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BMW R nineT Racer and Triumph Thruxton R in a comparison test.
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Take the boxer by the horns: Then he angles until the notches scratch.
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The steering damper of the long BMW stifles every germ of swaying.
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The stubs are screwed directly to the upper fork bridge.
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Two round clocks inform, the exhaust sounds mighty.
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In the background the “Seng”, now in parallel flight up the hump
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Despite the narrow stub, the Thruxton R pleases with its good handiness, swiftly swipes around the corner
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The Vance & Hines plant…
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…and the pulpit are part of the Track Racer package, the Triumph.
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Brake system, the pressure point of which, however, should be clearer.
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The first break in front of the Festspielhaus in Bayreuth, stretching the body was necessary.
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Feel like a winner for once, including a champagne shower. A road trip couldn’t end better.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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BMW R nineT Racer in comparison test.
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Triumph Thruxton R in comparison test.
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Triumph Thruxton R in comparison test.
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Triumph Thruxton R in comparison test.
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Triumph Thruxton R in comparison test.
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Triumph Thruxton R in comparison test.
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BMW R nineT Racer and Triumph Thruxton R in a comparison test.
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BMW R nineT Racer and Triumph Thruxton R in a comparison test.
BMW R nineT Racer and Triumph Thruxton R in a comparison test
Racing and rheumatism
Retro is in, now racing is added. At least the BMW R nineT Racer aims in this direction. Triumph has the optional The Track Racer package for the Triumph Thruxton R. All just glare, or does it bring something for sporty old school fans?
D.he last millennium was just two decades when they came up with the idea in Schleiz to turn the corner for a while. Chronometers recorded the seconds for the first time in 1923. That is enough for the title of oldest natural race track in Germany. Nature, because most of the year the slope serves as a conventional road – spiced with curbs, gravel beds and grandstands.
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BMW R nineT Racer and Triumph Thruxton R in a comparison test
Racing and rheumatism
R nineT Racer is based on the R nineT Pure. A few components move them more towards racing. The narrow half-shell is immediately noticeable. In addition, the feet are supported on notches placed further back. The tubular handlebar went to the shelf, now my hands are grasping stumps. Fastened to the front of the forged aluminum upper triple clamp. To do this, push the fork a good distance up through the bridge. BMW reports that this arrangement forces the driver into a dynamic seating position. Forcing doesn’t sound particularly euphoric. But it is true. Relaxation and driving the BMW R nineT Racer are difficult to combine in everyday life. And especially not when the head wants to look in tight curves towards the exit – because the helmet hits the neck time and again as soon as the arms are not fully stretched out over the handlebars.
On the Triumph, the kilometers fly through under the tires more easily. The tank is shorter and the knee angle is more relaxed for tourists. Only the handlebars, which are clamped lower than the normal Thruxton, should be more open. In the style of old racing mopeds, they are cranked far down and back. Good for making things small at top speed, but not an advantage in winding life.
An orthopedic surgeon could not be found in a hurry, the call of the Schleizer slope lets you forget the pain. Which is also due to the engine of the BMW. He cheekily stretches his cylinders into the airstream, an oil cooler protects him from thermal death. The boxer’s start: emphatically. Its mid-speed: fat. Just before the limiter: still thrust. The Flattwin thunders with lust for life despite the flap. The expressions of life only decrease when the gas rope is not taut. But who wants that? Sure, politically correct behavior looks different. But if you don’t really appreciate this boxer and its dynamism, you should switch to an electric bike.
They see it similarly with Triumph. So that the Thruxton does not go down in the sound thunderstorm of the BMW, they adorn noble Vance & Hines pots with approval. They strengthen the sound of the British twosome without showing the snotty dominance of the BMW. Although the sound thing has a catch for the Triumph driver: he doesn’t notice much of the beautiful blow of the water-cooled, 1197 cm³ in-line engine with 270 degree crankshaft. Behind the Thruxton it sounds really fat.
The comparatively civilized exhaust sound is synonymous with the essence of the Thruxton: She is a gentleman. Its engine, which is decorated with cooling fins, declares sophistication to be a maxim. Everything groomed and ironed in the best possible way. Below, in the middle, above, everywhere the two-man shows presence, rushing through the speed range in a well-behaved manner. Without lows, but also without real highs. The stable Showa upside-down fork and the Ohlins stereo dampers, both fully adjustable, respond as precisely as the cutlery in the hand of a surgeon. Heavily dampened, the front and rear brace against any attempt to bring you to your knees when braking or accelerating. In interaction with the narrow tires on the shiny spoke rims, the Thruxton flits around the corner. In addition, there is the fine slipper clutch, which avoids a stamping rear wheel when downshifting. In behavior and manners there would be a clear one in the witness. A racer in a noble twist.
The BMW doesn’t come close, is more rowdy. In marketing jargon: stronger character. Even if the first gear commands the right pair of gears in the six-speed gearbox to work without a Klong, it never runs as smoothly as on the Triumph. The 1170 cubic boxer jerks to the side with every turn of the gas while stationary. He willingly, but never without jerk, implements the command full throttle at low speed. And its chassis does not come close to the quality of the Triumph counterpart. Simple 43 fork and a tail that can be adjusted at least in preload and rebound: home cooking in chassis construction. That is not without consequence. More damping at the front would be nice, but at the rear it works with slightly increased preload (plus one turn) and a rebound stage that is only one turn open. That is not entirely unimportant so that the BMW does not become a stubborn block. Wheelbase and caster? Long. Steering head angle? Big. If the dugout canoe on two wheels is dynamically pressed into the curve, only firm grip helps. The wide spread stubs resolutely grabbed and force the boxer on line, then it works.
Whereby it becomes crucial at this very moment, the hasty Schleiz ground lies ahead of us. The center line on the country road suddenly disappears, every little stone in the asphalt signals the race track. Mind you: regulated and with two-way traffic. Nevertheless, the two bikes and their riders breathe audibly. As if in a frenzy, we rush down the Seng and wipe the starting line while crouching. The motors pulsate vigorously in the upper speed range. It’s hard to imagine how it should be here in racing.
Did we ever talk about pain? They are gone. After three laps, your brain knows the route. The seating positions are determined and make sense for the first time after a journey of 400 kilometers. Quite gentlemanly, the Triumph allows BMW to go ahead. This is less due to their good upbringing and more to the boxer. It lacks the decisive bite against its thrust and turning ability. But their lightness inspires. Like a bike, it sticks through the chicanes, unlike the long fearful nipples of the BMW, it does not touch down. Only the low sun ends the courageous hustle and bustle with the two. They are certainly not pure racers. But they can do sporty speed without blame. Would that be something for your own garage? A glance at the price tag quickly reminds you of back pain. As an excuse so that the family peace is preserved and the bank does not drive you into the red of your account. But if Schleiz were just a little closer to home, then …
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