Comparison test: BMW R 1200 GS against KTM 990 Adventure

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Comparison test: BMW R 1200 GS against KTM 990 Adventure

Call of Freedom: Power Travel Enduros

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Leave the constraints of everyday life behind and answer the call of freedom. Versatile, powerful travel enduros such as the BMW R 1200 GS and the KTM 990 Adventure are ideal escape vehicles.

dhe colleagues agree: "We show the big enduros in brutal action." In your mind’s eye, drifts with gravel blown up high appear, huge jumps, water crossings with huge fountains. "Who takes the test?" – the boss calls for an author. Suddenly calm. Embarrassed glances wander around the conference room, just don’t look at the boss now. Then the lightning idea: "Jacko is supposed to do that, he’s not here right now!

Beating almost five hundredweight bikes through the terrain? Thank you, dear colleagues! Nevertheless, the test is irritating. On the one hand, because it is intended to cover the entire spectrum of applications for the BMW R 1200 GS and KTM 990 Adventure – off-road and on-road. On the other hand, because the big ships seem well-equipped for a wide variety of terrain: long suspension travel, high ground clearance, engines that hang perfectly on the gas. The only thing missing is suitable tires. PS therefore chooses the TKC 80 from Conti for off-road use.

BMW modified its top seller for the 2010 model year. The Bavarians upgraded especially on the drive side. The boxer now has a nominal output of 110 hp, five more than last year. The specified torque of 120 Nm is also five Nm higher than in 2009. For this, the Munich-based company built the Dohc engine from the road racer HP2 Sport into the GS. In order to adapt it to the needs of the big enduro, they modified the fixed-speed engine with two overhead camshafts: different timing, more valve lift, intake tract with more throughput, throttle valve bodies with a smaller diameter, new pistons, double ignition, lower compression ratio, modified programming of the Ignition / injection system. Power and torque are a few hundred revolutions later than its predecessor. The GS only develops its full power with the expensive Great More. In keeping with the higher performance, the outwardly unchanged but technically modified exhaust, equipped with an electronically controlled exhaust flap, now hammers a cheeky sound into the orbit. respect!

Enduro rider’s dreams: explore picturesque landscapes, face the elements.

Intoxicating sound also escapes from the two tailpipes of the KTM 990 Adventure. In contrast to the BMW, the Austrian drifts into the new year unchanged. As before, she plows through botany, unimpressed by the nature of the subsoil. Hard edges, gentle waves, deep breakthroughs, large elevations, steep climbs, knee-deep tides: the Adventure masters the entire program. Only in terms of traction does it weaken a bit. Your extremely lively V2 with a low flywheel turns up extremely quickly. Therefore the rear wheel spins quite early. Which sometimes creates a great mood, because drifts can be easily controlled with the 990. The BMW delivers significantly more traction. The cardan puts a lot of weight on the rear wheel and thanks to the gentle onset of power, the enduro rider can control the propulsion perfectly. Of course, the GS also struggles with a lack of grip on terrain that is hostile to adhesion. This is where the Enduro ASC, which is subject to a surcharge, comes into play. The drive slip control has three modes. Level one is reserved exclusively for paved roads. Stage two helps when rummaging through the aforementioned surface: the electronics intervene if the front and rear wheel speeds differ significantly. Nevertheless, the system allows limited drifts and wheelies. Advanced students choose level three. It completely overrides the interventions.

The GS’s Enduro ESA (Electronic Suspension Adjustment), which is also subject to a surcharge, provides real help on and off the road. The system varies the damping and the spring base of the spring elements conveniently from the handlebars at the push of a button. Different modes are available for both the road and the terrain. Those interested can explore the possible combinations on different courses. With a little practice, you can easily find the right setup for most requirements. The ESA does not allow unauthorized or dangerous voting.
When you vary the spring based, the center of gravity, seat height and ground clearance also change. When preloaded to the maximum, that of the BMW reaches up to ten millimeters to that of the KTM (230 to 240 millimeters). In terms of total suspension travel, the GS is only a few millimeters short of the Austrian: twenty at the front, ten at the back. As a result, the Munich resident masters even rough terrain with surprising ease.

Cockpit of the BMW R 1200 GS: Instrument unit with a new face. The numerous pieces of information remained.

Both enduros have ABS. With the BMW – you guessed it – the anti-lock device costs extra. Here as there, the system can be switched off. If you don’t drive on the level of rally drivers, you can also use ABS off-road. The systems work reliably and regulate close to the blocking limit. The BMW measures the slip a touch finer than the ABS from Mattighofen.

Despite the advantages of the GS, the terrain assessment goes to the KTM. Reason: The Adventure weighs 238 kilograms with a full tank, which is 7.5 kilograms less than the Bayern motorcycle (245.5 kilograms). Weight distribution also plays a major role. The assembled masses of the KTM have a beneficial effect on their balance. In addition, the way the engine is installed allows the pilot to put his foot on the ground near the front wheel if necessary – impossible with the protruding cylinders of the BMW. The wide boxer also restricts excursions through deep ruts or very narrow passages. Last but not least, the Bavarian struggles with cardan reactions. Especially when driving over sharp edges under tension, the rear looks a bit stubborn.

A behavior that the BMW displays even on hot rides over scarred asphalt strip. Otherwise she only shows herself from her best side. Set ASC and ESA to road use, mount the excellent original Metzeler Tourance EXP tires, and off you go! The GS driver easily directs the load in an inclined position and circles accurately around the radii. The pilot corrects the minimally wobbly steering behavior with the wide handlebar. Tighten the tap shortly before exiting the curve; again the BMW reveals its almost unbelievable traction. Even when it is wet, the rear wheel seems to be interlocked with the ground. The last bit of feeling is missing for the front – the Tele-lever sends its regards.

Cockpit of the KTM 990 Adventure: The compact information center provides the most necessary information.

The 1200 series shows the advantages of its new engine on well-developed terrain. From idling speed to just over 5000 rpm, the power and torque are sometimes significantly higher than in the previous model. In any case, they are higher than with the KTM thanks to the displacement advantage. Power you can feel. Only between 5200 rpm and 5900 rpm does the new GS sag. The diagram on page 33 illustrates the performance curves. In contrast, the KTM-V2 chases up the speed ladder in an exemplary linear manner. The cultivated drive implements gas commands extremely spontaneously and constantly craves a fully open shower. This encourages the KTM driver to always give everything. An engine with a built-in fun guarantee!
What distinguishes the Austrian off-road works against her on asphalt: the long suspension travel. With increased canter there is a lot of movement in the landing gear, and the front dips very deeply when anchoring. That dilutes the feeling for the front somewhat. The tires are probably also involved. The Pirellis, with their tunnels, seem a bit indifferent on the road. In addition, the KTM’s brakes don’t bite as hard as in the last test (PS 8/2009). She makes up for these blunders in handling. Thanks to its narrow front tire, the Adventure angles very jaggedly and playfully chases through the corners.

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Technical data: KTM 990 Adventure

KTM 990 Adventure

DRIVE: Two-cylinder 75-degree V-engine, 4 valves / cylinder, 78 kW (106 PS) at 8250 / min *, 100 Nm at 6750 / min *, 1000 cm³, bore / stroke: 101 / 62.4 mm, Compression ratio : 11.5: 1, ignition / injection system, 48 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

LANDING GEAR: Steel tubular space frame, steering head angle: 63.4 degrees, caster: 119 mm, wheelbase: 1570 mm, upside-down fork, inner fork tube diameter: 48 mm, adjustable in rebound and compression, central spring strut directly hinged, adjustable in spring based, sweater – and pressure stage, spring travel v./h .: 210/210 mm

WHEELS and BRAKES: Wire spoke wheels, 2.15 x 21"/4.25 x 18", Front tires: 90 / 90-21, rear: 150/70 R 18. First tires: Pirelli Scorpion MT 90. 300 mm double disc brakes with two-piston floating calipers at the front, 240 mm single-disc brakes with two-piston floating calipers at the rear

Measurements and weight: Length / width / height: 2300/920/1440 mm, seat / handlebar height: 875/1145 mm, handlebar width: 775 mm, 238 kg fully fueled, v./h .: 49.2 / 50.8%

REAR POWER IN LAST GEAR: 68.6 kW (93 PS) at 195 km / h

DRIVING PERFORMANCE: 0-100 / 150/200 km / h: 3.8 / 7.2 / 16.9 s, pulling 50-100 / 100-150 km / h: 5.9 / 6.4 s

MAXIMUM SPEED: 210 km / h *

CONSUMPTION: Fuel type: Super, average test consumption: 7.7 liters / 100 km, tank capacity / of which reserve: 22 / [0] liters, range: 286 km

BASIC PRICE: 13,495 euros, test machine price: 13,743 euros (plus additional costs)

Technical data: BMW R 1200 GS

BMW R 1200 GS

ENGINE: Two-cylinder boxer engine, 4 valves / cylinder, 81 kW (110 PS) at 7750 / min *, 120 Nm at 6000 / min *, 1170 cm³, bore / stroke: 101/73 mm, compression ratio: 12.0: 1, ignition – / injection system, 50 mm throttle valves, hydraulically operated single-disc dry clutch, six-speed gearbox, G-Kat

LANDING GEAR: Load-bearing engine-gearbox assembly with steel tubular subframe, steering head angle: 64.3 degrees, caster: 101 mm, wheelbase: 1507 mm, Telelever, Ø inner tube: 41 mm, electro-hydraulically adjustable spring base and rebound damping, central spring strut, electro-hydraulically adjustable spring base and Rebound damping (ESA), spring travel v./h .: 190/200 mm

WHEELS and BRAKES: Wire spoke wheels, 2.5 x 19"/ 4 x 17", Front tires: 110/80 R 19, rear: 150/70 R 17. First tires: Metzeler Tourance EXP, 305 mm double disc brakes with four-piston fixed calipers at the front, 265 mm single-disc brakes with two-piston floating calipers at the rear, ABS

Measurements and weight: Length / width / height: 2290/1000/1430 mm, seat / handlebar height: 850-890 / 1145 mm, handlebar width: 840 mm, 245.5 kg fully fueled, v./h .: 49.5 / 50.5%

REAR POWER IN LAST GEAR: 76.8 kW (104 PS) at 198 km / h

DRIVING PERFORMANCE: Acceleration 0-100 / 150/200 km / h: 3.7 / 7.0 / 16.3 s, pulling speed 50-100 / 100-150 km / h: 4.6 / 5.2 s

MAXIMUM SPEED: 215 km / h *

CONSUMPTION: Super Plus, average test consumption: 7.4 liters / 100 km, tank capacity / of which reserve: 20/4 liters, range: 270 km

Base price: 13,000 euros, test machine price: around 16,000 euros (plus additional costs)

PS evaluation + CONCLUSION

PS

PS rating: BMW R 1200 GS versus KTM 990 Adventure

CONCLUSION

There is no getting around it: Despite different philosophies, the BMW R 1200 GS and KTM 990 Adventure share first place. This makes it clear that different paths lead to freedom. And that’s good.

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