Endurance test interim balance of long-distance test motorcycles

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Endurance test interim balance of long-distance test motorcycles

Five important ones

The endurance test motorcycles are constantly on the road in Europe to make kilometers. In order not to lose the overview and to draw an interim balance, only a joint autumn trip with five interesting endurance runners is possible.

Unwind fifty thousand kilometers. As quickly as possible, if possible without an accident, without breakdowns. With up to ten bikes at the same time. A mission impossible? For MOTORRAD it’s normal madness. The testers, but also freelancers, on the bottom line a colorful mix from normal to professional racing, cover around half a million kilometers every year with the endurance test machines alone ?? as much as hardly anyone covers with their machine in normal everyday life. Similar to life in a beehive, the motorcycles whiz out to collect kilometers in any weather. All incidents are carefully noted in the logbook. From refueling to ?? in the worst case ?? to total loss. The threads come together with the fleet manager and two-wheel mechanic Gerhard “Gerry” Wagner.
He is responsible for the technical support and briefly checks each bike before setting off: chain slack and lubrication, oil level, tread depth, air pressure and a visual check. He is also responsible for ensuring that the inspection dates are met and the tires are changed. He looks after his sheep until the slaughter festival, which is popular after the 50,000 kilometers.
Several times a year Gerry goes on tour with colleagues from the test and some representatives from the long-term test fleet. The destination this time: the Vosges. With them: Aprilia ETV 1000 Caponord, BMW R 1150 R, Honda CBR 600 F, Triumph TT 600, Yamaha FJR 1300. At eight in the morning the entourage heads west. After changing vehicles several times, Gerry makes the FJR his personal favorite. Here it can develop best with its 1.91 meters, is best protected and most confidently catapulted forward. An opinion that many colleagues, even not that big, share.
With an above-average mileage of 36,626 kilometers in less than half a year, the endurance test FJR is right at the top of the popularity list. The logbook reads like an homage to the 1300s. »Hardly noticeable gimbal reactions, its high weight (275 kilograms) conceals well, excellent weather protection, fantastic draft in all situations ?? the ideal travel partner. «The smoothness of the four-cylinder engine’s smoothness is convincing in normal country road use; it only annoys with vibrations at consistently high motorway speeds. The same applies to the rather short overall translation. The desire for a sixth gear as overdrive only comes at high speeds. Gerry pulls another trump card out of his pocket: maintenance costs. Because Yamaha only calls his child to the workshop every 10,000 kilometers and is also extremely gracious to the owner’s bank account. Requires an average of 212.7 euros for an inspection. The word defect has been completely foreign to the FJR.
In the afternoon the Vosges are reached, Gerry is drunk on curves. And doesn’t want to get off the Honda CBR 600 F at all. Compresses the secret of the CBR’s success in a few words: No airs, extremely neutral, almost perfect seating position for everyone between 160 and 200 centimeters, crystal clear driving behavior ?? a machine that is not unforgiving and forgives the driver for almost all of his mistakes, allowing him to concentrate fully on what is happening on the road. The picture is only clouded by the now very stiff throttle grip. With the exception of a timing chain tensioner, which attracted attention due to the loud noise generated in the chain shaft and which was exchanged under warranty, there were no defects on the CBR. Incidentally, it is the second PC 35 CBR that MOTORRAD is putting to a long-distance test. Why? From 2001 the 600 series has an injection. Their long-term operating behavior must be checked. There were complaints on the now 27588 kilometers only about the additional consumption of about 1.5 liters per 100 kilometers compared to the carburettor model. Step backwards through progress? Honda has to do it again.
Triumph also has to work on its 600 model again. Because the completed 48,300 kilometers have left considerable marks on the Briton. Gerry curses. Seated bench, steering head bearing clicks, the engine sounds like a kilogram of screws is being thrown in a washing machine. In addition, the four-cylinder accelerates extremely delayed and hard? Greetings from load changes. Traffic light starts are reminiscent of moped times: high speeds, slipping clutch. And that, although MOTORRAD let the English patient benefit from every rehabilitation measure offered by the factory: reprogramming the injection map at mileage 25000 and 36062. The latter adjustment was joined by torque-optimized camshafts and the connection of the manifold with an interference tube. Everything under warranty. Although the torque in the last gear hardly differs from that of the Honda CBR 600 F, the driver cannot shake the feeling of fighting an invisible opponent who is holding the TT. This feeling is in stark contrast to the enormously aggressive hissing from the rear silencer. The TT leaves mixed impressions. Even the widely acclaimed chassis doesn’t make up for the engine problems. Compared to the similarly designed Honda CBR 600, the TT looks somehow unfinished. In addition, people over 178 centimeters feel like a used napkin on it. Wrinkled.
Evening mood, final stop at the round table. Enthusiasm. It’s great how reliably the technology has developed over the past few years. On the one hand through higher quality materials, on the other hand through optimized tempering processes. General questions still remain open. Why is it not possible in Bavaria to build filigree, precise and easy-to-shift gearboxes? Why are high-speed railways safer than timing chain tensioners in Japan? And why is the Leaning Tower of Pisa more stable than many a traditional Italo engine from Bologna? Maybe the future will bring a solution. Road-compliant GP1 racers, three-cylinder diesel engines with Commonreal processes, electric or pneumatic valve control a la Formula 1, direct gasoline injection, hydrogen drive, variable seat heights between 60 and 95 centimeters. Or even better weather at the push of a button. Endurance tests literally come to mind.
The next day Gerry is sitting on the Aprilia Caponord. And very well. There is enough room for his long legs, as is the weather protection of the cladding. Thank God ?? because it pours like from buckets. The fact that the 1000-class travel enduro only reeled 17,000 kilometers in just under five months is due to the fact that many people cannot immediately get used to their peculiarities. High center of gravity, indirect steering behavior, poorly metered clutch, which is always slightly pulsating due to the pneumatic support, and relatively impetuous consumption. The injection nozzles have atomized an average of 7.5 liters per 100 kilometers in the past few months. It also consumes oil, albeit little. 0.15 liters of lubricant disappear in the incineration tract every 1000 kilometers. The engine is not a fan of low revs and encourages the friendly enduro hiker to take a brisk pace because he feels most comfortable between 4000 and 6000 rpm. Nevertheless, the Caponord is gentle on the soles. The rear Metzeler Tourance only had to be changed after 15387 kilometers, the front one is still making its mark. Just like the Caponord case system. The cases are attached and detached with a single movement, ideally placed in terms of their focus and are watertight. Disadvantage: They are extremely difficult to open and require steel fingernails.
Almost disoriented, the team pokes across the Col de la Schlucht. Cold creeps through all limbs. Except for Gerry’s finger. These enclose the heated grips of the BMW. So everything is fine, right? Are you kidding me? Are you serious when you say that. Actually, all BMW technicians would have to sit on the bench of the R 1150 R for a week for detention. Because no one can cope with crooked legs. The distance between the seat and the footrests is ergonomically unfavorable. Confirmed on all pages of the logbook by almost all drivers. And ?? Fright? this bench is available in an even lower version. In order to save the boxer’s honor, it should be said that the endurance test machine surprisingly shows little of the constant drive jolt that is always criticized and that inspections are only required every 10,000 kilometers, as is the case with Yamaha.
R.uckreise is announced. Gerry draws a conclusion. Can confirm all entries in the logbooks. For the way home he chooses the FJR. Because somehow FJR driving is like a surprise egg. Reach your destination in a hurry, have fun on the smallest of streets and, moreover, be as reliable as the sunrise. After 940 kilometers, Gerry hangs the ignition key back on the board. You won’t stay there long.

Test diary Aprilia ETV 1000 Caponord

Test diary Aprilia ETV 1000 CaponordBought June 21, 2001 (registration 08/10/01) Mileage on November 1, 2001: 17946 Base price: 10,736.61 euros including ancillary costs Special equipment: Case carrier system (price: 669.49 euros) 1000 km: inspection 214.04 euros7500 km: inspection 258.03 euros, 12668 km: front brake pads renewed 68.79 euros 15387 km: inspection 337.23 euros including tire fitting and balancing; Rear tires renewed, Metzeler Tourance (172.31 euros)

Test diary BMW R 1150 R

Test diary BMW R 1150 RBought on May 9, 2001 (registration May 17, 2001) Mileage on November 1, 2001: 25,931 Base price: 9,933.89 euros including ancillary costs Special equipment: heated grips (177 euros), Speedster windshield (156 euros), pannier rack system (455 euros), integral ABS (1040 euros), seat color black, overdrive gear, luggage rack (102 euros), cylinder protectors (83 euros), lock set according to code (14.50 euros) 1000 km: inspection 172.10 euros, damaged spark plug cover (8.30 euros) renewed 8213 km: rear tires renewed, Metzeler ME Z4 (184.07 euros) 10000 km: inspection 261.45 euros including rear brake pads (28.22 euros) 15802 km: front and rear tires renewed, Metzeler ME Z4 (313.93 euros) 20,000 km: inspection 305.82 euros 22,706 km: rear tires replaced, Metzeler ME Z4 (184.07 euros)

Test diary Honda CBR 600 F

Test diary Honda CBR 600 FBought and registered on May 4th, 2001Mileage on November 1st, 2001: 27588Base price: 9540 eurosSpecial equipment: Color silver 1000 km: Inspection 107.71 euros 6000 km: Inspection 97.38 euros 6531 km: Rear tires renewed, Michelin Pilot Sport (192.76 euros) 12,000 km: inspection 177.66 euros, 14313 km: front and rear tires renewed Metzeler ME Z3, (339.96 euros) 15,708 km: right handlebar weight replaced, 16.26 euros 16,757 km: front brake pads renewed, 112 , 99 euros 18,000 km: Inspection 367.18 euros (including chain set for 205.49 euros) 18,907 km: Front and rear tires replaced (Bridgestone BT 020, 313.93 euros) 24,000 km: Inspection 489.90 euros 25,747 km: Front and rear tires renewed rear, Michelin Pilot Sport (337.96 euros)

Test diary Triumph TT 600

Test diary Triumph TT 600 Bought on April 11, 2000 (registration April 20, 2000) Mileage on November 1, 2001: 48376 Base price 9,709.43 euros including ancillary costs 1000 km: inspection 166.58 euros 6000 km: inspection 258.18 euros 9399 km : Front and rear tires renewed, Michelin Pilot Sport (337.96 euros) 12,000 km: Inspection 285.78 euros 14270 km: Front and rear tires renewed, Pirelli MTR 21/22 (328.25 euros) 18,000 km: Inspection 85.10 19,297 km: chain set including assembly 271.42 euros20,846 km: wheel bearings (25.56 euros) and rear tires, Pirelli MTR 22 (187.13 euros) changed 24,000 km: inspection 434.29 euros 25,665 km: front and rear tires renewed, Bridgestone BT 010 (310.87 euros) 28266 km: new map on guarantee 30000 km: inspection 151.33 euros 32182 km: front and rear tires replaced (Michelin Pilot Sport) 34055 km: rear brake pads changed (60.13 euros) 35,910 km: front indicators replaced (47.50 euros) 36,893 km: rear tires renewed, Michelin Pilot Sport (173.33 euros) 36,000 km: Inspe ction 408.60 euros; new map, interference pipe welded into the manifold, new camshafts ?? everything on guarantee 36595 km: speedometer drive (129.67 euros) 40672 km: front tires replaced, Michelin Pilot Sport, (132.42 euros) 41562 km: inspection 351.38 euros (including new chain kit 174.86 euros) 48310 km: Inspection 397.15 euros (including throttle cable 29.60 euros), rear tires renewed (Michelin Pilot Sport)

Test diary Yamaha FJR 1300

Test diary Yamaha FJR 1300Bought and registered on April 12, 2001Mileage on November 1, 2001: 36626Base price: 13549.23 euros including additional costsSpecial equipment: suitcase (710.70 euros), Bagster tank bag (238.77 euros) 1000 km: inspection 156 , 39 euros 8,394 km: renewed rear tire, Metzeler ME Z4 J (228.34 euros) 10,000 km: inspection 208.10 euros 10828 km: front tire renewed Metzler ME Z4 B, (174.35 euros) 19502 km: front and rear tires renewed, Metzeler ME Z4 (402.69 euros) 20,000 km: inspection 298.14 euros26,542 km: rear tires renewed, Metzeler ME Z4 J29566 km: front tires renewed, ME Z4 B30000 km: inspection 189.64 euros33,162 km: rear tires renewed , Metzeler ME Z4 B

about us

Who does not know the provocative sayings of the post-war generation? »The NSU, which could be thrown into the stream, lift up ?? Just one kick and it ran again. «For MOTORRAD, even then, reason enough to scrutinize the legends. Around 50 years ago, the editorial team carried out the first long-distance test. The joys and sorrows of a BMW R 25 were recorded over a distance of 10,000 kilometers. Of course, the test distance increased over time. Since 1991 the bikes have had to prove themselves over 50,000 kilometers. All test machines are purchased anonymously and the vital parts are sealed immediately. Why? So that the manufacturers don’t give the MOTORRAD proteges excessive caresses through their dealers. The manufacturers’ arms race for more and more performance constantly requires new materials, more complex and filigree mechanics and powerful electronics. A conglomerate that has to prove itself in tough everyday life. While the average motorcyclist ??? do you believe the investigations? With 3800 kilometers a year, the MOTORRAD long-term test bikes are almost ten times as large. Every trip, every refueling, oiling, cleaning, every suspicious noise is meticulously noted in the logbook. The drivers have to submit a nearly accident-free resume, wheelies or inappropriate movement are punished with driving bans for less than one year. Otherwise, the following applies: the motorcycles have to prove what they can do on practically all routes and in all weather conditions. Regardless of whether you are an athlete, enduro or tourer, once you’ve covered the 50,000 kilometers, it’s time for a slaughter festival. In the in-house workshop, the long-distance test machines are dismantled down to the smallest screw, measured and assessed by the technicians. The final results will be forwarded to the industry for comment. So that it can incorporate improvements into the series if necessary or remedy pending problems by recall before they become acute. The results of the long-distance tests are published regularly in the magazine. Other test bikes in the fleet: Cagiva Navigator (42,734 kilometers)

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