cardan.
Bore x stroke 79.0 x 66.2 mm
Cubic capacity 1298 cm³
Compression ratio 10.8: 1
Rated output 105 kW (143 hp) at 8000 rpm
Max. Torque 134 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.550 / HC 0.256 / NOx 0.098

landing gear
Bridge frame made of aluminum, bolted rear frame, telescopic fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 282 mm, double-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 020 N tires tested
mass and weight
Wheelbase 1515 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 135/125 mm, seat height * 800 mm, weight with a full tank * 283 kg, payload * 193 kg, tank capacity / reserve 25/5 liters.

Two year guarantee
Service intervals every 10000 km
Colors silver metallic, blue metallic,
Grey metallic
Price 14790 euros
Additional costs 205 euros

The tourer rating

This additional rating, which is not included in the 1000-point rating, assesses the tourist qualities of the quintet. With the exception of the GS, all machines come with suitcases as standard, but with the optional luggage parts, this becomes the best delivery donkey. The square, practical GS cases can be varied telescopically in width, so they take a lot of material
on. Integrated suitcases look beautiful and give you freedom of design, as the Honda proves. The disadvantage: They can only be loaded and unloaded on the motorcycle. A helmet only fits in the Deauville on the left and with a choke. Not at all with the Road King. Thanks to the lid, the narrow, long Harley cases can be packed comfortably from above. The RT cases seem a bit unstable, not quite as solid as those of the GS. Alternatively, as with Honda, there are larger versions that also accommodate a helmet. The bottom line is that in the tourer rating, too
FJR thanks to the strong drive, the stable chassis and the good comfort just ahead.
The excellently equipped RT follows closely on her heels.

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