Comparative test in the Dolomites

Posted on by admin

Menus

Comparative test in the Dolomites
Jahn

Comparative test in the Dolomites

Pass there, that’s it!

Rich like carbonara, sharp like Arrabiata, refined like tTrtufo. The Sella circuit is a treat full of turns. And as manageable as a prima piatta.

Driving passes is like having a long relationship. The priorities are shifting. Superficialities and hectic effects fade and make way for familiar serenity. The only difference is that the metamorphosis in real life can take years, and motorcycles mercilessly drop their mask in alpine surroundings after a dozen turns. Especially when they are presented in such a competitive and concentrated manner as on the Sella circuit in the Dolomites. Four passes practice close ranks over around 50 kilometers and literally offer endless fun on bends. Even those who have righteously dizzy on the bends will automatically return to the starting point.
It always goes around in circles. No matter whether up or down, left or right, the four passes are always good for a surprise. Unexpected dog turns on the Campolongo, seemingly relaxing straights on the Sella Pass, at the end of which there are hard-to-see switchbacks plus unyielding granite rocks, lazy grazing animals on the Pordoi without supervision. In addition, traces of oil on constantly changing road surfaces between fresh, bitumen-scented black asphalt and emaciated, powdered concrete ceilings. Ideal terrain to filter out the strengths and weaknesses of a wide-ranging test field from the entry-level bike Kawasaki ER-5 to the travel enduro regent BMW R 1150 GS to Desmo-Diva Ducati 998.
Sigi Guttner, for example, quickly feels the disadvantages in the saddle of the Kawasaki ZX-6R. Although the green sports cannon has been the most powerful representative of the 600 squad since its displacement increase to 636 cubic centimeters at the latest, the mountain air is hard on it. If you hold into the corner and cock the tap at the apex, instead of a fiery urge to move forward you will first get an asthmatic rattle. At 2000 rpm, the carburettor battery refuses the row four of properly prepared food, the green sports cannon almost stops, and only starts moving hesitantly from 4000 rpm. Sigi’s judgment: “Stay in the valley with it.” It’s not that bad; from 8000 rpm, the Kawa remembers its talents with martial screams. But then it usually has to be anchored again and angled. Actually, nothing dramatic if the six would not flutter so roughly with the fork when the brake pads were put on moderately. Fortunately, a trick helps: before braking, close the throttle a little so that the fork is immersed and stabilized due to the greater overlap between the stanchion and immersion tube. However, there is no way we can counter the noticeable setup moment of the Michelin Pilot Sport. Passing passes with the ZX-6R is exhausting.
Which gives the already closely following Harley V-Rod driver Stefan the opportunity to boldly put the front wheel next to the green screamer. “And it’s still possible” feelings ”in the 69 centimeter deep saddle of the power cruiser give way to a pronounced hunting instinct or extreme relaxation, depending on the driver’s testosterone level. Which is mainly due to the dreamily high-performance 60-degree V2. With practically no change in load, it tears at the belt and makes looking at the small rev counter superfluous. Agility-promoting gas exchange organs including intake manifold injection combined with ample flywheel mass generate plenty of power from 1131 cm3 in all regions and push the silver low-flying aircraft vehemently towards the summit. Sigi: »The part is made to go straight ahead. The acceleration is infernal and the tires stick really well. Even when accelerating out, the V-Rod is light and easy to handle. «Even downhill there is no hectic pace, because the stable brakes confidently keep the 285 kilograms under control. If the footrests, the radiator cowling and the powerful, one-sided muffler did not come into constant contact with the ground, the hammer from Milwaukee would be good for an even bigger surprise. Despite the ergonomics of the cruiser, the seat position is perfectly suitable for sweeping, as the pilot is always informed about his surroundings with his head held high.
In contrast to the Ducatista Ralf Schneider, who is hunched over, so to speak, on the fork bridge and has to grab the handlebars that are at the same height as the thin seat cushion. What enormously restricts the mobility of the upper body, the head and thus the field of vision? a big flaw when checking the situation in front of tricky hairpin bends. The great combination of precisely dosed, albeit ?? downhill – fading-sensitive front brake and the creamy response of the Showa fork, which reacts calmly even to bumps when braking and robust heels, and always keeps the front wheel on the chosen course. Basically the Duc demands a brisk pace from the pilot if it is supposed to be fun. And soon it adjusts itself. At the latest when the V2 has left the jerky region up to 3000 tours and is allowed to breathe vigorously through the huge 54 mm throttle valve. Roooap. The 997 cubic centimeter twin machine and driver’s heart rate accelerate like a double espresso. The explosions of the Testastretta arsonist fed through a remote nozzle above the suction funnel go straight into the blood. Goosebumps alarm! In general, the Duc harnesses its driver directly. Simply because of the tight handling, which, however, requires effort and physical effort. Passes without a filter stop.
In contrast to the BMW R 1150 GS, whose Telelever front wheel guide always acts as a filter against typical sneakiness. The wide, high-positioned handlebars act as a powerful lever arm, requiring long arms when fully turned and legs corresponding to the enormous seat height. Nevertheless, a small turning circle and a briefly translated first gear make meters, especially in tight bends. To which others join on the straight, when the boxer pushes with his gently but firmly burning torque without being particularly impressed by the mountain air. At most, the pilot senses that when moving obstacles appear in front of the GS beak. Enthroned above the things and blessed with a top game overview, almost everything from coaches to super sports cars is easy prey for the GS. That still leaves its driver the leisure to collect impressions of the landscape. Only when braking hard on undulating ground does the roughly regulating ABS woo for increased attention if the deceleration is interrupted by the briefly opening brake.
When it comes to regulation, the Honda VFR is much finer. The touring athlete’s ABS takes care of the correct brake pressure almost imperceptibly. However, the predefined distribution of the composite brake on the front and rear wheels is not only causing discomfort for Frank, the photo driver, when he keeps clean in bends. If you step down two gears in good spirits and reach into the hand lever, you sometimes have to deal with a happily cross-coming rear end. Comment: “That’s a lot of shit!” Sigi then mediated: “This is for touring riders!” That’s right, but the VFR also makes little sense to brake with the foot brake in tight corners to minimize load changes, as practiced by many touring riders as the front stoppers are also activated. Result: a somewhat blurred line. Similar inhomogeneous to the 782 cm3 V4. He only gives his all when the variable valve control grants all 16 valves work permits at around 7000 rpm. The Honda roars like a razor, but the wild sound is followed by a comparatively manageable performance. O-Ton: “Nothing goes downstairs, then it hits 7000 the bolts, and the thing roars off as if it were good.” Ergo: concentrated technology like the VFR produces more hectic in alpine terrain because sovereignty. Nevertheless, thanks to her active, comfortable seating position and the agile, bend-willing handling, the model touring athlete finally manages to iron the wrinkles of worry from her pilot’s forehead and make him smile.
The FJR 1300 conjures up the latter in the face of every driver. From the valley to the summit, the Yamaha tourer is simply a pleasure. Although the second heaviest candidate in the field at 275 kilograms, she rushes over the passes with verve. Is it because the Japanese pounded hard through the Alps with the completely newly developed 1300 during the development phase? Handling and engine characteristics indicate this in any case. Low load changes, barely noticeable gimbal reactions and the gentle but powerful development of power bring the FJR far ahead. No wonder, as the injection-fed power block sends over 100 Newton meters of torque to the cardan from 3000 rpm. In addition, the FJR can be circled almost playfully through tricky combinations of curves. Both uphill and downhill, because when the soft forks hit the block or the rider’s wrists and neck muscles start to hurt, the Yamaha tourist still has time to take a look at the Alpine panorama. The fully adjustable 48 fork and towering handlebar halves make it possible. Only when the distillery is very wild are the not exaggeratedly snappy brakes and the fast commands, which dilute the rubber mounts of the handlebars. Mind you, only in the face of tempos beyond good and bad. At speeds that are adequate for the Alps, the lean angle should be a little more abundant. Otherwise, the FJR 1300 proves emphatically that real tourers also have a sporting spirit.
This is also rudimentary in Suzuki’s GSF 1200 S, although she basically likes it cozy. Like an electric motor, the air / oil-cooled four-cylinder pushes forward without much load-changing spring reading and is not too bad even for speeds below 2000. At the top it gets a little bit sticky, but around 5000 rpm it always delivers plenty of usable power and torque to the rear wheel. Lurking upright behind the tubular handlebar, which is not too wide, pilot Jens Monnich’s sporty ambitions sprout from time to time. Which, however, are slowed down again by the all too soft fork. Especially when slowing down, the front section dips deeply, at the expense of feedback and precise line selection. So the big bandit is giving away part of her potential, which doesn’t change the fact that she is a great partner for surfing in the Alpengewurm? as long as you leave her a little leash and don’t get hectic.
Benjamin of the field has absolutely nothing to do with hectic. On the contrary, the Kawasaki ER-5 is recommended as a carefree joker. Small and lively like a mountain bike, the Twister scurries across the slopes, whereby the 499 cubic twin feels more like 34 than 50 hp in thin air. So be it. Winking comment by Stefan Gluck: »No chassis, no power, no brakes. Motorcycling like 20 years ago. «Watch out! Neither him nor the rest of the combo could prevent that from running up to personal top form in the saddle of the Kawa and turning a long nose for the supposedly superior despite the high-tech deficit. At least as long as the straights don’t get too long. But woe betide, the next bend is approaching, then the light, narrowly tyred playmobile dances around the others again. Completely free choice of line and fear-free full throttle make fun ?? and really fast. Especially on wet, slippery slopes. The fork clearly twists when the single disc brake bites gently. So what? Just let it roll and the hyperbikes with wide tires will work up a sweat. Guaranteed. In any case, there was no one who hadn’t beamed with joy in front of the ER-5 and made comments like: »Cool, there ?? I still have enough time to choose the best ski slopes for the next winter. “Or:” Did you see that, I had the bandit under control. “
It makes sense that the emotions fly high when munching pasta in the evening. There are at least as many controversial opinions as there are pilots or motorcycles. After a few carafes of red wine, one comes across a common denominator. And that reads: The cheeky handling of the ER-5, the primeval power of the Harley, the sublime overview of the BMW, the sound of the D.ucati paired with the touring suitability of the FJR at the price of the Bandit. But honestly, what would driving a pass be without sore wrists, asthmatic engine gurgling, slowing down brakes or the feeling of having achieved a great thing when getting off the bike. Exactly, dead boring. So we continue to enjoy characterful motorcycles with rough edges and endless and inconclusive discourses on the subject of the King of the Alps. In the roundabout around the Sella and elsewhere.

Buy complete article

Comparative test in the Dolomites

Comparative test in the Dolomites
Pass there, that’s it!

Sella Ronda

Around 50 kilometers around the characteristic rock formations of the Sella massif, there is an umpteen bend menu for curve gourmets. Divided into four passes at an altitude of 2000 meters.

BMW R 1150 GS
Frank Richter, 34, guest driver

To be honest: it wasn’t love at first sight. Because of the sheer size and the peculiarities that take getting used to. But after a while things on board came naturally and in the end I really enjoyed the cow. I don’t know if it would be the same on the level, but on the passes I’m usually the fastest with the GS and ?? next to the ER-5 – the most relaxed whizzing around.

Ducati 998
Jorn Thomas, 34, test editor

All or nothing. As soon as you sit on it, the Duc makes it clear to you what is going on. And doesn’t tolerate any other gods next to him while driving. Slugging is not, the diva fully harnesses you, demands undivided attention. But when you’ve got the hang of it, the Testastretta will spoil you with stable handling, merciless acceleration and wonderful tubes. And if I want to see the landscape, go? I hike anyway.

Harley V-Rod
Stefan Gluck, 35, alpine and super moto freak

I stand?? on the V-Rod, because no one can imagine that it would work so well in the mountains. You can easily make up for the time you lose in the corners due to the low lean angle when braking and accelerating. The fat cruiser is much more dynamic than it looks. And on top of that comfortable and super cool? the best conditions for jeans, jet helmets and sunglasses.

Honda VFR
Sigi Guttner, 65, racing legend and MOTORRAD balance trader

I see every motorcycle for what it’s made for. The Harley for driving straight ahead, the FJR for touring, the ZX-6R for Rennerles. Overall, I liked the smart Honda best on the passes. I got used to the V-Tec and the Integral ABS in no time. And then the VFR is sporty enough for me without having to constantly shake out my aching wrists like with the Kawa and the Duc.

Kawasaki ER-5
Oli Ebner, 35, special tasks

Back to the roots, enjoy the landscape and explore the ski slopes. For example, if I hadn’t driven the ER-5, I wouldn’t have spotted the free climber on the rock face earlier. Seriously, little Kawa is more than brave in the field of the supposedly superior thanks to her carefree, problem-free manner and after a week in the Alps she goes home as the winner of the hearts. 50 HP is enough for me here.

Kawasaki ZX-6R
Jens Monnich, 28, student and noble student assistant

I find the sixes so likeable precisely because of their quirks. Despite massive loss of performance in the mountain air? especially noticeable in the lower speed range ?? is enough to hang out cyclists. Up and downhill. There is pressure and sound from 5000 tours to infinity. You have to get involved with the 636 in the mountains, come to terms with it. She asks you to push the limits. And that’s just fun.

Suzuki GSF 1200 S Bandit
Ingo Funke, 27, motivated intern

Well-running engine, relaxed seating position, balanced handling: With the big Bandit you can relax and watch the landscape and don’t have to constantly concentrate on any bitches. Only the cladding should come down, because first of all it is booming loudly, and secondly, what is not on cannot break. It’s a shame, by the way, that the Harley was mostly taken? for me the most pleasant surprise of the test.

Yamaha FJR 1300
Ralf Schneider, 41, head of testing

The FJR has slowly but powerfully taken over me. Because it is a fat man with a lot of dynamism and not a sofa with a crumple suspension. The biting engine and the finely balanced chassis helped me concentrate so intensely on cornering that there was nothing else left to do. It has to be like that. Oh yes. For roads with better grip than on the Sella Loop, I would like more freedom from leaning.

Leave a Reply

Your email address will not be published. Required fields are marked *