Our test drivers were presented with an almost picturesque Alpine panorama again and again.
Warm evening light at Giogo della Bala, the westernmost point of the tour.
There is simply a tradition of this epic, which we know as the autumn trip.
Sunset over the Alps of Italy.
The dam of Lake Valvestino.
Idyll on an old stone bridge between Lake Garda and Lake Idro.
The main characters: seven long-term test motorcycles with all their strengths and weaknesses.
Universal concepts like the Ducati Multistrada are a big hit in the Alps.
The Yamaha XT 1200 Z Super Ténéré shone during the tour mainly because of its serenity.
…spring-like temperatures still prevail on the peninsula of Sirmione on Lake Garda.
The annual autumn trip is the absolute highlight for our long-term testers every year.
While the Manivapass is already shivering a lot…
Always along the wall.
The backdrop: the grandiose alpine panorama around Lake Garda.
Autumn exit 2010
The autumn ride with endurance test motorcycles
There is a tradition of this epic at the end of the season. The title: Autumn trip – or the days of truth. The main characters: seven long-term test motorcycles with all their strengths and weaknesses. The backdrop: the grandiose alpine panorama around Lake Garda. Start film!
Some things are just out of this world. For example the following scenery: A motley group of motorcyclists comes around the corner in a loose formation, the background is provided by the magnificent backdrop of snow-covered mountain peaks, while in the far back Lake Garda glitters in the backlight. On a day with incredible views. We had frost and snow on earlier autumn trips, we had continuous rain and land under. But this year, for once, the test team was really lucky with the weather. With seven endurance test motorcycles in golden October in the magnificent landscape on and around Lake Garda. It was like in a movie.
The main characters (in order of their mention): The Ducati Multistrada 1200 S and the Yamaha XT 1200 Z Super Ténéré, the Victory Hammer S and the Triumph Thunderbird, the A.prilia RSV4 R and the BMW S 1000 RR as well as the Kawasaki Z 1000. Two cruisers, two athletes, a large enduro, Ducati’s latest crossover experiment and a naked bike – maintenance should therefore be ensured, especially since the Yamaha and the Ducati with this story start their service in the long-term test fleet.
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Autumn exit 2010
The autumn ride with endurance test motorcycles
Ducati can be started. "Keyless Go" is the magic word, i.e. the start process at the push of a button without any ignition lock, as the key in the pocket gives access. It works too, you just have to know how. Namely that to start you really pull the clutch lever all the way through to the handlebars. If only a few millimeters are missing, nothing works. But then the red one from Bologna finally arrives with a slight delay. Thousands of kilometers are on the display when the shift starts. Ducati has already run in the engine, so the testers can take it harder from the start.
The XT 1200 Z even had 10,000 kilometers on the clock when it switched from the Yamaha fleet to the long-term test fleet. MOTORRAD had already tried to get an endurance test machine in early summer, but unfortunately it was only now available. Be that as it may, in any case it is finally here and can prove its qualities over the next 40,000 kilometers.
In bright sunshine you could almost think about going for a swim again.
An autumn trip should of course be the highlight of the year for the long-term testers, tour guide Karsten Schwers has figured out a route that has it all (see map on page 39). It leads over small and very small roads and does not save even gravel sections. In view of a Victory Hammer S one can get queasy, especially when looking at the logbook. It has around 17,000 kilometers on the clock and makes no secret of the fact that it is susceptible to distractions of all kinds with its 250cc rear wheel roller. Regardless of whether it is over bumps, along ruts or when attempting to avoid frost breakouts – as many entries show, it can easily get out of hand.
The amazing thing about it: Hardly anyone resents her. The deficiencies are mentioned, such as the play in the drive train, the hard-shifting gearbox, the clutch, which separates increasingly poorly over time, and the subsequently undetectable idling. But unpacking the verbal club, which is quite common in the logbooks, hardly anyone does that.
It is a little different with the big Thunderbird. Over a distance of 28,000 kilometers, it has consistently earned praise for its balanced driving behavior, which, given its live weight of 338 kilograms and its opulent appearance, is not readily believed. But even the first few meters prove even to the T-Bird novice: Yes, even such a ship can draw its radii largely neutrally without the man at the wheel needing supernatural powers. Here, anyway, on the well-developed riverside road.
But we won’t stay here long. If you fail to leave the shores of Lake Garda in view of the spring-like temperatures and moderate traffic, you will relax wonderfully, but you will miss a lot. For example the former mountain race track, which meanders up and down the mountain just behind Limone in the direction of Voltino. But even more important: don’t miss the junction in Gargnano (see map on page 39), the entrance to the world of lakes beyond Lago di Garda. Bend follows a bend, the road winds its way up the mountain ever closer.
The final stir: soon the autumn storms will take over the job of the motorcycles, blowing the leaves from the road.
In view of the bold road layout, the athletic ambition quickly comes through. First Karsten on the Victory, as so often with full commitment. Sven Loll undauntedly sticks to the back with the T-Bird, takes advantage of every inch of the road, juggles it razor-sharp between the rock faces. The first surprise: Nobody gets bored behind them. Guest tester Jochen, otherwise only on the road in sports circles on his RSV Mille, sums it up later: "Unbelievable what goes with these things." Because their mighty engines grab the bottom like concrete workers, because they develop plenty of grip with their rear-heavy weight distribution. However, one should be prepared for the large arcs, which both inevitably have to drive because of the low lean angle. The same applies to the machining process on all parts that are attached.
Nevertheless: Those who see these chunks as a challenge and not as a burden are on the right track. And should shoot himself in on the more sociable T-Bird before he faces the ultimate Hammer S test. Largely neutral turn-in, a twinkle on the gas, then a mighty rumble, and ABS: For a battleship of this size, those are pounds that you can grow with. The ABS, in particular, allows less experienced cruisers to grab hold of it more optimistically, while the Victory rider tends to step in the back in case of doubt to brake the load. The fork shines with neither responsiveness nor feedback, but the mighty V2 with a turning pleasure that hardly anyone thinks it can.
The Lago di Valestino comes into view. Or, better said, the mighty dam wall to which it owes its existence. A photo on the wall would be nice, but Lorenzo, the guardian of many, many cubic meters of concrete and even more water, does not allow himself to be talked about. "Impossibile!" He laughs, plays the strangled, refers to his rules. Even Karsten’s drawn wallet cannot move him. There is also that in Italy. We have to go on.
Up into the world of curves and peaks. Lago d´Idro, about 1000 meters high. The hustle and bustle of Lake Garda can no longer be felt here, but the coolness of the mountains does. In the town of the same name, Idro, tiny alleys seem to lead directly through the houses.
Autumn trip 2010: part 2
Good perspective: whether scenic or driving – the Passo della Spina is impressive.
We stick to the west bank and enjoy the view over the lake on the well-developed riverside road to Anfo. Because even if the cruisers had to report a few dramatic entanglements up to this point, the rest of the field is still practically in the opening credits. The athletes, for example, are already 1000 meters high, but still at the bottom in terms of speed. But here too there are differences in the experience value. While guest tester Jochen as an Aprilia man and V4 fan cannot get enough of the bassy, seemingly almost undamped sound that the rock walls throw back unfiltered, Stefan Glück’s ears go to sleep on the BMW. The in-line four-cylinder in its sub-revving perfection has a full impact here. With calm performance development, but without soul, without highlights.
They’ll come at some point, of course, and really huge. But not until much, much later in the five-digit speed range. However, this has to be left out in this area. Just like the speed regions for which these chassis were designed. Forks with hard springs and lots of cushioning hit the wrists. On the Aprilia, because of the more compact seating position, even more painful than on the BMW. The hindquarters give hearty kicks in the extended back every time the frost breaks out – and again the S 1000 RR is a bit more moderate. No question about it: just like the cruisers, both athletes in this scene have what it takes to become tragic heroes, with even their weaknesses being similar. Unsuitable seating positions, uncomfortable chassis – the same curse weighs on them on the passes of the Alps. Except that Victory and Triumph scrabble at the upper end of their capabilities, while Aprilia and BMW struggle with their conditioning for more dynamic locomotion.
And something else reveals itself when looking at the logbooks. As much as the RSV4 R and S 1000 RR have in common in all their uncompromising nature: In the everyday implementation over around 17,000 kilometers there are serious differences that also manifest themselves on this tour. For example, when it comes to the rampant fuel consumption of the Aprilia superbike. Over the three days it amounted to an incredible 9.9 liters per 100 kilometers with plenty of vertical meters, winding passes and lengthy photo trips. A value that is by no means the exception given the ten-liter consumption that is often noted in the logbook.
In the towns along Lake Garda, it is still easy to endure in Hebrst.
For comparison: the BMW consumed 7.7 liters under the same driving conditions. So it’s no wonder that the Aprilia was always the first to ask for new fuel and, in view of its 15.5 liter tank capacity, it even ended up dust-dry after about 20 kilometers on reserve.
Point two is the quality of workmanship of the Italian. The silencer that has already been replaced (see box on page 31), flaking paint on the upper part of the fairing, a clutch that has been deranged for thousands of kilometers, rubbing brake discs, a stubborn steering damper: it comes together quite a bit with the beauty from Noale, while it has been with the BMW to date practically nothing to complain about.
Back to the summit paradise. In Anfo we turn left, over the Passo della Spina we go towards Monte Maniva, we screw our way higher and higher. The signs are changing. The roads are getting narrower, the air is getting thinner and the demands on driving are increasing. And the landscape is getting more and more magnificent. Here comes the hour of enduro-style machines, here Ducati Multistrada and Yamaha XT 1200 Z Super Ténéré can really reveal their cards. Both show impressively what makes this big enduro concept so successful, even if the multistrada with its variability extends far beyond the original genre.
Because as loosely as they both kept up in the valley below, and didn’t seem strained for a moment, they slide up here, guided by the wide handlebars, very easily even from narrow corners. Are also blessed with ABS and traction control and use this beneficial technology in a gratifyingly profitable way for the driver, because they intervene effectively with a courageous pace, which one likes to take on both, albeit with different control quality. Hard, abrupt but always reliable the Multistrada, gentle and barely noticeable the Ténéré. In addition, they spring and cushion everything smoothly with their chassis. The very comfortably tuned Yamaha even more so than the Ducati, which is a bit tight in the hindquarters. But with all the commonalities listed: In terms of character, they are far apart.
For example with regard to the engines. Where the Ducati shines with the most fiery V2, which has ever tinkered with a similar periphery and spits out its 148 PS sportler-like, the XT counters with the most relaxed of all 1200 cc racing cars, which keeps its driver safe at all times. The same applies to the chassis: on the one hand, a myriad of setting options and parameters that can be adjusted at the push of a button on the Multistrada, on the other hand, a balanced basic setup on the Yamaha. If you want to go high in the Alps, you are spot on with both.
Asphalt, gravel, water: universal concepts like the Ducati Multistrada are the best sellers in the Alps.
And it goes high up to the daily goal. Monte Maniva, 1864 meters. The ski lifts end here in winter, shortly before the asphalt surface ends, making way for solid gravel. Anyone who sits on a sportswoman wants to stop, the cruiser captains turn off, and even Siggi Güttner, who has felt at home on the Z 1000 so far, seems a bit undecided. But XT and Multistrada storm on without hesitation, everyone else has to follow for better or for worse and regardless of the driving limits of their drivers. Fortunately, otherwise they would have missed the real climax of the story.
Although it is not easy to decide: which is more impressive? The evening together in the lonely Albergo Dosso Alto with hostess Evelina (www.rosaettore.it) or the view over the magnificent mountains a few hairpin bends on the way to the Passo di Croce Domini?
In the early morning light, however, this question no longer arises. This all-round alpine panorama is truly stunning. You may have rubbed your sore wrists on the Aprilia, complained on the Victory Hammer S in every bend over a turning circle of almost seven meters. Out, over, forgotten. It was worth it and it is far from over.
On the contrary: it gets even better. At least for everyone who prefers asphalt roads to gravel roads. The descent towards Bagolino and the return to Riva is much more open than the narrow ascent, except for a longer gravel section. A good opportunity to devote a little more attention to the seventh member of the group, the Kawasaki Z 1000, which was somewhat lost the day before. On the one hand, because it stood out neither positively nor negatively. But much more than that, because editorial veteran Siggi Güttner did not want to give it back at all. A low seating position, a large steering angle in relation to the athletes – those who have to turn frequently on the narrow mountain pass roads, for example when driving photos, appreciate this. Just like the sitting position. Concentrated but not uncomfortable, compact but not folded. This is not only popular with the tour group, but also earns a lot of praise from the mixed audience in the long-term test records, while the tingling vibrations in the middle speed range generate criticism everywhere.
Little things that simply disappear from view on the descent in the direction of Riva di Garda from the tremendous impressions of this mountain and lake world. Where the strengths and weaknesses of the various motorcycle concepts that are so clearly evident here in the Alps suddenly level out again. Because there are things that are simply out of this world – riding a motorcycle under the conditions of an autumn mountain landscape is definitely one of them.
Benvenuti: typical Italian hospitality with the Rambaldini family on Passo Maniva.
The annual trip with the long-term test fleet not only provides an up-to-date water level report on the respective test machine, it is always a kind of concept comparison in which the vehicle types compete against each other. The wide-ranging test field also demonstrates on this tour why all-rounders, travel enduros and naked bikes have long made up the lion’s share of the motorcycle market. If you want to combine a stress-free journey with the very special requirements in the Alps, you inevitably end up with these universal concepts. The sport bike and chopper clientele shouldn’t care much about this. After all, it also applies to motorcycle freaks: The human will is his kingdom of heaven.
BMW S 1000 RR
Endurance tester number 1: BMW S 1000 RR.
It arrived on May 27th of this year and was eagerly awaited. Mileage 851, first inspection done. After that everyone wanted, many were allowed, the BMW was always on the move, drove the athletes’ competition to the ground at the Alpenmasters, then put up with their initial measurement (198 hp) and three months later went to the 10,000cc inspection (9522 kilometers). On this occasion, the right handlebar fitting was changed as part of a recall campaign (kill switch). Then it went on at a rapid pace. Sportsman concept comparison at the Nürburgring, large comparison of driver assistance systems in the Contidrom near Hanover, in between hardly any time to breathe. At 14,442 kilometers a new high beam switch (price 91.63 euros, guarantee) is installed after the old one had fallen off. 700 kilometers later a set of new tires is installed (Metzeler Racetec K3), problems so far (mileage 16,200): none.
Water-cooled four-cylinder four-stroke in-line engine, 999 cm³, 142.0 kW (193 PS) at 13,000 rpm, 112 Nm at 9750 rpm, six-speed gearbox, chain, tires 120/70 ZR 17; 190/55 ZR 17, turning circle * 6800 mm, seat height * 810 mm, weight with a full tank * 208 kg, payload * 197 kg, tank capacity 17.5 liters, test consumption 7.7 liters, theoretical range 227 km, 0-100 km / h * 3.1 sec, Vmax 299 km / h
price (incl. ABS, DTC and automatic gearshift): 17080 euros without additional costs.
Aprilia RSV4 R
Endurance tester number 2: Aprilia RSV4 R.
Almost exactly one month before the BMW, the Aprilia RSV4 R joined the long-term test fleet. It was sealed with a mileage of 1456, the power measurement showed 172 hp. But unlike the S 1000, the RSV reeled off its kilometers less inconspicuously. Almost 3,000 kilometers later it drew attention to itself with rubbing brake discs, and the stiff steering damper was replaced after 4922 kilometers. As part of the 10,000 inspection, the rusting muffler as well as the front brake discs and pads were replaced under warranty, the valves were adjusted. The clutch separated worse and worse over the course of the kilometers, the search for neutral is a game of luck, all attempts to adjust failed. The RSV4 R is currently waiting for a workshop to replace the clutch discs. Let’s see what that brings.
Water-cooled four-cylinder four-stroke 65-degree V-engine, 1000 cm³, 132.4 kW (180 PS) at 12,500 rpm, 115 Nm at 10,000 rpm, six-speed gearbox, chain, tires 120/70 ZR 17; 190/55 ZR 17, turning circle * 6920 mm, seat height * 840 mm, weight with a full tank * 212 kg, payload * 194 kg, tank capacity 17.0 liters, test consumption 9.9 liters, theoretical range 172 km, 0-100 km / h * 3.1 sec, Vmax 290 km / h
price: 15,364 euros without additional costs.
Long-term tester number 3: Triumph Thunderbird.
For the second time, the British woman went on the autumn drive. Last year she made her debut on the season’s final tour. There are now 29,000 kilometers on the clock. Above all, the unapologetic chassis and the powerful, cultivated 1.6-liter in-line twin reap praise again and again. The sparse possibilities for luggage storage, however, less so. On the other hand, one cannot blame her for the fact that the headlight lens had to be replaced after falling rocks at km 9700. A squeaking toothed belt from the rear-wheel drive was a constant companion until now. The throttle control status is also often in the spotlight: replacement of the stiff throttle cables shortly after the start of the test (guarantee), the opening cable tore at kilometer 23,300, and the throttle grip was replaced shortly before the autumn exit. Otherwise, however, the Triumph is nothing but sunshine.
Water-cooled two-cylinder four-stroke in-line engine, 1596 cm³, 63.0 kW (86 PS) at 4850 / min, 146 Nm at 2750 / min, six-speed gearbox, toothed belt, tires 120/70 R 19; 200/50 R 17, turning circle * 6600 mm, seat height * 710 mm, weight with a full tank * 338 kg, payload * 232 kg, tank capacity 22.0 liters, test consumption 8.5 liters, theoretical range 259 km, 0-100 km / h * 4.8 sec, Vmax 185 km / h
price (including ABS): 14,340 euros without additional costs.
Victory Hammer S.
Endurance tester number 4: Victory Hammer S.
And another flat iron. The US cruiser with the mighty V2 is coolness on wheels. If the fat 250 slipper is still new, she shows usable manners when swinging around bends. The casual sitting posture goes well with this. When it is wet, however, you have a problem with standard tires when cornering. And now, at 17,500 kilometers, the logbook entries are increasing due to stubborn cornering behavior. The Victory just wants to be tackled. On the one hand, the motor impresses with its smooth running, powerful punch from below and a great sound. On the other hand, there are strong load changes, the hard transmission and the sometimes fiddly idle search. That’s what the Victory is like: a natural character, an honest piece of heavy metal. So far, it also shone with its reliability, only the defective alternator regulator had to be replaced.
Air-cooled two-cylinder four-stroke 50-degree V-engine, 1731 cm³, 66.0 kW (90 PS) at 4900 / min, 140 Nm at 3250 / min, six-speed gearbox, toothed belt, tires 130/70 R 18; 250/40 R 18, turning circle * 6650 mm, seat height * 710 mm, weight with a full tank * 315 kg, payload * 217 kg, tank capacity 17.0 liters, test consumption 7.6 liters, theoretical range 224 km, 0-100 km / h * 3.1 sec, Vmax 193 km / h
Price: 16240 euros without additional costs.
Ducati Multistrada 1200 S.
Endurance tester number 5: Ducati Multistrada 1200 S.
You come late, but you come. You could freely say after Schiller about the debut of the Ducati Multistrada. Because although it has been on the market for a long time and eagerly awaited, the red one only joined the endurance test convoy immediately before the autumn trip. Your electronics already have the latest ABS software. After the sometimes strange control behavior of the ABS was criticized in the top test by MOTORRAD with the jump in friction coefficient, Ducati made improvements. The new software can also be installed on used machines. In any case, it would have been a shame if she had missed this trip, which was tailor-made for this versatile bike. The powerful twin and the great chassis are simply a pleasure.
Water-cooled two-cylinder four-stroke 90-degree V-engine, 1198 cm³, 108.8 kW (148 PS) at 9250 / min, 119 Nm at 7500 / min, six-speed gearbox, chain, tires 120/70 ZR 17; 190/55 ZR 17, turning circle * 5100 mm, seat height * 840 mm, weight with a full tank * 234 kg, payload * 196 kg, tank capacity / reserve 20.0 / 4.0 liters, test consumption 8.6 liters, theoretical range 233 km, 0-100 km / h *: 3.3 seconds, Vmax 245 km / h
Price: 17990 euros without additional costs.
Yamaha XT 1200 Z Super Ténéré
Endurance tester number 6: Yamaha XT 1200 Z Super Ténéré.
The Yamaha XT 1200 Z also took its time with its appearance. In the end, however, it came in time, albeit with a mileage of just over 9,000 kilometers. But that didn’t stop them from shining with great serenity on the tour. Especially on the sometimes demanding terrain with a mixture of gravel passes and narrow, serpentine streets, the concept of a good-natured 1200 twin, which delivers its power in a well-dosed manner, and an almost foolproof chassis is impressive. There are also effective electronic driving aids and standard aluminum cases, which offer plenty of storage space for long journeys. The XT is sure to become a very popular long-term test machine, so it can take the next 40,000 kilometers under the wheels in a very relaxed manner.
Water-cooled two-cylinder four-stroke in-line engine, 1199 cm³, 80.9 kW (110 PS) at 7250 rpm, 114 Nm at 6000 rpm, six-speed gearbox, cardan, 110/80 R 19 tires; 150/70 R 17, turning circle * 5150 mm, seat height * 845-870 mm, weight with a full tank * 267 kg, payload * 203 kg, tank capacity 22.6 liters, test consumption 7.5 liters, theoretical range 301 km, 0-100 km / h * 3.7 sec, Vmax 210 km / h
Price: 14750 euros without additional costs.
Kawasaki Z 1000
Endurance tester number 7: Kawasaki Z 1000.
Right at the start of the endurance test, the Z 1000 was almost thrown into the deep end. As soon as it was run in, it had to go to the handling test (MOTORRAD 13/2010) and then, after a quick initial inspection, to the Alpine Masters. A little later came the 6000 series, which was pretty cheap at 66.45 euros. Now, half a year after starting work, there are already 17,400 kilometers on the books. During this time there was a lot of candy for the powerful engine and the unapologetic driving behavior. The short gear ratio ensures a firm pull, but on fast stages it ensures a high speed level. So far only fine vibrations in the middle speed range and the stiff shock absorber have been criticized in isolated cases. During the 12000 inspection, the brake lines were replaced as part of a conversion campaign. Otherwise, the Z cheerfully reeled off her kilometers.
Water-cooled four-cylinder four-stroke in-line engine, 1043 cm³, 101.5 kW (138 PS) at 9600 rpm, 110 Nm at 7800 rpm, six-speed gearbox, chain, tires 120/70 ZR 17; 190/50 ZR 17, turning circle * 6000 mm, seat height * 815 mm, weight with a full tank * 222 kg, payload * 179 kg, tank capacity 15.0 liters, test consumption 7.4 liters, theoretical range 203 km, 0-100 km / h * 3.3 sec, Vmax 240 km / h
Price: 11,295 euros without additional costs.
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Two possible tours on Lake Garda.
Lake Garda – the largest of the northern Italian lakes is still associated with mass tourism. But firstly, the tourist invasion is mainly concentrated in the holiday months, and secondly, the region offers less crowded places even during this time – for example at one of the ten lakes visited on the autumn trip. The approximately 450-kilometer tour is extremely varied in terms of landscape due to the change between the high alpine mountains and the southern ambience. Motorcyclists will find non-stop fun on bends in the meander anyway. Even if the total distance of the red and green tour just scratches the 500-kilometer mark, the time required should not be underestimated. Daily stages of more than 200 kilometers should not be planned in the mountains. After all, a passport photo also takes time – the higher the passport, the longer it usually takes.
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