BMW R 1200 GS and R 1200 RT, Triumph Explorer and Trophy, Honda Crosstourer and VFR 1200 F in the test
Concept comparison of travel enduros and tourers
In these three pairs from BMW, Triumph and Honda, the same engine powers a travel enduro and a tourer. But which concept is more convincing in terms of tourism? Are travel enduros the better companions today? So go ahead, gain experience on three rivers.
Enduros versus tourers
Only two hours to the other world. Where steep vineyards wait and nightingales sing. But first there are sheet metal avalanches in the big city and fat motorway jams. So it’s not much fun with the protruding, up to a meter wide stern of the six Tourers. In stop-and-go traffic are the BMW R 1200 GS Adventure and BMW R 1200 RT, Triumph Tiger Explorer XC and Triumph Trophy SE as well as Honda Crosstourer (2013 model) and Honda VFR 1200 F not in its element. You compete for the brand-internal concept comparison. With characteristic engines: two-cylinder boxer, in-line three-cylinder and V4. Each drive fires a travel enduro and a tourer. The consensus is cardan, case (standard only with RT and Trophy) and all kinds of electronic helpers on board: ABS and traction controls, but also practical gear displays.
BMW R 1200 GS and R 1200 RT, Triumph Explorer and Trophy, Honda Crosstourer and VFR 1200 F in the test
Concept comparison of travel enduros and tourers
R 1200 RT and Triumph Trophy SE. They even make monotonous stages on the highway entertaining. Slice up and down for it. Then there is heavenly peace, you never have to clean the helmet visor again.
Trophy and RT with audio systems
Instead, you can listen to the sound from the audio systems (radio / mp3) up to around 130 km / h, louder at the Triumph Trophy SE, more sonorous on the BMW R 1200 RT. A point of honor for both luxury tourers: at the push of a button, the exact height for the protective shield can be found with millimeter precision. In the Trophy, the sail-sized touring screen goes up a full 16.4 centimeters electrically. Superscript you have to look right through. On the RT, the curved upper edge is irritatingly in the field of vision. When extended, both targets reduce top speed and accuracy. With low-set discs, the two Euro-Tourers arrow more precisely through finally free motorway curves. Concentration beyond 200 km / h: aim at the curve, aim for the line, through. Entertaining are real floods of information in the four European cockpits, more intuitive to use at BMW. The modern color display of the BMW R 1200 RT provides an incredible amount of information, presented in an aesthetic and easy-to-read way. The generally sparsely equipped Hondas provide less information, see equipment list. However, they have an exclusive extra with the dual clutch transmission.
When there is little traffic, you can use the cruise control of the BMWs and Triumphs. The downside of the BMW R 1200 RT and Triumph Trophy SE: The mirrors integrated in the full fairing should provide more consideration. At least they offer aerodynamically sophisticated wind protection for the hands, and even the knees are perfectly shielded. The enduro windshields are further away from the rider than on the tourers. This leaves more room for eddies. Aero drama. BMW’s adventure machine, the BMW R 1200 GS Adventure, has a wider windshield and additional wind deflectors compared to the standard GS. So the fuselage remains pleasantly draft-free. The disc is continuously adjustable mechanically using a rotary knob.
The smaller version of the Triumph Tiger Explorer XC loses out against the huge protective shield of the Triumph Trophy. Behind it it’s much louder and more drafty. Tip: use ear plugs. Five levels can be set using the left and right rotary knobs. Honda’s Crosstourer requires tools to loosen cheap Allen screws on the disc. Not so great. The mini disc of the Crosstourer offers poor wind protection as standard. The optional touring screen provides better protection. However, it creates the loudest roaring turbulence of all six machines on the helmet, the glasses dance on your nose. And because of the narrow cut, it pulls in the pelvic area: put on a kidney belt!
Tourer
BMW R 1200 RT, Triumph Trophy 1200 SE and Yamaha FJR 1300 AE in the test
Perfect equipment on two wheels
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tires
Touring tires of size 120/70 ZR 17 and 180/55 ZR 17 in the test
Sun, rain, durability
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Triumph Trophy SE more stable at top speed
On the other hand, the wide, but rather flat windshield of the Honda VFR 1200 F blows the airstream exactly onto the neck and neck. You can’t adjust anything on the only sports tourer. Be sure to wear a scarf! After all, the head and helmet lie in a laminar flow without trembling – the flow behind the windshield is effective. If the left lane is free, the VFR will effortlessly hurry through the field. Real 160 hp are a word in terms of driving dynamics. The VFR is always stable and safe up to the top speed of electronically braked 250 km / h. Honda cuts the forward thrust of the Crosstourer at real 209 km / h (speedometer display 226). Until then, the VFR 1200 X, according to the factory code, runs perfectly straight even with suitcases.
In the triumphs, the trophy remains more stable at top speed. The Brit Tourer runs more stoically with a loaded topcase than the Explorer only with suitcases! The English Enduro Triumph Tiger Explorer XC shows a pronounced tendency to stir from speedometer display 200 up to hand-tight pendulum. At BMW, the R 1200 GS Adventure storms over the track with a stable bolt, while the BMW R 1200 RT occasionally moves slightly around the steering head at Vmax. But this effect never becomes worrying.
So, now it’s enough with the mile scrubbing. At the Nahetal triangle, it’s finally possible to get off the train and have fun. Sniff a pinch of salty air at the graduation towers in Bad Kreuznach. And then out on the country road, into the pleasure land between the three rivers.
Enduro
Travel enduros in comparison test part 1
Travel enduros with 19-inch front wheels tested
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Enduro
Comparison test of travel enduro bikes, part 2 – Sporty 17-inch fun bikes
Ducati Multistrada 1200 S Touring, Kawasaki Versys 1000, Triumph Tiger 1050 Sport
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Enduro
Travel enduro comparison – grand finale
BMW R 1200 GS in comparison test
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tires
Enduro tires in the 2013 tire test
Six pairs of enduro tires in size 110/80 R19, 150/70 R17
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BMW R 1200 RT and R 1200 GS Adventure
Bilski
BMW R 1200 GS Adventure and BMW R 1200 RT.
At the foot of the Rotenfels it goes west: As the largest steep face between the Alps and Scandinavia, it rises 202 meters and is a full 1200 meters long. The right ambience for the BMW R 1200 GS Adventure, a mountain range from a motorcycle. It is the long-distance travel version of Germany’s most popular motorcycle, and indeed the most successful in its class worldwide. Since the beginning of the 2014 season there has been the completely turned inside travel giant with a water boxer. The adventure insignia: a 30 liter aluminum tank, the larger windshield and a more comfortable seat. Plus huge engine and tank protection bars, reinforced, adjustable foot controls and spoked instead of cast wheels.
Good off-road: 20 millimeters longer spring travel front and rear and ten millimeters more ground clearance to get through better at all times. An additional vibration damper between the transmission output and the cardan shaft takes into account the increased articulation angle of the cardan shaft. In addition, the seat height of the BMW R 1200 GS Adventure increases to 89 or an intimidating 91 centimeters, depending on the setting of the seat – a huge hurdle for small drivers. Awe inspiring. Both boxer engines have a crankshaft that is 950 grams heavier than the standard GS, and the BMW R 1200 RT also has a heavier rotor for the alternator. Everything so that the boxer runs softer, "smoother" than before.
Enduro
KTM 1190 Adventure R and BMW F 800 GS Adventure put to the test
What good are the enduros off-road and on the road?
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Tires for the BMW R 1200 RT
Good-natured giant BMW R 1200 GS Adventure
The BMW R 1200 GS Adventure does not know that the engine dies suddenly when the vehicle starts sloppily. Especially important on gravel. Who wants to catch the swaying colossus with one foot? The interaction between the electric throttle and the hand lever of the oil bath clutch is simple. A jerky clutch when starting the traffic light, as with many normal GS, is a thing of the past. The good-natured giant is very easy to direct even at creeping speed. Turning in a confined space? Thanks to the huge steering angle, child’s play! Trial-like passages while standing on loose ground? The pure pleasure! It’s just perfectly balanced, the GS Adventure.
The steering damper on the BMW R 1200 GS Adventure cannot be felt. On the other hand, the steering-damped BMW R 1200 RT sometimes needs tiny compensatory swings to the left or right for the first few centimeters when starting off. The "travel tourer" is the third model with the new 125 hp boxer engine. Its precision water cooling only laps the hottest parts of the two cylinders. From the air-cooled predecessor, 1170 cm³, stroke and bore are unchanged. Otherwise everything is new, there is a lot more punch at every speed. Starting is easy, the engine is almost impossible to stall. The tourer drives even at idle speed and depends very carefully on the gas.
BMW R 1200 RT has a longer translation
Both boxers lift 100 Newton meters at just over 2000 tours, a maximum of 125. The BMW R 1200 RT has the slightly fuller torque curve. From low and mid-rev range, both BMWs push forward powerfully from every curve. The BMW R 1200 GS Adventure appears subjectively more dynamic. Your throttle response is more direct, your revving more lively. Accompanied by the more robust, almost aggressive sound from the raised silencer. Driven at the same speed in sixth gear, the enduro pulls through a little faster. It starts at a slightly higher speed. The RT is translated longer, turns at 150 km / h only about 5000 turns.
From around this speed, vibrations can be felt when driving at constant speed. Both BMW twins pulsate gently, but the hands never go numb. Hopefully just an outlier: The engine of this test adventure rattles and rattles extremely, which doesn’t seem valuable. The BMW R 1200 RT runs mechanically more smoothly. Both boxers have two driving modes ex works: "Rain" and "Road". In rain mode, the e-gas responds more gently, ABS and traction control regulate earlier, more defensively. Other driving modes – "Dynamic" and "Enduro" – for attacks on and off-road cost extra, as is customary for BMW. The extra equipment packages to be paid for make you dizzy, driving the price in full equipment over 21,000 euros each!
Tourer
BMW R 1200 RT Touring test
From southern Spain to southern Germany
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Tourer
BMW R 1200 RT in the driving report
New water boxer in the touring galaxy
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All used offers: BMW R 1200 RT
Sovereign, stately and wonderfully secure
Break in Schlobbockelheim. Wine, vintners and good food are waiting in the "Niederthaler Hof". Go on strengthened. Striking on both BMWs: the initially muddy pressure point on the handbrake lever, especially on the BMW R 1200 RT. In the case of emergency braking, however, both BMWs decelerate extremely crisply and effectively – the pull on the lever always recruits all three discs. The pedal only brakes at the back, good when turning and in hairpin bends. A real surprise is that the RT turned out to be lighter: the Tourer with luxury equipment weighs 282 kilograms – four kilograms less than the BMW R 1200 GS Adventure with aluminum cases and five liters more fuel on board.
Bilski
The picture is deceptive: when the bends are tight and the routes tricky, the Adventure drives confidently ahead.
The driving experience on the BMW R 1200 GS Adventure is sovereign, stately and wonderfully secure. Travel with a perfect overview. A rolling stronghold. Almost unassailable, like the Rheinfels Castle in St. Goar later on our tour. The 60 kilometer long Rhine Valley between Bingen and Koblenz has several dozen castles, and Rheinfels is the largest of them. But first we screw down former mountain racing routes to the Moselle. It’s sensational how the Adventure drives to the point with millimeter precision, even at a damn cheeky pace. Thanks to a modified Telelever, BMW’s Supertanker has less lag than the standard GS.
The BMW R 1200 RT drives sleepwalking safely and easily and finds the right line almost by itself. A built-in curve radar! The travel giant, which is playful to drive, circles precisely, precisely and easily, countering with a shorter wheelbase. But the BMW R 1200 GS Adventure tops that with a shorter caster, steeper steering head angle and wide aluminum handlebars that promote handling. The colossus is a true curve artist. And this, although the mounted Michelin Anakee 3 offer little feedback. In the tire test in MOTORRAD 11/2013 they came in last in terms of maneuverability and steering precision – together with the Bridgestone Battle Wing carried by Honda’s Crosstourer. After all, those tire pairings are very stable in a straight line.
Semi-active ESA chassis subject to overload
Both BMW boxer models have a semi-active ESA chassis, which is subject to a surcharge. It automatically adjusts the damping to the driving conditions and the surface, keeping the buzzers as horizontal as possible when accelerating and braking. Even when stationary, the BMW R 1200 RT can be controlled more easily by little drivers and it is much easier to balance it on the main stand than the BMW R 1200 GS Adventure. The RT with Michelin Pilot Road 4GT tires occasionally stands up only on bumps in an inclined position. Then you need a little pressure on the inside half of the handlebar to keep it on course. Only in the BMW-internal comparison are the RT spring travels of 120 and 136 millimeters short. Even in the softest ESA setting of the tourer, "Comfort", the front and rear shock absorbers are fully dampened. The tourer perfectly absorbs long bumps. The rear wheel only rolls roughly on hard, rather flat heels in the asphalt. This also applies to the adventure. In general, however, the longer-stroke GS chassis offers unimaginable suspension comfort. It simply fishes out even more, mercilessly ironing everything flat with 210 and 220 millimeters of spring travel. Even when fully sloping, the Maxi-GS glides gently over the deepest craters and ledges in the tar. It remains more relaxed, neutral and stable.
The BMW R 1200 RT also pampers you with a feeling of absolute safety as well as with a larger payload and the easier-to-remove pillion seat. Or with an optional hill start aid: a short, strong pull on the handbrake lever pinches the rear brake. Can be useful on steep inclines in the Moselle valley. The first standard gearshift assistant that enables upshifts and even downshifts without using the clutch is luxurious. Usually works well, but needs a lot of pressure on the gear lever. The traditional tourer has matured enormously since 1978 thanks to continuous further development.
But on the country road, he finds his master in the BMW R 1200 GS Adventure: The travel enduro as the crowning glory of the GS evolution that has been going on since 1980 is fascinatingly active and exudes expedition flair even when driving to the bakery. Practical on long-distance trips: the sensational range and the more stable, top-loading aluminum cases from Touratech that are easier to load. This does not tear out the "central locking" of the RT plastic case. With even more driving fun and chassis reserves on bad slopes, the BMW R 1200 GS Adventure is the great tourer. The better is the enemy of the very good.
Triumph Trophy SE and Explorer
Bilski
Triumph Tiger Explorer XC and Triumph Trophy SE.
The Reichsburg in Cochem towers majestically over the Moselle and Triumphs touring duo. It was tough to maneuver the 317 kilogram Triumph Trophy SE and to lift it upright. At first it doesn’t want to go up, then it threatens to fall over to the right because of the high center of gravity. Inexperienced people get scared. It’s a shame, because the deeper, extremely comfortable and, if desired, heated seat makes things easier for little drivers. The Triumph Tiger Explorer XC is three to four centimeters higher, depending on the seat setting. Like the standard Explorer, the "Cross Country" has a 19-inch front wheel. Its hallmarks are the aluminum engine guard, crash bars, hand protectors and additional headlights on elegantly lasered aluminum brackets.
The triples wake up with typical growls and rattles. The 1215 cm³ three-cylinder in the Triumph Tiger Explorer XC officially has 137 hp and 134 hp in the Triumph Trophy SE – due to changes to the mapping and airbox as well as the new stovepipe exhaust. But measured the tourer is stronger, 132 compared to 130 hp. Here as there, the torque curve is flat, as is typical of Triumph – always over 100 Newton meters between 2500 and 9000 tours. But the trophy presses a little more down and up. Nevertheless, the triple in the travel enduro looks livelier, more spontaneous, more liberated when turning. Sure, he has to push 41 kilograms less.
Scooter
Honda PCX (2018)
New look, more power and hybrid version
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Tourer
Top test of the British Trophy SE
Triumph Trophy SE in the test
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Triumph Trophy SE first choice for a pillion passenger
Both triplets increase in power extremely evenly over the speed, without dents and peaks. Wonderfully elastic and predictable, but also with little kick. Great: Both triples run as smooth as silk and are the smoothest running engines in the field. Unusually for Triumph, the gearboxes work inconspicuously, not as bony as in many other types. In the Triumph Trophy SE, a fairly long sixth gear lowers the speed level. But also the pulling power – the Triumph Tiger Explorer XC, which revs higher at the same speed, comes out of the push faster. Not bad on sight trips while enjoying the landscape. The mighty Trophy SE scurries through the Winkelwerk of Hunsruck and Eifel with enthusiasm, precise, round and neutral. Well balanced, it implements steering commands homogeneously one-to-one, creating a lot of trust. The electronic suspension elements from WP spoil you front and rear with a perfect basic set-up. They respond finely, sensitively filter out bumps and still offer a lot of feedback. Class! The Trophy SE is full and stable even on mogul slopes, spoiled with the second best suspension comfort after the BMW R 1200 GS Adventure. Wonderful.
The Triumph Trophy SE is the first choice among all six machines for a pillion rider: The most comfortable seat in the second row meets the highest payload (immense 237 kilograms!) And the most imperturbable handling. Comfortable and safe. Therefore, it does not matter that the chassis changes at the push of a button do not offer quite the scope for change as with BMW. The tires of the XXL-Triumph, Pirelli Angel ST. Striking: The handlebars come towards you like a wishing rod, the sitting position seems more passive. The Trophy SE’s combination brake function is clearly noticeable: a strong step on the brake pedal activates two of the four brake pistons at the front right. In contrast, the Triumph Tiger Explorer XC conventionally brakes separately at the front and rear. But the braking effect should be even stronger here as there. Especially since high hand strength on the travel enduro makes it difficult to apply the brakes, and the rear of the vehicle prances irritably when the brakes are full.
Triumph Tiger Explorer XC springs too sluggishly
The chassis of the Triumph Tiger Explorer XC is not quite as good as its touring sister. The fork in particular should like to glide more confidently. Because of the overdamped rebound stage, it rebounds too sluggishly, “gets stuck” and then processes interference pulses inadequately. Even the shock absorber with the hydraulic preload rotary knob does not cope with bad roads as easily as the Triumph Trophy SE. The Explorer rolls more easily. Result of wider aluminum handlebars, lower weight, narrower tires and basic chassis data that promotes handling. However, the Enduro “understeers” and is less precise in steering. It always demands a strong leadership hand. In contrast, the overall rounder rolling trophy needs significantly more physical effort only in fast alternating curves.
The Triumph Tiger Explorer XC used to scratch the curve, its footpegs touch down even at moderate lean angles. Not bad, just noticeable. Nevertheless: The Explorer looks more wiry, the Triumph Trophy SE looks rather baroque and conservative. The stately seating position on the Enduro looks cooler, it just turns you on. Drive a battle wagon instead of a covered wagon! And that for a price advantage of around 3,500 euros, a good 16,000 compared to around 19,500 euros. With six liters more tank capacity, the Trophy offers around 100 kilometers more range. Frequent drivers ensnare long, stretched 16000 maintenance intervals and the two-year follow-up to the two-year factory warranty with both Triumphs. Nevertheless, the better tourer, if you dare, is the Trophy SE space glider.
Enduro
The alternative to the BMW R 1200 GS?
Triumph Tiger Explorer: the big enduro in the top test
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Honda VFR 1200 F and Crosstourer
Bilski
Honda Honda VFR 1200 F and Honda Crosstourer DCT.
Final and Honda duel on the Middle Rhine. Conceptually, both seem miles apart, technically they are quite close. Because as a real travel enduro, the Honda Crosstourer DCT is only partially successful. A lack of engine protection, atypically short spring travel (145 millimeters at the front and rear) and high weight hardly recommend this crossover concept for the gravel road. The 287 kilograms of the DCT version are quite a lot. With suitcases, crash bars and a main stand, the pseudo-enduro easily breaks the six hundredweight mark. Uff! For a sports tourer, the 285 kilograms of the baggy Honda VFR 1200 F are also hard at the limit.
The grumpy-sounding V4 fascination compensates for this. Longer intake stacks, shorter exhaust manifolds and tamer control times trim the 1237 cubic unit in the Crosstourer to a fuller torque curve with a nominal 129 instead of 173 hp peak power. The motto: more below, less above. The stilt tourer has the lead up to 6000 tours, the sports tourer only from 7000 rpm. The Honda VFR 1200 F is late, but then huge. So a bit inhomogeneous. Your 76-degree V4 pounds harder, pulsating harder, the Honda Crosstourer DCT runs smoother. A real weakness on tour is the relatively short range of the VFR. Just a good 250 kilometers if you give it the spurs in between. However, even the thirsty Crosstourer can only manage a full 300 kilometers with an economical drive.
Tourer
Comparison test of the generations: Honda VFR
Honda VFR 800 versus VFR 1200 F
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Tourer
Driving report and price information for the dual clutch transmission
Sport touring bike Honda VFR 1200 F DCT
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Honda Crosstourer DCT simply more comfortable
Longer distances are simply more comfortable, literally more relaxed, on the Honda Crosstourer DCT. The handlebars are wide and almost too high on the long risers. The wider enduro tank spreads the legs, the entire posture seems a bit more passive. The seat of the Enduro, which was changed in the 2014 vintage, is not permanently comfortable in the previous year’s model. On the Honda VFR 1200 F sports tourer, the distance between the non-adjustable seat bench and the footrests became smaller and the knee angle more acute. So you drive actively and front-wheel-oriented, but also pretty much folded up on tour. Small suitcases and the smallest payload of a meager 178 kilograms do not make the VFR ideal for long journeys either. More for the Nordschleife, which is not too far away.
The Honda VFR 1200 F stands up noticeably on bumps in the slope, never leaving you in the dark about the condition of the road. The more manageable, narrower, tyred crosstourer chassis also weakens a bit on pitted asphalt: the fork stuck, the shock absorber acts underdamped in the rebound stage, and quickly pops out again. The best of two worlds is supposed to couple Honda’s exclusive dual clutch transmission, with ten kilograms more weight for 1000 euros extra. Manually using “Tiptronic” or automatically shifting at lightning speed and without interrupting the tractive effort, that’s something. Although a little load is good for the system of both Hondas, upshifts under tension are smoother. Sometimes even completely imperceptibly. However, downshifting in overrun mode can often not be overheard.
Automatic modes pose a puzzle
The two automatic modes sometimes give up puzzles: The D mode switches up much too early. The result is strong load change reactions and loud screeching from the engine room when driving at low speeds. The sporty S mode often leaves the lower gears in for too long. Practical when overtaking, but annoying after cutting back into the car. It’s good that you can always correct upshifts or downshifts. As is typical for Honda, the combination brakes anchor reliably: effective and easy to adjust. However, the VFR brake feels even crisper. You almost trust her even more, Honda has apparently cut the maximum deceleration to promote stability.
The last rays of sunshine on the right bank of the Rhine tickle your nose. Time for a final settlement. From a touring point of view, the cheaper Honda Crosstourer DCT stands out better than its already too sporty-looking sister, the Honda VFR 1200 F. This means that, at the end of our little trip, it is two to one for the touring enduros. Only with Triumph is the tourer more convincing. When it comes to new sales, travel enduros are even clearly ahead of all three brands – these days they are more popular than maxi and sports tourers with drivers who just like to be on the move. We like to start again with everyone, then to Ahr, Lahn and Sieg or Neckar, Tauber and Main.
Data and measured values BMW
engine
| BMW R 1200 RT | BMW R 1200 GS Adventure | |
| type design | Two-cylinder four-stroke- Boxer engine |
Two-cylinder four-stroke- Boxer engine |
| injection | 2 x Ø 52 mm | 2 x Ø 52 mm |
| coupling | Multi-disc oil bath- clutch (anti-hopping) |
Multi-disc oil bath- clutch (anti-hopping) |
| Boron x stroke | 101.0 x 73.0 mm | 101.0 x 73.0 mm |
| Displacement | 1170 cc | 1170 cc |
| compression | 12.5: 1 | 12.5: 1 |
| power | 92.0 kW (125 PS) at 7750 rpm |
92.0 kW (125 PS) at 7750 rpm |
| Torque | 125 Nm at 6500 rpm | 125 Nm at 6500 rpm |
landing gear
| BMW R 1200 RT | BMW R 1200 GS Adventure | |
| frame | supporting engine- Transmission network |
supporting engine- Transmission network |
| fork | trailing arm Telescopic fork, Ø 37 mm |
trailing arm Telescopic fork, Ø 37 mm |
| Steering damper | hydraulically | hydraulically |
| Brakes front / rear | Ø 320/276 mm | Ø 320/276 mm |
| Systems assistance | ABS, traction control | ABS, traction control |
| bikes | 3.50 x 17; 5.50 x 17 | 3.00 x 19; 4.50 x 17 |
| tires | 20/70 ZR 17; 180/55 ZR 17 | 20/70 ZR 17; 180/55 ZR 17 |
| Tires | Michelin Pilot Road 4 GT | Michelin Anakee 3 |
Dimensions + weight
| BMW R 1200 RT |
BMW R 1200 GS Adventure | |
| wheelbase | 1485 mm | 1510 mm |
| Steering head angle | 63.6 degrees | 65.5 degrees |
| trailing | 116 mm | 101 mm |
| Front / rear suspension travel | 120/136 mm | 210/220 mm |
| Seat height¹ | 800-820 mm | 890-910 mm |
| Weight with a full tank¹ | 282 kg (including case) | 286 kg (including case) |
| Payload¹ | 213 kg | 194 kg |
| Tank capacity / reserve | 25.0 / 4.0 liters | 30.0 / 4.0 liters |
| Service intervals | 10,000 km | 10,000 km |
| price | 16,990 euros | 15,900 euros |
| Price test motorcycle | 21035 Euro² | 21,103 euros³ |
| Additional costs | 390 euros | 390 euros |
MOTORCYCLE readings
| BMW R 1200 RT |
BMW R 1200 GS Adventure | |
| Top speed* | 225 km / h | 213 km / h |
| acceleration | ||
| 0-100 km / h | 3.4 sec | 3.7 sec |
| 0-140 km / h | 5.8 sec | 6.0 sec |
| 0-200 km / h | 13.4 sec | 14.5 sec |
| Draft | ||
| 60-100 km / h | 3.9 sec | 3.7 sec |
| 100-140 km / h | 4.2 sec | 3.9 sec |
| 140-180 km / h | 5.4 sec | 5.6 sec |
| Consumption / 100 km | 6.2 liters | 6.4 liters |
| Tidy | 403 km | 469 km |
* Manufacturer information; 1 MOTORCYCLE measurements; ²incl. Comfort package (770 euros), consisting of: chrome-plated exhaust system, central locking with anti-theft alarm system, socket; Touring package (1270 euros), consisting of: Dynamic ESA (electronic chassis), preparation for navigation device, cruise control, heated seats; Dynamic package (320 euros), consisting of: daytime running lights, Hill Start Control, driving modes Pro; Audio system (1010 euros); Navigation device (675 euros); ³ including touring package (1740 euros), consisting of: electronically adjustable chassis, case holder, Pro on-board computer, preparation for navigation system, cruise control, additional LED headlights; Comfort package (440 euros), consisting of: chrome-plated exhaust system, heated grips, tire pressure control (RDC); Dynamic package (1020 euros), consisting of: LED headlights, daytime running lights, Pro driving modes, LED indicators, navigation system (675 euros) and aluminum cases (1328 euros); ⁴Consumption on tour including motorway, city traffic and photo drives.
Bmw equipment
Board computer
| BMW R 1200 RT | BMW R 1200 GS | |
| Operation on-board computer | Handlebars | Handlebars |
| Average / instantaneous consumption | Series / series | Series /- |
| Average speed / travel time |
Series / series | Series /- |
| second trip odometer | series | series |
| Ambient temperature display | Series | series |
| Engine temperature display | bar | ° Celsius |
| Gear indicator | Series | Series |
| Fuel gauge / timer | Series (bars) / Series | Series (bars) / Series |
| Remaining range | series | series |
| On-board voltage in volts | series | – |
Engine / chassis
| BMW R 1200 RT | BMW R 1200 GS Adventure |
|
| Oil level check | electronic / sight glass | electronic / sight glass |
| electronically adjustable chassis | 760 euros² | 760 euros⁴ |
| different engine mappings | Series / (two / three³) | Series / (two / five6) |
ergonomics
| BMW R 1200 RT | BMW R 1200 GS Adventure |
|
| adjustable windshield | continuously electric | stepless by handwheel |
| adjustable seat height | two-stage | two-stage |
| adjustable handlebar position | – | – |
| adjustable brake / clutch lever | Series / series | Series / series |
| Touring screen | 272 euros | Series / smaller windshield (186 euros) |
Luggage
| BMW R 1200 RT | BMW R 1200 GS Adventure |
|
| Luggage hook | – | series |
| Case system including case holder | series | 1328 euros |
| Vehicle width with suitcases | 900 mm | 1000 mm |
| Weight per case (l./r.) | 6.9 / 5.7 kg | 6.9 / 6.7 kg |
| Capacity per case (l./r.) | 37/37 liters | 44/36 liters |
| Inner pockets (set) | 180 euros | 180 euros |
| Topcase including holder | 895 euros | 420 euros |
| Inside pocket | 90 euros | 90 euros |
| Topcase capacity | 49 liters | 32 liters |
| Tank bag | 219 euros | 209 euros |
| One key system | Standard (central locking¹) | 35 euros |
| Luggage rack | series | series |
| Storage compartment in the panel | Series (2) | series |
Furnishing
| BMW R 1200 RT | BMW R 1200 GS Adventure | |
| Heated grips | Series (5-stage) | 200 euros |
| Seat heating driver / front passenger | 210/223 Euro² | – |
| Cruise control | 320 euros² | 320 euros⁴ |
| Automatic switch | 390 euros³ | – |
| navigation system | 675 euros | 675 euros |
| Hand stand | series | series |
| Immobilizer | series | series |
| Headlight range adjustment | with swivel lever | with handwheel |
| Board socket | series | series |
| Stainless steel exhaust system | chrome-plated 105 Euro¹ | chrome-plated 85 Euro5 |
| Single-sided swing arm | series | series |
| Tank volume | 25/4 liters | 30/4 liters |
| Audio system USB / iPOD connection |
1010 euros | – |
security
| BMW R 1200 RT | BMW R 1200 GS Adventure | |
| Hazard warning lights | series | series |
| Daytime running lights | 285 euros³ | 285 euros 6 |
| SECTION | 2-stage | 2-stage (can be switched off) |
| Integral / partially integral braking system | series | series |
| Traction control | 1-stage (can be switched off) | 2-stage (can be switched off) |
| Electronic tire pressure control |
210 euros | 210 euros 5 |
| cranked tire valves | series | – |
| Steering damper | series | series |
– = not available; 1 included in the comfort package (770 euros), consisting of: chrome-plated exhaust system, central locking with anti-theft alarm system, socket; ² included in the Touring package (1270 euros), consisting of: Dynamic ESA (electronic chassis), preparation for navigation device, cruise control, seat heating; ³ included in the dynamic package (320 euros), consisting of: daytime running lights, Hill Start Control, “Dynamic” driving mode; ⁴ Included in the Touring package (1740 euros), consisting of: electronically adjustable chassis, case holder, Pro on-board computer, preparation for navigation system, cruise control, additional LED headlights; 5 included in the comfort package (440 euros) consisting of: chrome-plated exhaust system, heated grips, tire pressure control (RDC); 6 included in the Dynamic package (1020 euros), consisting of: Pro riding modes, LED headlights with daytime running lights, LED indicators
Data and measured values Triumph
engine
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| type design | Three-cylinder four-stroke- In-line engine |
Three-cylinder four-stroke- In-line engine |
| injection | 3 x Ø 46 mm | 3 x Ø 46 mm |
| coupling | Multi-disc oil bath- coupling |
Multi-disc oil bath- coupling |
| Boron x stroke | 85.0 x 71.4 mm | 85.0 x 71.4 mm |
| Displacement | 1215 cc | 1215 cc |
| compression | 11.0: 1 | 11.0: 1 |
| power | 99.0 kW (135 hp) at 8900 rpm |
101.0 kW (137 hp) at 8900 rpm |
| Torque | 120 Nm at 6450 rpm | 122 Nm at 6450 rpm |
landing gear
| Triumph Trophy SE | Triumph Tiger Explorer XC | |
| frame | Bridge frame aluminum |
Steel tubular frame |
| fork | Upside-down fork, Ø 43 mm |
Upside-down fork, Ø 46 mm |
| Brakes front / rear | Ø 320/282 mm | Ø 305/282 mm |
| Systems assistance | ABS, traction control | ABS, traction control |
| bikes | 3.50 x 17; 6.00 x 17 | 2.50 x 19; 4.00 x 17 |
| tires | 120/70 R 17; 190/55 R 17 | 110/80 R 19; 150/70 R 17 |
| Tires | Pirelli Angel ST, front "A" | Metzeler Tourance EXP, h. "M" |
Dimensions + weight
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| wheelbase | 1542 mm | 1530 mm |
| Steering head angle | 63.0 degrees | 66.1 degrees |
| trailing | 119 mm | 106 mm |
| Front / rear suspension travel | 127/120 mm | 190/194 mm |
| Seat height¹ | 820-835 mm | 850-870 mm |
| Weight with a full tank¹ | 317 kg (including case) | 289 kg (including case) |
| Payload¹ | 237 kg | 192 kg |
| Tank capacity | 26.0 liters | 20.0 liters |
| Service intervals | 16,000 km | 16,000 km |
| price | 18,670 euros | 14,860 euros |
| Price test motorcycle | 19084 Euro² | 15.646 euros³ |
| Additional costs | 450 euros | 450 euros |
MOTORCYCLE readings
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| Top speed* | 214 km / h | 210 km / h |
| acceleration | ||
| 0-100 km / h | 4.0 sec | 3.5 sec |
| 0-140 km / h | 6.6 sec | 5.9 sec |
| 0-200 km / h | 14.7 sec | 12.0 sec |
| Draft | ||
| 60-100 km / h | 5.2 sec | 3.9 sec |
| 100-140 km / h | 5.5 sec | 4.2 sec |
| 140-180 km / h | 7.7 sec | 5.3 sec |
| Consumption / 100 km⁴ | 6.7 liters | 6.9 liters |
| Tidy | 388 km | 290 km |
* Manufacturer information; ¹ MOTORCYCLE measurements; ² including heated grips (191 euros), high touring windshield (223 euros); ³ including case system (786 euros); ⁴Consumption on tour including motorway, city traffic and photo drives.
Triumph equipment
Board computer
| Triumph Trophy SE | Triumph Tiger Explorer XC | |
| Operation on-board computer | Handlebars | Handlebars |
| Average / instantaneous consumption | Series / series | Series / series |
| Average speed / travel time |
Series / series | Series / series |
| second trip odometer | series | series |
| Ambient temperature display | Series | series |
| Engine temperature display | bar | bar |
| Gear indicator | Series | Series |
| Fuel gauge / timer | Series (bars) / Series | Series (bars) / Series |
| Remaining range | series | series |
| On-board voltage in volts | symbol | – |
Engine / chassis
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| Oil level check | Sight glass | Sight glass |
| electronically adjustable chassis |
series | – |
| different engine mappings | – | – |
ergonomics
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| adjustable windshield | continuously electric | 5-stage by handwheel |
| adjustable seat height | two-stage | two-stage |
| adjustable handlebar position | – | series |
| adjustable brake / clutch lever | Series / series | Series / series |
| Touring screen | 223 euros | 148 euros |
Luggage
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| Luggage hook | series | series |
| Case system including case holder | series | 786 euros |
| Vehicle width with suitcases | 990 mm | 960 mm |
| Weight per case (l./r.) | 7.0 / 6.8 kg | 6.9 / 6.3 kg |
| Capacity per case (l./r.) |
31/31 liters | 37/25 liters |
| Inner pockets (set) | 105 euros | 123 euros |
| Topcase including holder | 634 euros | 670 euros |
| Inside pocket | 81 euros | 86 euros |
| Topcase capacity | 55 liters | 35 liters |
| Tank bag | 147 euros | 196 euros |
| One key system | series | series |
| Luggage rack | series | series |
| Storage compartment in the panel | series | – |
Furnishing
| Triumph Trophy SE | Triumph Tiger Explorer XC | |
| Heated grips | 191 euros | 185 euros |
| Seat heating driver / front passenger | 331/289 euros | 337/297 euros |
| Cruise control | series | series |
| Automatic switch | – | – |
| navigation system | – | – |
| Hand stand | series | series |
| Immobilizer | series | series |
| Headlight range adjustment | electric | by toggle switch |
| Board socket | Series (2) | series |
| Stainless steel exhaust system | series | series |
| Single-sided swing arm | series | series |
| Tank volume | 26/4 liters | 20 / – liters |
| Audio system USB / iPOD connection |
series | – |
security
| Triumph Trophy SE |
Triumph Tiger Explorer XC | |
| Hazard warning lights | series | series |
| Daytime running lights | – | – |
| SECTION | 1-stage | 1-stage (can be switched off) |
| Integral / partially integral braking system | series | – |
| Traction control | 1-stage (can be switched off) | 1-stage (can be switched off) |
| Electronic tire pressure control |
series | 216 euros |
| cranked tire valves | series | – |
| Steering damper | – | – |
– = not available
Data and measurements Honda
engine
| Honda VFR 1200 F DCT | Honda Crosstourer DCT | |
| type design | Four-cylinder four-stroke- 76 degree V engine |
Four-cylinder four-stroke- 76 degree V engine |
| injection | 4 x Ø 44 mm | 4 x Ø 44 mm |
| coupling | automatically actuated Double clutch |
automatically actuated Double clutch |
| Boron x stroke | 81.0 x 60.0 mm | 81.0 x 60.0 mm |
| Displacement | 1237 cc | 1237 cc |
| compression | 12.0: 1 | 12.0: 1 |
| power | 127.0 kW (173 hp) at 10,000 rpm |
95.0 kW (129 hp) at 7750 rpm |
| Torque | 129 Nm at 8750 rpm | 126 Nm at 6500 rpm |
landing gear
| Honda VFR 1200 F DCT | Honda Crosstourer DCT | |
| frame | Bridge frame aluminum |
Bridge frame aluminum |
| fork | Upside-down fork, Ø 43 mm |
Upside-down fork, Ø 43 mm |
| Brakes front / rear | Ø 320/276 mm | Ø 310/275 mm |
| Systems assistance | ABS, traction control | ABS, traction control |
| bikes | 3.50 x 17; 6.00 x 17 | 2.50 x 19; 4.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 | 110/80 ZR 19; 150/70 ZR 17 |
| Tires | Dunlop Roadsmart "K" | Bridgestone BW 501/502 "F" |
Dimensions + weight
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT | |
| wheelbase | 1545 mm | 1595 mm |
| Steering head angle | 64.5 degrees | 62.0 degrees |
| trailing | 101 mm | 107 mm |
| Front / rear suspension travel | 120/130 mm | 145/146 mm |
| Seat height¹ | 800 mm | 860 mm |
| Weight with a full tank¹ | 285 kg (including case) | 295 kg (including case) |
| Payload¹ | 178 kg | 184 kg |
| Tank capacity | 19.0 liters | 21.5 liters |
| Service intervals | 12,000 km | 12,000 km |
| price | 16,090 euros | 14,790 euros |
| Price test motorcycle | 17940 Euro² | 16,279 euros³ |
| Additional costs | 355 euros | 355 euros |
MOTORCYCLE readings
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT | |
| Top speed* | 250 km / h | 209 km / h |
| acceleration | ||
| 0-100 km / h | 3.9 sec | 4.0 sec |
| 0-140 km / h | 5.7 sec | 6.4 sec |
| 0-200 km / h | 10.1 sec | 15.5 sec |
| Draft | ||
| 60-100 km / h | 4.4 sec | 4.3 sec |
| 100-140 km / h | 4.2 sec | 4.8 sec |
| 140-180 km / h | 4.3 sec | 5.9 sec |
| Consumption / 100 km⁴ | 7.4 liters | 7.4 liters |
| Tidy | 257 km | 291 km |
* Manufacturer information; ¹ MOTORCYCLE measurements; ² including case system (899 euros) and Akrapovic rear silencer
(951 euros); ³ including case system (1330 euros) and touring screen (159 euros); ⁴Consumption on tour including the motorway,
City traffic and photo drives.
Honda equipment
Board computer
| Honda VFR 1200 F DCT | Honda Crosstourer DCT (2013 model) | |
| Operation on-board computer | cockpit | cockpit |
| Average / instantaneous consumption | Series / series | Series / series |
| Average speed / travel time |
– / – | – / – |
| second trip odometer | series | series |
| Ambient temperature display | Series | series |
| Engine temperature display | bar | bar |
| Gear indicator | Series | Series |
| Fuel gauge / timer | Series (bars) / Series | Series (bars) / Series |
| Remaining range | – | – |
| On-board voltage in volts | – | – |
Engine / chassis
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT (2013 model) | |
| Oil level check | Sight glass | Sight glass |
| electronically adjustable chassis |
– | – |
| different engine mappings | – | – |
ergonomics
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT (2013 model) | |
| adjustable windshield | – | 2-stage with tool |
| adjustable seat height | – | – |
| adjustable handlebar position | – | – |
| adjustable brake / clutch lever | Series / not applicable | Series / not applicable |
| Touring screen | 184 euros (Renewal Windbreak) |
159 euros |
Luggage
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT (2013 model) | |
| Luggage hook | – | – |
| Case system including case holder | 899 euros | 1330 euros |
| Vehicle width with suitcases | 900 mm | 950 mm |
| Weight per case (l./r.) | 3.6 / 4.0 kg | 4.3 / 4.3 kg |
| Capacity per case (l./r.) |
29/29 liters | 39/35 liters |
| Inner pockets (set) | 122 euros | 198 euros |
| Topcase including holder | 738 euros | 699 euros |
| Inside pocket | 78 euros | 99 euros |
| Topcase capacity | 45 liters | 32-39 liters |
| Tank bag | 137 euros | – |
| One key system | series | series |
| Luggage rack | 302 euros | 74 euros |
| Storage compartment in the panel | – | – |
Furnishing
| Honda VFR 1200 F DCT | Honda Crosstourer DCT (2013 model) | |
| Heated grips | 336 euros | 345 euros |
| Seat heating driver / front passenger | – | – |
| Cruise control | – | – |
| Automatic switch | DCT transmission | DCT transmission |
| navigation system | – | – |
| Hand stand | 227 euros | 228 euros |
| Immobilizer | series | series |
| Headlight range adjustment | with tools | with handwheel |
| Board socket | 127 euros | 122 euros |
| Stainless steel exhaust system | series | series |
| Single-sided swing arm | series | series |
| Tank volume | 19 liters | 21.5 liters |
| Audio system USB / iPOD connection |
– | – |
security
| Honda VFR 1200 F DCT |
Honda Crosstourer DCT (2013 model) | |
| Hazard warning lights | series | series |
| Daytime running lights | series | – |
| SECTION | 1-stage | 1-stage |
| Integral / partially integral braking system | series | series |
| Traction control | 1-stage (can be switched off) | 1-stage (can be switched off) |
| Electronic tire pressure control |
– | – |
| cranked tire valves | – | – |
| Steering damper | – | – |
– = not available
Conclusion
Bilski
BMW R 1200 GS Adventure.
BMW: R 1200 GS Adventure
The long-legged BMW R 1200 GS Adventure gives you a great feeling of security. It impresses with its superior suspension comfort and the overall better chassis: more stable, more agile and more precise. The joy of (brisk) driving! The new BMW R 1200 RT has a tough time against BMW’s best travel enduro of all time. The travel tourer makes things easier for small drivers, offers an even more feel-good program and better wind protection on motorway stages.
Bilski
Triumph Trophy SE.
Triumph: Trophy SE
Unparalleled protection and comfort, the Triumph Trophy SE carries you behind the horizon. In addition, the colossus is a real cornering artist, its chassis is more convincing than that of Triumph’s travel enduro and that of the BMW RT! It’s just a shame that the trophy turned out to be so intimidatingly large, expansive and heavy. The rather high Triumph Tiger Explorer XC scores with better performance, wirier appearance and 40 kilograms less weight.
Bilski
Honda Crosstourer DCT.
Honda: Crosstourer
From a tourist point of view, both Hondas give up when looking sideways at the Europeans: seating position, range, equipment and comfort could be better, as could the wind protection. Instead, the charismatic, somewhat thirsty V4 fascinates with outstanding shift comfort on tour thanks to the optional dual clutch transmission. Ultimately, the cheaper and more comfortable Honda Crosstourer DCT is more convincing than the Honda VFR 1200 F, which is already too sporty for tourists.
Information and tour tips
Hunsruck and surroundings: Between Hunsruck and surroundings: Between Nahe, Moselle and Rhine.
Between Nahe, Moselle and Rhine
On the Moselle and Rhine there are many wonderful motorcycle routes, from romantic to demanding – such as the former mountain racing routes south of the Moselle near Alken, Klotten, Fell-Thomm and Veldenz. Further east, great roads lead to Bacharach, Boppard and St. Goar down into the Rhine Valley. The dreamy atmosphere in the Nahe valley west of Bad Kreuznach, for example the spectacular Rotenfels steep face, is inspiring. A nearby address that is popular with motorcyclists is the country hotel "Niederthaler Hof" in Schlobbockelheim: simple rooms, really good, hearty food and nice staff. The white wine from the Klein wineries there is highly recommended & Son, from Winzerhof Harter (with a restaurant!) And from Gut Hermannsberg: In the guest house of the former Prussian state domain, you can spend the night in a feudal, dignified manner. From Kirn and Simmertal, delightful routes lead north towards the Moselle. In Cochem it is worth visiting the Reichsburg. Delicious: the ice cream sundaes in the "Gelateria Fratelli Bortolot" on the Moselle promenade, known among motorcyclists.
It is better to spend the night in the neighboring village of Ernst in the "Filla Andre", a building from 1898 on the Moselle: freshly renovated, with a tasteful, modern interior and fine food. Back on the Rhine, the “Zeus” restaurant in Bacharach offers appetizing Greek cuisine, the host Dimitri is a trained cook and two-wheeler mechanic. In St. Goar, the restaurant "Zum golden Lowen" is cheap and good. The hotel "Schloss Rheinfels" in St. Goar awaits you high above the Rhine with unforgettable views near the Loreley. The wellness area and the small bar "De Backes" with the resolute waitress Auguste are worth a visit. The restaurant in Schloss Biebrich in Wiesbaden is elegant but inexpensive. On the popular motorcycle route on the right bank of the Rhine in the Wispertal, the “Restaurant & Cafe Kammerburg “for guests with and without two-wheelers.
Data tables
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