Menus

• Alpen Masters, part 2
• Queen of the Alps
• Big Bikes – Hannibal’s heirs
• Big Bikes data, plus / minus
• Conclusion big bikes
• Enduros / Funbikes – over hill and dale
• Enduros / Funbikes data, plus / minus
• Conclusion Enduros / Funbikes
• The final stretch
• The test track
• This is how MOTORRAD tests abrasives
• Driver opinions
• Review of the winner

Artist

MOTORRAD is looking for the Alpine King 2008

Alpen Masters, part 2

Alpen Masters, part two: First of all, it has to be clarified who will make it to the finals in the Big Bikes and Enduros / Funbikes. And then: which of the six finalists will win the title this year "King of the Alps"?

It is like entering another world. Forget the endless straights, the long lines of trucks and sheet metal avalanches. Everything is different in the Alps. There you will find peace away from the main traffic routes ?? and curves as well as endless driving fun. By the way, a grandiose backdrop is also provided. For these reasons, generations of bikers from all over Europe have been drawn to the Alps. On the passes, Italian supermoto stokers chatter with Swedish cruiser drivers, French knee sliders with northern German Gore-Tex tourers. And everyone has fun there.

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MOTORRAD is looking for the Alpine King 2008
Alpen Masters, part 2

final

Artist

The finalists: BMW R 1200 R, Honda Fireblade, BMW F 650 GS, Suzuki B-King, BMW R 1200 GS and Kawasaki 1400 GTR.

Espanioll, italiano, dootsch ??? The host of a street cafe somewhere at the exit of the Col de la Madeleine is just waiting for the answer to stage his appearance. Amore and Mafia for the Italians, Torro and Sangria for the Spaniards, Jawoll and Mercedas for the Germans. He knows: With the francophone-colored slogans, he always has the laughs on his side. But the tried and tested mission fails when Fredrik, the Swede, replies: "Yes, plus croatian, dutch and swedish." The patron is taken aback like an actor who has forgotten his lines. "Uh … voilà les cafes", he mumbles and turns on his heel.

He would probably not have been able to cope with more detailed justifications. Namely, that six editors from six motorcycle magazines from six nations with the five group winners from this year and last year’s defending champion, the BMW R 1200 R, are on the final round of the 2008 Alpine Masters. And that the crew has already covered 300 kilometers with them today, including three passes, and that the final vote is now due. The whole thing in his pub of all places. The restaurateur would probably not have understood all of that. Not even in French.

But it is precisely this choice that distinguishes the final of the Alpine Masters from the five qualifying rounds. Facts, measured values ​​and points are decisive there. In the finale, the human side is added to the calculation. Individual preferences for certain motorcycle concepts are just as important as the personal weighting of the qualities of a machine. Just like in real life. Meanwhile the laughter has given way to a strained silence. Minutes later the ballot papers are cast, the count is done, memories of that day are pouring out. It is difficult to sort through the thoughts. Roselend, Madeleine ?? this mixture of hundreds of curves, sharp turns and overwhelming panoramas numb the senses. Release buckets of adrenaline and the happiness hormone endorphin. It’s like a frenzy that reaches its climax in every respect on one of the highest alpine passes, the 2770 meter high Col de lIseran. Whoever created the Alps: Thanks for that.

Andrea, who works for In Moto, which is published in Bologna, is the first to recover and immediately hits the bloodiest wound: ?? The Kawasaki ?? mamma mia. ?? There is no need for further explanations in order to make colleagues nod in solidarity. 313 kilograms of live weight cannot be denied in the tight turns. Especially since the tourer with the standard BT 021 tires from Bridgestone is at war. Tough the front turns in, has to be in tight bends? like the winding climb from Feissons to the Col de la Madeleine ?? be prevented from buckling by applying significant pressure on the handlebars. Every millimeter of tire wear makes things worse. Elongated arches like from Bonneval to the Col de lIseran are more the thing of the 151 HP strong bolide. Then he plays his trump cards. Full pressure in the middle speed range, comfortable and yet with enough reserves coordinated suspension or dresser seating position. All-inclusive equipment with cardan drive, anti-hopping clutch and standard cases anyway. The 1400 GTR remains the ideal choice for foreplay, the train to the flight, so to speak. Up in the clouds, others give better wings. That’s why ?? MOTORRAD editor and secretary Peter Mayer lifts the corner of the evaluation sheet ?? Sixth place.

Queen of the Alps

Artist

The winner of exhilaration: BMW R 1200 R.

The alpine runways are not enough for the Fireblade jet to take off. The 1000cc Honda? the best that the Superbike league has to offer on species-appropriate runways ?? struggles in the asphalt ruffles. Kristijan, editor-in-chief of the Croatian Motorevija, says nothing, rubs his neck with a pained expression on his face. The problem with the Blade is not specific to it, but that of this type of motorcycle. Butt up, head down, that’s good in Hockenheim, but not on the stop-and-go shuttle tour in the serpentines. Nobody wants to develop a sporting spirit. Especially since the Fireblade treats itself to a moment of thought when starting. Only when the exhaust flap opens at 4000 revs does the gentle nibble turn into a superbike-adequate spurt ?? including a soundscape that is completely inadequate for the sensitive mountain world. Even the feeder stage in the Maurienne Valley or the expressway behind Albertville only reveals a fraction of the potential of this 180-hp rocket. The only thing left for the talent show are the flowing arcs on the high plateau of the Cormet de Roselend. Only then does the Fireblade lie like the proverbial board, can be swiveled back and forth easily, brakes impressively, shifts perfectly. In spite of everything ?? peppered the table ?? Fifth place.

Twelve months ago at his first Alpine Masters, Sergio Romero, thoroughbred racer and editor of the Spanish market leader Motociclismo, would have jumped his colleagues’ throats after this result. Now he’s brooding? purified from reality? about the BMW F 650 GS. ?? Dio mio, una buena moto. ?? My god, a good motorcycle. Because the little one, which is called 650 but is actually an 800, seems made for this terrain. With no other one can it so spontaneously circle around cow patties that have flattened onto the ideal line, no other tip tips into the corners with the slightest pressure thanks to narrow 140 mm rear tires. And despite the single disc brake, the BMW decelerates vehemently and persistently. That she is over four hundredweight? fully fueled 215 kilos ?? hardly anyone would trust her. And 68 hp combined with full torque are easily enough in the alpine environment. Especially since the F 650 convinces with the lowest consumption (4.4 liters) and a price that is at least 4800 euros cheaper than the rest. That sits. Is it difficult to accept the vote? Fourth place.

The placement of the F 650 only confirms the strength of the competition. Even northern light Fredrik from the Swedish MOTORRAD subsidiary is puzzled. In love? Quite possible. In the Alps anyway and recently also in the Suzuki B-King. A chic bike that feels at home in front of the cafe in St. Michel-de-Maurienne ?? but also at the busy Col du Telegraphe. Zupp, a twist of the throttle, and the 174 hp certified by the test bench have sniffed the line of cars. Hardly any engine confirms the power of a drive unit more intensively than the four-cylinder from the Hayabusa. However, the actual surprise coup ends up in the bends of the Suzuki. How easily the 259-kilo bolide turns, how casually the sporty spring elements swallow up the frost, all that amazes. The sensible one ?? and excellent working ?? ABS in the brutal muscle bike ambience as well. Of course, the B-King calls for a few concessions to the Dicke Max game. The 200 mm rear tire bends the driving line when the road is sloping, and the wide aluminum frame spreads the legs. To get over, not only for nature lads from the mountains. Third place.

Artist

Exhilaration: Last year on the Croix de Fer, this year on the Col de la Madeleine – stand-up party for the BMW.

Two BMWs remain for the first two places. And you suspect: the R 1200 GS does it. Would be understandable too. The parking spaces at the top of the pass are often reminiscent of a GS meeting. No wonder, as this BMW model comes closest to the much-touted egg-laying woolly milk pig on two wheels. Especially since the new, measured 110 hp engine is initially ingratiated primarily with its significantly better shiftable transmission. The electric suspension adjustment ESA (surcharge 680 euros) guarantees the perfect compromise between comfort and the sportiness required in the meandering mountain roads. And the Telelever front suspension? often scolded for lack of feedback ?? convinces on the pass descents. Even during the most vehement braking maneuvers, it keeps the GS’s nose comfortably high, thus maintaining an overview. The handling fits, the directional stability remains outstanding. And on top of that, the companion is equally happy about the seating comfort and the mountains.

But not all of these arguments count in the individually colored snapshot of an Alpine Master. Jeroen, editor of Moto Plus, breaks a lance for the defending champion R 1200 R: ?? The concept of the BMW machines is amazing. But the GS is just too much of a good thing for me ??, grins the Dutchman. In other words: a powerful and flexible engine, great braking performance or impressive accuracy, the R 1200 R shares all of this with the GS. And renounces their enormous dimensions, which in fact are not for everyone. At least five centimeters lower seat height, twelve kilos less weight and generally more moderate dimensions give the roadster a clearly noticeable ease of handling in comparison. Not on the way there, not on the way back, but definitely in the Alps. And that’s what matters here.

Big Bikes – Hannibal’s heirs

They are the elephants among the bikes. Uncovered, with a mighty displacement, irrepressible power and sporty chassis? Driving modern big bikes across the Alps is something of Hannibal’s companion …

Artist

Elephant herd crosses the Alps: Honda CB 1000 R, KTM 990 Super Duke, Moto Morini Corsaro 1200 Veloce and Suzuki B-King.

Performance is no longer an issue with big bikes these days, everyone has enough of that. When it comes to the chassis design, the manufacturers take different approaches: from sedan-like comfort, for example offered by a Suzuki B-King, to the sporty, tightly tuned Moto Morini Corsaro 1200 Veloce. Which design can convince in the Alps?

Beloved temptation: Honda CB 1000 R
For many buyers it was love at first sight: Ex-engine from the 2007 Fireblade, single-sided swing arm, cool front, trendy exhaust system, optionally even an ABS that is technically up to date ?? the CB 1000 R was practically sold out before it was even shipped. And at this year’s Alpine Masters, unfortunately, I will start without ABS. Background: The German importer was unable to provide a machine at short notice. The test machine comes from Italy. There they place much less value on an anti-lock braking system.

First of all: the brakes of the CB are at a high level even without ABS ?? Two-finger actuation, good deceleration values, easy to dose. Even with the rear stoppers, it can be easily and effectively delayed. Noticeable after the first mogul slope: the plastic knob on the tank in the seating area. Twelve of 17 drivers complained of bumps in the sperm production facility. Otherwise everything actually fits: The handlebars sit comfortably in the hand, the knee grip is great. No question about it, the 220 kilogram Honda feels great and immediately conveys confidence. However, the feeling disappears when you reach the north ramp of the Galibier and its bumps. Suddenly the 1000 stiffens. Steering precision is restricted as if it were necessary to move tons using a narrow handlebar. Reasons: the tendency of the rear tire to stand up and the rather soft tuning of the shock absorber. Both lead to unrest in the chassis.

On the other hand, the naked bike works perfectly on perfectly flat tracks. In addition to using the handlebars, the CB can also be easily operated by pushing the thigh due to its narrow waist. The easy-to-revving four-cylinder, which is neatly attached to the gas and has a short gearbox, is ideally suited for the mountains. Vibrations can only be felt in the middle speed range ?? but then uncomfortable. Thanks to its powerful engine, which is also quite economical with consumption of just 5.4 liters over 100 kilometers in the mountains, the Honda takes second place in this comparison field. Even with the well-regulated Honda ABS it would not have been enough for victory, because the soft shock absorber costs more points in pillion mode.

Mother of Unreason: KTM 990 Super Duke
KTM Dukes are basically hermaphrodites. The Super Duke carries genes from fun bikes, big bikes and athletes. Optimal conditions for committed, active alpine glow. And this is exactly what the motorcycle demands in the final analysis. It defends itself against contemplative cruising. With a rough throttle response, for example. In tight, confusing bends that can be pierced more than burned through, the delayed throttle response spoils the ideal line. In addition, the engine whips the chain below 3000 rpm. The downside: The transmission impresses with its short travel and clean, full engagement of the gears. The clutch also works precisely and can theoretically be operated with just one finger, that’s how smooth it is.

At first contact, the Super Duke leaves a light-footed, handy impression. Anyone who equates handy with turning on narrow mountain passes is wrong. The small steering angle makes turning maneuvers difficult. No, handy because the seating position is clear and comfortable, the Duke only weighs 203 kilograms with a full tank and can be easily folded down using the handlebars. The driver sits very actively, close to the steering head. Basically, the following applies to the Super Duke: the more level the road, the smoother and more precise the turning. And vice versa. As a result, the journey over scarred Alpine stretches turns into real work. Like a buoy against diving, the Super Duke defends itself with pronounced self-steering behavior. No line fits. You drive bigger arcs than planned or, to put it a bit exaggerated, sometimes you hit the hook like a rabbit on the run.

In addition, the suspension elements do not respond particularly sensitively and quickly reach their limits when driving with a passenger. Funny, mountains should actually be used to the heating iron from Austria, one thinks. The highlight of the KTM are undoubtedly the brakes. You convince with perfect dosing, transparency and good effect? the large Duke only needs 28.1 meters to decelerate from 75 to 25 km / h. That is the best value among the big bikes. But in the end it doesn’t change the result anymore? Third place.

The poltergeist: Moto Morini Corsaro 1200 Veloce
The V2 from Italy leaves a lasting impression: Moto Morini’s 1,187 cc engine growls, pushes, pushes and rumbles like no other in the Alpine Masters. It’s not just the lush 137 measured horsepower that beguiles. It’s more the way you experience it. From 3000 rpm the two-cylinder presses constantly and literally craves open throttle valves, catapulting you forward vehemently. In addition, a wonderfully robust overture sounds from the two rear silencers, accompanied by a pulsating, bassy knock from the airbox. But no sun without shade: The Vau vibrates heavily, hangs extremely rough on the gas and often chokes in the lower speed range when accelerating. Pulling exercises from low revs are not necessarily his forte either. It also brakes heavily when pushing and the clutch requires high operating forces.

Anyone who has focused on these peculiarities will be happy about the handling. The Corsaro Veloce, for example, is easier to shoo through the winding winding roads than the 17 kilogram lighter KTM Super Duke. It implements steering commands more sensitively and precisely. And it remains stable. Although the spring travel of 130 millimeters at the front and rear is not exactly generous, both the fork and the shock absorber are puncture-proof thanks to the very firm and progressive design, even in two-person operation. Unfortunately, they are not particularly sensitive. There are negative points in comfort for the angular seat and the tank shape ?? Fourth place.

The unexpected often comes: Suzuki B-King
Anyone facing the B-King for the first time will be impressed by its dimensions. It appears broad, long and heavy. 200 slippers. That inspires respect. Just like the measured 173 hp. A bomb on wheels? The opposite is the case. The 1400s Suzuki their designers have learned best manners: super smooth throttle response ?? the power is never overpowering, always perfectly adjustable. And the chassis is a hit. The machine hovers over bumps like a litter. The suspension compensates for everything? Bumps, potholes, toughest braking maneuvers. Despite its massive rear tire and the overpowering appearance, the machine turns in completely neutral and easy. The King hardly stands up and gives its driver a really full driving experience? after only a few hundred meters, absolute trust is established. The ABS, which also works well on rough roads, is also convincing. Even in pillion operation, the chassis shows no nakedness. The balanced driving behavior, the touring qualities, the powerful engine, which is just as good for fast driving as it is as a companion for counting marmots, and ultimately the good everyday qualities catapult the B-King into the final with a large margin.

Big Bikes data, plus / minus

Artist

Crowned princess of the elephants: The Suzuki B-King leaves the competition behind and wins the big bike class.

Honda CB 1000 R.
4-cylinder, 998 cm3, 125 hp, 99 Nm, 220 kg, load 190 kg, 10,090 euros

plus
+ Transmission perfectly translated
+ Coupling smoothly
+ Braking easy to dose
+ Very gentle throttle response
+ Consumption comparatively low

minus
– Moderate seating comfort due to the tapered tank protection
– Suspension strut overwhelmed in pillion operation

KTM 990 Super Duke
2-cylinder, 999 cm3, 120 hp, 100 Nm, 203 kg, payload 177 kg, 12,495 euros

plus
+ Braking effectively and easily controllable
+ Active and comfortable sitting position
+ Workmanship very good

minus
– Consumption high
– Throttle response rough
– Performance only available above 3000 rpm

Moto Morini Corsaro 1200 Veloce
2-cylinder, 1187 cm3, 140 hp, 123 Nm, 220 kg, payload, 165 kg, 13895 euros

plus
+ Anti-hopping clutch works perfectly
+ Very agile handling
+ Powerful engine with good sound

minus
– Motor vibrates heavily
– Delayed throttle response
– Suspension relatively hard
– Seating comfort modest

Big bikes winner
Suzuki B-King
4-cylinder, 1340 cm3, 184 hp, 146 Nm, 259 kg, payload 201 kg, ABS, 13590 euros

plus
+ Throttle response gentle
+ The engine runs silky smooth
+ Driving comfort high
+ Power development very gently
+ Flawless seating comfort

minus
– Appearance massive
– Limited comfort for the passenger
– Luggage transport difficult

Conclusion big bikes

The Suzuki B-King is surprisingly the easiest and most precise ride of all big bikes. It shines not only with its smooth power output, but above all with a puncture-proof, comfortable chassis that does not capitulate even on rough roads. This is exactly where the Hondas CB, the Super Duke or the Moto Morini get into trouble. Due to insufficient reserves in pillion operation, wobbly driving behavior, tilting of the rear tires or insufficient steering precision.

Enduros / Funbikes – over hill and dale

Can motorcycles that achieve top marks on the test course also implement their performance in the Alps?

Artist

There is no obstacle for these mountaineers: Aprilia SMV 750 Dorsoduro, BMW R 1200 GS, Honda Transalp and Yamaha XT 660 Z Tenere.

In theory, the enduro / fun bike category could also be renamed the premier class. Ultimately, these bikes combine all the virtues that matter in the Alps: you sit upright, the suspension elements are easy to swallow, the machines are handy and, in the best case, even suitable for touring. Equipped in this way, this category offers good all-round visibility, bumpy stretches cannot disturb the motorcycle, and confusing, tight bends are no longer terrifying. So then: curtain up for the weakest in the quartet, the Yamaha XT 660 Z Tenere.

Rally flair: Yamaha XT 660 Z Tenere
91 centimeters seat height! So the Tenere is not recommended for smaller, inexperienced pilots. Once in the saddle and in motion, however, it conveys that welcome home feeling. Knee angle, handlebar width, seating comfort ?? that suits young and old alike. In addition, the narrow front fairing, which smells like a desert rally and actually offers some wind and weather protection. Those who come to terms with the seat height will find a playmate for almost any terrain in the 660. The chassis is rather softly tuned and offers off-road spring travel with 210 millimeters at the front and 200 at the rear.

But what is good for easy off-road passages or the path through dunes does not necessarily have to score points in the Alps. Rapid downhill runs full of fuel? after all, the tank swallows 22 liters? should be consumed with caution. When braking hard, the front dips deeply, which is partly due to the weight of the full tank and partly to the soft tuning of the fork. This greatly relieves the load on the rear, which is why a slight braking at the rear is enough and the load slips away. To anticipate: The Metzeler Tourance, which looks quite robust in the 130 / 80-17 dimension, has its pitfalls. When it is wet it is not a bench, it loses grip early on, and even when accelerating out of tight bends it tends to drift involuntarily. Only terrain freaks will be able to cope with it in the long run.

The downside of the soft chassis setup and the narrow tires: The Tenere literally levels bumps? Hardly any moment of erection, no hard blows on the spine. When turning in, the 215 kilogram Yamaha behaves very precisely, but shows rather wobbly behavior when leaning. And loses significantly above 2000 meters of the already economical power ?? 49 PS measured in the flat country are unfortunately not competitive in this field when cruising uphill quickly. Conclusion: The new desert ship is doing bravely, is a good, all-terrain touring bike for people who need just under 50 hp. You can swap tires, and you can make friends with the peculiarities of a soft chassis. Fourth place.

Herzblatt Vau: Honda Transalp
In alpine heights, the Transalp can prove whether it is rightly named. Seat contact: the footrests are placed far forward, you crouch upright, absolutely touristy, rather passive. The Honda does not seduce with any gene to drive fast. As always in the 20 years of construction, the now 680 cubic strong V2 runs massively and can be driven lazily. Everything about the Transalp exudes cosiness.

At the same time, it is very good for quick mountain climbing. The 221 kilograms seem like muscles, fully trained. For committed driving, the 680 always has to be kept in the last third of the speed. There it looks lively, strong, and doesn’t lose as much vigor over 2000 meters as its single-cylinder competitor.

Especially when it comes to handiness, the Honda stands out. As if by itself, it steers itself, leans precisely into an inclined position and remains true to the ideal line. No other motorcycle in the Alpine Masters can be circled so easily through radii. Keyword fast-paced. Even extreme bumps don’t push the chassis to its limits. At least not when playing solo. Unfortunately, things look different with a full load. Although the shock absorber is set up quite tightly, its reserves are quickly used up with a pillion passenger: It works in the lower third of the suspension travel and passes blows on to the passengers. The mounted, roughly profiled Bridgestone TW 101/152 work brilliantly on the constantly changing floor coverings with suddenly puddles of water or fine dust. If you stay in lane, announce the limit of detention with a gentle rubbing.

The integral ABS is also a stunner. It sets standards in terms of control behavior. Emergency braking on rough bumps? No problem. The Enduro comes to a clean and safe stop or exactly at the speed that you aim for in order to surf the next bend? the Honda Transalp is the winner of the Alpen Masters test of the hearts. It is comparatively cheap (7690 euros), tour-friendly, particularly easy to use, brakes foolproof, does not overwhelm anyone and is fun for everyone. Second place, because it can be even better…

The slightly different concept: Aprilia SMV 750 Dorsoduro
This time the Dorsoduro represents the genus Supermoto. Designed for weird drifts, fast circles on Mickey Mouse courses or around pylons and ?? Speed. In fact: on the handling course it is one of the fastest of all 20 Alpen Master bikes. In its comparison field, it takes the lead by far. But the potential can also be developed in the mountains?

The first bend races up. Brakes! A lot of manual strength is required to decelerate the machine weighing 211 kilograms. SECTION? Nothing. A few turns later, the deceleration is more effective. The hotter it is, the better the brake works. Made for speed, okay. This does not apply to the engine. Like an electric drive, it pulls from practically any speed, is easy to turn and also has high torque. Turning in is not as easy as with the Transalp, for example. With the Dorsoduro, the rider sits enthroned on the machine and is nowhere near as integrated as with the Honda or Yamaha.

The Italian wants to be folded over the handlebars, demands the supermoto driving style. It also works great, especially on perfectly flat tracks. It only becomes problematic on bumps. The 850er jumps like a bucking horse on the pockmarked north ramp of the Galibier. The suspension is hard and the machine wants to stand up on every wave thanks to the wide 180 mm rear tire. Balancing on the ideal line becomes a dream that often does not come true. But the possibility of storing luggage is also poor and driving for two is a minor disaster: Passengers cannot find a footing, slide forward when braking? the pilot has to tense up on the handlebars to support his own weight and that of the passenger. The small tank capacity of 13 liters, combined with 5.4 liters of fuel consumption over 100 kilometers in the mountains, results in a forced stop after only 239 kilometers ?? the smallest range in this class. Third place for Aprilia’s supermoto.

The bestseller: BMW R 1200 GS
Well over 100,000 copies sold ?? and apparently everyone is out and about in the Alps. Because here the BMW R 1200 GS is in its element. Although the GS competed in the Alpine Masters in 2006, the agile Suzuki V-Strom had to admit defeat due to a hooked gearshift, a gummy chassis and the need for improvement in the throttle response.

These points of criticism are a thing of the past with the current model. The large boxer hangs on the gas in an exemplary manner, and with the electrically adjustable ESA chassis it is possible to adjust the suspension to all circumstances in no time at all. So it is not surprising that the GS emerges as the winner from this comparison. For its weight of 244 kilograms, it is quite handy, turns casually and purposefully, remains stable, offers travelers perfect comfort and offers a very sophisticated luggage system.

It also has a lot of power. The engine set-up and the well-functioning transmission are almost perfect. When pulling through with a passenger uphill in second gear, for example, the big GS beats all participants in the Alpine Masters. Bavaria’s export hit is not weak in any category. Even more: The GS makes both the strolling tourist happy, who wants to count every marmot as much as possible, as well as the alpine racer, who is happy about every ideal line hit and optimally accelerated curve.

The brakes are also great, the ABS works reliably, but with somewhat coarser control processes than that of the Honda. Big advantage here: the front does not dip so deeply? a clear plus when driving downhill. So the 1200 GS deserves to win and ultimately has only one disadvantage: In terms of its dimensions, it is and remains a huge, massive motorcycle.

Enduros / Funbikes data, plus / minus

Artist

This is what summiteers look like: the BMW R 1200 GS leaves its competition behind.

Aprilia SMV 750 Dorsoduro
2-cylinder, 750 cm3, 91 hp, 82 Nm, 211 kg, payload 189 kg, 8599 euros

plus
+ Engine elastic and cultivated
+ Mapping three different variants can be selected ?? Sports, touring and rain
+ Very high quality workmanship

minus
– Sitting comfort bad in the long run
– There is no holding possibility for the pillion passenger
– Rear wheel directs severe unrest into the chassis

Honda Transalp
2-cylinder, 680 cm3, 60 HP, 60 Nm, 221 kg, payload 198 kg, ABS, 7690 euros

plus
+ ABS regulates very finely
+ Handling is very easy and agile
+ Steering precision absolutely neutral
+ Very high seating comfort on short and long journeys

minus
– Consumption too high in relation to performance
– The shock absorber is overdamped, little ground clearance when loaded

Yamaha XT 660 Z Tenere
1-cylinder, 660 cm3, 48 hp, 58 Nm, 215 kg, payload 181 kg, 6995 euros

plus
+ Sitting position offers a good overview
+ Range very high
+ The engine hangs well on the gas
+ Large ground clearance and lean angle

minus
– Stability in corners wobbly
– Tires with little grip
– ABS not available
– Brake relatively blunt

Winner Enduros / Funbikes
BMW R 1200 GS
2-cylinder, 1170 cm3, 105 hp, 115 Nm, 244 kg, payload 196 kg, ESA, ABS, 15020 euros

plus
+ The engine develops its power almost optimally
+ The chassis can be electro-hydraulically adapted to any situation
+ Comfort could hardly be improved

minus
– Range should be greater
– Payload should be higher
– Appearance quite massive

Conclusion Enduros / Funbikes

Artist

Well-deserved break under a blue sky. Which of the four enduros / fun bikes was ultimately convincing?

The Yamaha struggles with slippery tires and wobbly chassis. In addition, she runs out of breath a little at high altitude. Honda’s Transalp has truly earned its name, because it does brilliantly in the Alps and also works perfectly in everyday life. The Dorsoduro is very special: when the ground becomes wavy or holey, fun is over. Then the Italian buck and jump. Ultimately, BMW’s large GS impresses with outstanding engine performance, superb comfort and a full driving experience.

The final stretch

The French Alps are peppered with superlatives. At last year’s Alpine Masters, the final round led the international test team to the Cime de la Bonette at an altitude of 2802 meters. This year, the test crew should take on another highlight, the 2770 meter high Col de l ?? Iseran, in the first third of the almost 300 kilometer long final lap. Over the Col du Telegraphe down to St. Michel-de-Maurienne, over to Modane and Lanslebourg, it’s just 90 kilometers to the summer ski area at the Col de l ?? Iseran. At a height of almost 2,800 meters, the air becomes thin and the test machines are panting. Down into the glamorous Val d’Isère, past Tignes and further down to Bourg-St. Maurice, the temperatures climb easily by 20 degrees within a very short time, before the testers climb cool heights up to the Cormet de Roselend. On the narrow, winding pass road down to Albertville, where the 1992 Winter Olympics were held, particularly agile motorcycles are in demand before the adventurous climb up again. The Col de la Madeleine, part of a Tour de France stage almost every year, demands everything again. The bumpy north ramp in particular puts some chassis to the test. From St-Jean-de Maurienne, the final ascent leads over the Col de Telegraphe back to Les Verneys.

The test track

From Les Verneys, the 170-kilometer test loop meanders over grippy asphalt through a bizarre sea of ​​rocks up to the Col du Galibier, and shortly afterwards plunging on bumpy ground down to the Col du Lautaret. For the first time, good brakes are required. In extensive serpentines and on well-developed roads, it goes on at a brisk ride down to Le Bourg-dOisans. This is where the test motorcycles can enjoy their last gear and some chassis reach their limits due to common bumps. In an initially wooded area, the test crew swings past the Col du Glandon up to the Col de la Croix de Fer. Then comes the hour of manageable motorcycles with decent suspension reserves. After going down Entraigues and up again to the Col du Mollard, the road is extremely narrow, littered with bumps, frost outbreaks and potholes, dirty and treacherous. But it gets even harder: On the 46 hairpin bends and over 1000 meters down to St. Jean-de-Maurienne, every superfluous kilogram weighs twice, the brakes are strained to their limit. Until St. Michel-de-Maurienne there is some time to cool off before there are many hairpin bends and fast curve combinations to the Col du Telegraphe and the motorcycles are really challenged again. It’s only a few kilometers to Les Verneys. Driving time: 2 hours and 42 minutes, average almost 60 km / h, 3948 meters in altitude.

This is how MOTORRAD tests abrasives

No mercy, even for fat cruisers: before driving into the mountains, the limit is explored in the handling tests.

Artist

Numbers, data, readings, until the hard drives glow and our heads smoke.

Anyone who wants to explore limits is better off doing it in camera. Therefore, all machines undergo a special test program on the MOTORRAD handling course before they set off for the Alps. The agile Aprilia Dorsoduro achieves the highest speed when wagging the pylons, but the Suzuki B-King sets the best time thanks to the powerful drive. Overall, the level is quite balanced, only the XT drops. It lacks power and the tires offer only moderate grip.

Consumption, increasingly important with rising gasoline prices, was determined at a moderate pace on the test lap in the mountains. It is not surprising that enduros are more economical with fuel than big bikes. Nevertheless, the CB 1000 R also proved to be quite frugal and, at 5.4 liters, consumed a good liter less than the rest of its class.

Last but not least, the measured values ​​are supplemented by special mileage measurements in the Alps. The Honda Transalp, for example, has the most effective braking system, but clearly lags behind when it comes to pulling through in second gear. On the other hand, all four big bikes impress with a lot of power, but the R 1200 GS also accelerates with a lot of pressure from the hairpin bends.

Driver opinions

Artist

Nice type: Andrea Toumaniantz from Inmoto magazine, Italy.

Sergio Remero on the BMW F 650 GS
This BMW really surprised me. I still thought that the F 650 was too weak compared to the other final bikes. But it easily makes up for it with its great handling. In addition, not a single horsepower is missing on the very winding streets. And finally there are a lot of accessories for the money that you save on the purchase price compared to the others.

Peter Mayer on the BMW R 1200 GS
What else can you say about the GS? If she were human, one would speak of doping. She can do everything, she does everything? and usually better than any other motorcycle. Unfortunately she got a little too much growth hormone while doping. Its vast dimensions are truly formidable.

Jeroen Hidding on the BMW R 1200 R.
To have fun while sailing, I choose a dinghy, not a battleship. The GS is therefore simply too big, too powerful and too high for me. The R model can hardly do less, but its size makes it much easier to handle. This handling plus counts more than wind protection or pillion comfort here in the Alps? at least for me.

Kristijan Ticak on the Honda Fireblade
A great motorcycle, this Fireblade. Shifting, handling, suspension, brakes, everything is great. Plus endless steam. Only: The Fireblade is an athlete. And that is your problem here. The hard seat, the high footrests and the low handlebars are stressful. It is no coincidence that she was always chosen last when changing a motorcycle.

Andrea Toumaniantz on the Kawasaki 1400 GTR
Full equipment, wind protection, extraordinary technical solutions such as variable timing or the Tetra-Lever rocker with cardan drive, all of this tells me: The GTR is a modern and demanding tourer. But in the mountains it reaches its limits. Above all, their weight and the strange steering behavior bothers me on mountain passes.

Frederik Lundgren on the Suzuki B-King
For me, having fun is the top priority when riding a motorcycle. And the Suzuki gives me that best here in the Alps. Because the B-King is easy to handle, its strong acceleration from the turns remains unmatched. On the subject of optics: In this respect, too, no BMW would land on pole position for me.

Review of the winner

2005 and 2006
Suzuki V-Strom 650
Suzuki V-Strom 650 was the surprise winner of the first two editions of the Alpine Masters. Easy handling and good all-round qualities, those were the arguments of the small travel enduro.

2007
BMW R 1200 R.
The roadster already impressed last year. Because between valleys and pass heights he made a universal and brilliant figure in every respect.

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