Table of contents
- Used advice and long-term tester balance 3000 euro bikes
- BMW R 1100 RS
- Honda XRV 750 Africa Twin
- Suzuki GSF 1200 Bandit
- Triumph Daytona T595
- BMW R 1100 RS – Tips for buyers
- BMW R 1100 RS – balance sheet
- Honda XRV 750 Africa Twin – Tips for Buyers
- Honda XRV 750 Africa Twin – Balance
- Suzuki GSF 1200 Bandit – Tips for Buyers
- Suzuki GSF 1200 Bandit ?? Balance sheet
- Triumph Daytona T595 – Tips for Buyers
- Triumph Daytona T595 – Balance
Artist
counselor
Used purchase
Used advice and long-term tester balance
Used advice and long-term tester balance
3000 euro bikes
Four editors and their dream machine for 3000 euros. After nine months, the season is over for the bikes. At the last joint appearance, a balance is drawn: for whom has the dream come true, who dismisses disaffected?
Jorg Lohse, Stefan Gluck, Holger Hertneck, Markus Biebricher
01/13/2009
Before the headlights go out, we turn the bike back briefly to the first act of the performance: In spring 2008, four editors went looking for their dream motorcycle. It shouldn’t cost much more than 3000 euros. The cast list with the BMW R 1100 RS, Honda Africa Twin, Suzuki Bandit 1200 and Triumph Daytona T595 was quickly established. At the final act in the Scala in Ludwigsburg, on the stage of the historical theater with its checkered past (www.scala-ludwigsburg.de), the four dream machines with an equally checkered history can now really put themselves in the limelight. Sparkling clean, they are in the spotlight, some could be considered brand new because of their appearance. And yet: they are ten years or more under their belt, and many have already left the 50,000 mark far behind. You can’t tell from looking at them that the last few months were among the toughest of their careers. Every evening, MOTORRAD fleet manager Rainer Froberg handed out their keys. The repertoire in the logbooks is considerable. They served as test machines, accompanied the editors on the go on numerous tours, mastered day-long business trips at home and abroad as well as the everyday journey from the front door to the office. Together they achieved a mileage of almost 45,000 kilometers. That’s neat.
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Of course there were failures. Above all with the Triumph T595. After all, the triple was able to clearly win the attractiveness rating despite the greatest downtime. The damage balance is not much better with the Africa Twin, which has lost its reputation as an always reliable and almost indestructible motorhome. Based on the facts, the two rather inconspicuous models Suzuki GSF 1200 Bandit and BMW have each other R 1100 RS proved to be a better choice: high mileage paired with low breakdowns and low costs. The purchase must have been worth it, right? But motorcyclists hardly ever go about assessing with the meticulousness of an auditor. The gut feeling can iron out many an invoice amount again.
So, set the stage, off to the last act: which 3,000-euro bike gets the most applause at the end?
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BMW R 1100 RS
Artist
BMW R 1100 RS – built in 1995, current mileage: 93,100, driven: 13900 kilometers.
If proof is needed that motorcyclists often develop strong bonds with their vehicle, then the following incident should be mentioned: When the first owner of our BMW learned from his sister-in-law that she had sold the motorcycle to the editorial staff of his body and stomach magazine he didn’t want to believe it. During a personal visit to MOTORRAD, he was able to convince himself that it was actually his ex-BMW. The joy was great. All on our part, dear Ralf, because the blue goat did an excellent job. But read for yourself.
While Triumph, Honda and Suzuki survived the season in descending order only by means of more or less extensive renovations, the BMW was spared technical defects. Her odometer reading grew the fastest due to a lack of idle times, and with around 14,000 km without any problems, the Bajuwarin topped the hit list. Although it was not entirely free of defects: At least a rear light bulb had to be replaced and the rear indicator glasses, because they rattled terribly, had to be fixed with tape. And the ABS could only be carried away to work with tricks (see also tips for buyers).
Despite suitcases, heated grips and good wind protection, the R 1100 RS was rarely used for the really long journey. But all the more often for the medium-sized 400 to 500-kilometer lap on the weekend, where it received great praise from the best of all socias for the comfort. So the BMW only saw the Alps once this season? Allgau, Lake Constance, Eifel, Hunsruck and Black Forest all the more often. Longer stretches are recommended with the RS anyway, as it always takes a few kilometers to get used to the rather peculiar driving behavior due to the Telelever and rubber-mounted handlebars.
The Technoflex chassis, which is already installed when you buy it, does its job with a healthy level of rigidity and not overly comfortable. The seating position can be individually adjusted by means of adjustable handlebar halves, although nobody made use of this option. The front seat cushion, three-way adjustable in height, has sat down and gives the uncomfortable feeling of being full of pants. Apart from that, the assessments in the logbook are consistently positive, a colleague (name of the editors known) even stated that he not only liked the BMW, but also found it really good, and was worried about his age as a result. Don’t worry, dear colleague, the BMW is still a really good touring athlete who wants to be overtaken on the country road.
The Continental Road Attack set, which was installed shortly after the purchase, helped the handling significantly. Otherwise, apart from refueling and the occasional refill of oil after long, fast stretches of the motorway, no expenses were necessary. In terms of reliability and freedom from stress, the R 1100 RS was probably the best purchase in this quartet. Nevertheless, the spark did not want to jump over to the author. Functionality isn’t everything when it comes to paddling.
Honda XRV 750 Africa Twin
Artist
“In terms of chassis technology, the Twin can also keep up with modern travel enduros.” (Markus Biebricher, 44, editor)
Yes she is a dream. My very personal dream of the ideal travel machine. Apart from various XTs and GS, there is no other motorcycle that transports the myth of long-distance travel so consistently and offers such good touring qualities. Apart from small weaknesses, it is considered a robust construction. A goddess on two wheels, good chassis, indestructible drive, comfortable and – provided that there are adequate tires? mobile even on bad slopes.
So there was no stopping our XRV 750 at the dealer back then like peeled from the egg. In addition, she had only run 36367 kilometers and the last ?? good ?? RD 07 vintage at the end of 1995. The disillusionment was all the greater when the beloved attracted attention with lousy brakes and diffuse steering behavior. The steering head bearing snapped slightly, the third gear gave off howling noises predicting transmission trouble, the speedometer cable gave up the ghost, a loose battery cable caused a refusal to work. A look under the chic dress revealed that her interior had never been cared for. If the mileage was manipulated, the XRV suffered from damage?
It was a matter of action: We exchanged the set of tires that had been ridden down, as well as the stuck brake pistons, the ailing brake lines and pads, the steering head bearing and the speedometer cable. Now the twin was approaching the shape for which it is known. What was also reflected in the logbook: The biting reviews decreased. There was talk of a driving experience that inspires confidence, and even novices attested the elderly woman’s potential for wellbeing, comfort and safety reserves. In an intimate conversation, I explained to her that her sympathy bonus had now been finally used up.
But my authority wasn’t strong enough. On the journey from Stuttgart to Hamburg in torrential rain, misfires expected further disaster. In the middle of the production stress of a travel report around the Luneburg Heath, the starter quit its job. It was more and more difficult to push the twin, the alternator no longer charged, no on-board voltage. A charred plug on the alternator regulator ultimately damaged the regulator and battery beyond repair. We exchanged both. From then on the Africa Twin ran like clockwork. There was a clutching clutch and the howling in third gear. The typical vulnerability of the fuel pump has not occurred to date.
Apart from that, I was able to enjoy the strengths of the machine on around 7,000 twin kilometers: Even with fully loaded aluminum boxes, straight-line stability without swaying, confident cornering and acceptable wind protection. Very nice, but that could no longer scratch the notches. To sum up, I have to say contrite that an Africa Twin is also one of the common mortals, that our test copy was certainly not a good buy and was clearly too expensive. My dream has suffered badly. But he has not yet completely dreamed up.
Suzuki GSF 1200 Bandit
Suzuki
“Hats off to what else the ten-year-old bandit has to offer.” (Holger Hertneck, 43, Head of Service)
The all-important question when buying a used item is whether you have caught a cucumber that is not recognizable at first glance. Fortunately, in the case of the bandit, this cup passed us by.
Admittedly, some hidden flaws such as tinkered pedals or one or the other mended screw connection came to light in retrospect, but the 1200s was by no means a cucumber. Apart from the clutch, which slipped hopelessly after 6000 kilometers of endurance test, there was no major defect. And the fact that the enormous big bike torque affects the clutch linings after a total mileage of more than 60,000 kilometers really surprised no one. It is more likely that the howling in first gear, which began when it was cold from the start, did not worsen.
All in all, the GSF 1200 Bandit did not disappoint. It is a reliable everyday bike with touring qualities. The space, the range of services and the feel-good factor are right. As bombastic as the first impression was in 1995, when the Bandit was new on the market, the renewed contact was not lost. Too many displacement and powerful motorcycles have been added since then. In spite of everything: Hats off to what else the bandit, who is over ten years old, has to offer. It’s thick enough for use on public roads.
In my opinion, the fact that some accessories were tinkered with on our used vehicle would not have needed it except for the steel-flex brake lines. The small Kellermann turn signals at the back look nice, but in combination with the fat ox eyes on the handlebars, the positive effect is whistle. And the accessory footpegs bring freedom of inclination, but they are not really needed either? and they counteract a comfortable driving position. Not least because of that, after a while we swapped them for the standard catches. As for the wide superbike handlebars, opinions are divided anyway. On winding roads and on country roads, the bandit may be easier to tame and direct, in the city, on the other hand, the part is more of a hindrance when meandering through. In addition, the? Sail pole ?? for a lot of restlessness when driving fast on the motorway. Only when you no longer cling to the handlebars convulsively does the ghost stop. Then the bandit runs straight ahead, even lying down at 200 km / h. Still, it’s not fun. On the one hand because of the hurricane that wants to blow you off your bike, on the other hand because of the exorbitantly increasing consumption ?? The bandit then slurps away more than ten liters. After 150 kilometers of driving on the autobahn, it says: Please stop at the rest area and fill up with fuel.
My summary: Even if the Bandit is perhaps not a dream bike in the classic sense, it turned out to be the uncomplicated everyday motorcycle with a thrust guarantee? like in the nineties. A characteristic that I will continue to like in the future.
Triumph Daytona T595
Artist
“The look of the Daytona is a hit. But I definitely expected more from driving.” (Jorg Lohse, 39, editor)
A ten year old sports iron? You’re crazy.?? There were many pragmatic voices within the editorial team. But what does pragmatism count when it comes to buying a motorcycle? The purchase of the T595 was primarily a gut decision. Of course, hard facts were checked in advance: Did the Daytona regularly see a workshop, what was the appearance and technology of the Brit bike? After all, in the spring it was one of the cheapest offers on the German Internet sales exchanges. Quite a few bizarre details came to light during the sales negotiations. For example, the question about the previous owner: ?? An undertaker. ?? ?? ??Aha!?? ?? ?? He didn’t have any papers, by the way. ?? The riddle was solved quickly. After the (natural) death of the last ?? correct ?? The owner’s Triumph was virtually taken in payment for the funeral expenses. Seen in this way, the T595 gave its driver the final escort. Isn’t that weird? You have to buy a motorcycle like that!
Then she stood in the editorial sprinter and rolled from Munster to Swabia. Behind Koblenz, the best passenger was called: ?? Put two beers cold, we have to celebrate! ?? Late at night we sat together in the hold next to this piece of gold that sparkled in the pale lantern light and forged plans: ?? We’ll definitely be going to Austria for the Tridays! ?? Perhaps it was because of the late hour that Triumph press man Bonsels countered sullenly on the phone: ?? Do you think that you will arrive with the ???
No question for me. Just like the future of Daytona: ?? It stays in the family from now on! ?? And not only in the editorial office was the Triumph initially the wild card in the used quartet. After the presentation in MOTORRAD 10/2008, in addition to a flood of positive e-mails, there followed a large package that MOTORRAD reader Reiner Rode from Morsum near Bremen had put together: ?? The Shark silencer of our old T595 was still in the attic. With a titanium jacket, sounds neat. As an old subscriber, I want to give you something back after all these years! ?? Thank you Reiner!
What should happen after this brilliant start to the game? The fast and hard counterattacks in the stupid everyday business. Everyone who was on the road with the T595 dismounted at the end: ?? What a tough, insensitive goat! ?? The landing gear was one of the big problems with the T595. From a sporting point of view, it was no longer enough. Especially since the Daytona 675 was driven in parallel in the MOTORRAD endurance test as a really tough competition and showed very clearly what the English have in the meantime in terms of super sports.
In addition, there was the high defect rate. Over time, anyone who planned a long trip and wanted to get somewhere at a fixed point in time avoided Triumph like the devil avoided holy water. Sometimes it was inexplicable electrical failures or blown fuses, sometimes problems with the brake system and, last but not least, a flat tire. Murphy was totally after our British friend.
At the end of the season, I took a pragmatic look at the whole thing: as a sports motorcycle, the T595 is finished after ten years. But in ten years I would give her another chance. When it comes to a fun Sunday afternoon.
BMW R 1100 RS – Tips for buyers
Brakes:
Many boxers are equipped with ABS. When buying, make sure that it works reliably even after starting it several times (recognizable by the non-flashing indicator lights). Otherwise a new battery is required. If that’s too expensive for you, you can outsmart the ABS by letting the motorcycle roll. The cause lies in the electronics’ initialization routine. In the various boxer forums you can find reading material about it until you drop.
Transmission:
The first years of construction often suffered from jumping gears and poorly shifting gears. Pay attention to this during the test drive.
Luggage system:
BMW and suitcase belong together like the fist and the eye. If everything can be operated with the same key, so much the better.
Mileage:
High mileage does not have to be an obstacle to buying. The best example: our copy. Full power (measured 92 hp) and hardly any oil consumption indicate that the mechanical condition is good, even if the operating noises are anything but a feast for the ears.
BMW R 1100 RS – balance sheet
79200 km – purchase for 2999 euros
83,000 km – new tires, Continental Road Attack (around 220 euros)
85100 km – taillight bulb renewed, rattling indicator glasses at the back fixed with tape
92,600 km – new rear tire Continental Road Attack (around 120 euros), rear brake pads renewed (29 euros)
93 100 km – current mileage
Honda XRV 750 Africa Twin – Tips for Buyers
Brakes:
Machines that have been outside a lot tend to have stuck brake pistons. Use accessory brake pads with caution.
Cladding:
Cracks, falls, or vibration damage.
Fuel pump:
Better to swap for a mechanical one before long trips.
Bench:
There are better contoured and padded specimens in the accessories.
Wheel bearings / steering head bearings:
wear out earlier than expected.
Rust:
more often blooms in secret.
Tire:
Michelin T 66 moderate, Bridgestone Battle Wing better.
Honda XRV 750 Africa Twin – Balance
36367 km – purchase for 3400 euros
37123 km – air filter, candles, new oil (90 euros)
39 026 km – speedometer cable, speedometer drive, steering head bearing, new brake lines (278 euros)
39685 km – Brake repair kit, tires: Bridgestone Battle Wing new (450 euros)
41,514 km – alternator regulator, new battery (240 euros)
45585 km – TuV new (fees 65 euros), rear brake disc at wear limit
46383 km – Current mileage
Suzuki GSF 1200 Bandit – Tips for Buyers
Brakes:
The conversion to steel braided brake lines at the front and rear is a must. Material costs just under 200 euros. The usual doughy braking feeling disappears almost completely. Accessory brake pads made of sintered metal provide even more bite.
Windbreak:
Small, universal cockpit windows are available for less than 50 euros. For everyone who often eats up kilometers on the autobahn, it is a sensible purchase that effectively relieves the upper body on long journeys.
Luggage system:
When traveling, soloists usually make do with a (tank) rucksack and baggage roll. Thanks to the generous amount of space and plenty of torque, however, it is also great for two to go on a long tour. Then a sturdy luggage rack and case system from, for example, Five Stars, Givi or Hepco Becker is recommended. New price at least 400 euros. With a bit of luck, you won’t even find something used for half of it.
For viewing
Paint quality:
The austerity policy is reflected in worn surfaces. If they are not properly cared for, they quickly turn into rust pockets.
Transmission:
Signs of heavy wear and tear are gears jumping out, extreme howling noises (mainly in first and fifth gear) and poor shiftability.
Steering head bearing:
It should be possible to turn the handlebars from stop to stop in the middle position without play and without much resistance or even locking into place.
Coupling:
Is it worn out, does it slip through when the gas bursts? the engine speed increases without the Bandit noticeably accelerating.
Suzuki GSF 1200 Bandit ?? Balance sheet
56650 km – purchase for 2650 euros
57903 km – new set of tires, Michelin Pilot Road 2 2CT (around 300 euros)
57,966 km – new brake pads front and rear from Bendix (95 euros)
60132 km – new H4 bulb installed (10 euros)
60195 km – synchronized carburettor and fitted new choke cable (24 euros)
62570 km – new clutch friction and steel disks and spring plates installed (214 euros)
66,755 km – new Regina chain set installed (157 euros)
67,983 km – new set of tires, Bridgestone BT 021 (around 250 euros)
68018 km – new front brake pads from Lucas (72 euros)
68215 km – current mileage
Triumph Daytona T595 – Tips for Buyers
Electrics:
Failures due to a completely discharged battery or the engine stalling while driving occurred repeatedly during the nine months. The Elektrofips is not an isolated case in the series, troubleshooting in the workshop can be time-consuming and expensive. In the present case, two batteries had to be replaced due to defects. Other reasons could be: power-consuming diode plugs? especially when both headlights have been converted to driving lights. Also typical: ground fault in the wiring harness.
Comfort:
Sport is murder? With the original clip-on handlebars, neither short everyday trips in city traffic nor long country road tours are really fun. The tip for retrofitting: higher clip-on handlebars, model ?? Tour Match ?? from LSL (phone 02151/55590, www.lsl.eu, 269 euros). Consumption: Despite the current software, the engine management could not curb the high fuel consumption of the T595. The annoying thing: Even with moderate country road trips, the average consumption was over seven liters per 100 kilometers. Buyers should be prepared for high maintenance costs.
Landing gear:
The spring elements of the T595 were over. The tough response could no longer be remedied by adjusting the rebound and compression stages. Solution: Have the chassis revised or replace it. Tip: Suspension strut adjustable in preload and rebound stage ?? Road ?? (429 euros) and Wilbers fork springs (99 euros), both available from Polo.
Tire:
In 1997, a 190 rear tire was considered too wide by athletes, and it was often recommended that the tires be changed to a 180 size. Our tip: the standard Michelin Pilot Power in the 190/50 ZR 17 version ?? A top tire even in the wet.
Triumph Daytona T595 – Balance
53,963 km – purchase for 3100 euros. New tires with Michelin Pilot Power, replacement of brake fluid and pads, general inspection, registration (500 euros)
55407 km – replacement of the main brake cylinder (200 euros)
56,900 km – after accumulation of electrical problems, replacement of the battery, major inspection with synchronization of the throttle valves (600 euros)
58554 km – Gasket fuel pump plate defective, exchange on workshop guarantee
58,823 km – after a flat tire in the back (Nagel) tire change to Pirelli Diablo Corsa 3 (around 300 euros)
60,500 km – suspension elements front and rear hardly respond
62232 km – starting problems in cold weather, unsteady engine running, warm very high idle speed, only regulates slowly
62713 km – Current mileage
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