Concept comparison travel enduros

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Concept comparison travel enduros

Concept comparison travel enduros

Triumph Tiger against the rest

The new Triumph Tiger is a mixture of travel enduro and fun bike. She has all the equipment to really stir up the scene. Will she succeed??

Nobody from the editorial team wanted to bet on the outcome of this comparison test. Because the British did their homework with flying colors,
The test team was already able to do this
convince in the Tiger-Top-Test (MOTORRAD 26/2006): In the handling course, the new Triumph simply stamped all the best times of the previously tested travel enduros and raised the bar in terms of handling and engine power.
However, the new Tiger has left the path of thoroughbred travel enduro bikes. 17-inch cast wheels and a whopping 115 hp clearly show the destination where the journey is going: namely, clearly away from the gravel and towards street fun. The weight reduced by 17 to 229 kilograms also pays off. With this orientation, the Tiger is in good company with the 17-inch Buell Ulysses XB12X and the Ducati Multistrada 1100 S. BMW chose the compromise between road and off-road suitability and equipped the R 1200 GS with a 19-inch front wheel while the rally sporting KTM 990 Adventure with its 21-inch front wheel clearly stays on the off-road course.
To play the game of cat and mouse in the best possible conditions, head to the sun-kissed southern France. But then it’s raining cats and dogs.
The first day of the test literally falls into place
Water ?? Curtain up for the new tiger. Your chassis provides good feedback, and
the assembled Michelin Pilot Road in “S”-
Specification offers masterful grip in the wet. That creates trust from the first meter. It’s just annoying that the driver’s back gets the spray from the poorly covered rear wheel.
Second in the wet feel-good ranking: the BMW GS. She always embeds her driver in
Security. The spring elements are very soft, and the Metzeler Tou-rance reacts good-naturedly in wet conditions, announcing the slide early. Last but not least, the casual seating position helps you master the situation with confidence.
Immediately after these two rain artists you want to go to the KTM rise. Its chassis always provides the finest impressions of the road conditions, and it is also very easy to steer using the narrow 21-inch wheel with Pirelli Scorpion MT 90 tires. The 2007 Buell Ulysses now runs on a Pirelli Scorpion Sync instead of a Dunlop D 516. And that’s good for her, even in the rain. Through the relaxed
Sitting position, the comfortably tuned chassis and the cozy charisma of the Ulysses are easy to deal with such adverse conditions. In stark contrast to the Ducati Multistrada 1100 S. It seems to be designed more for flat, dry surfaces than for everyday slippery slopes. Because the Italian doesn’t make it easy for her drivers. Both the sharply reacting brake and the tightly tuned chassis
and the strange sitting position require experience. The peculiar, wobbly driving behavior in tight turns as well.
On the second day of the test, the clouds cleared. The south of France shows its sunny side. Wide sweeping curves, linked by short straights, demand both engines and brakes. In terms of the values, the three-cylinder Brit has all of them in her pocket: after just 3.4 seconds, the speedometer shows 100 km / h. Although the opponents differ only insignificantly up to this mark, the Tiger does the sprint to 200 things in a jagged 12.1 seconds. A real
Sweeper! Both the Buell and the KTM tend to drag themselves to this speed and need around 20 seconds. Multistrada and GS also lag significantly behind with 17.5 seconds each.
The acceleration values ​​clearly show the potential of the engines. The question of feasibility remains. And the Col de I ?? Espigoulier, an extremely winding route in the Saint-Baume massif, with a pass height of 728 meters, should provide answers.
The BMW pounds off. Gear changes are precise, although the transmission can be shifted a bit hard. For short intermediate sprints it is well translated, the first gear reaches up to 76 km / h. With a good start in the middle speed range ?? between 3500 to almost 5000 /
min, the Bavarian presses over 100 Nm, more than any other motorcycle in the comparison? the GS can be catapulted out of the corners very well. The best way to counteract the annoying, harsh load change reactions in turns is by gently braking on the rear wheel.
Despite the highest weight in the test field at 240 kilograms, the GS spins
almost playful through the arches,
steers in with little effort and holds
also the targeted line. Above all, the easy-to-dose and impeccable effect of the brakes and the sensitive control behavior of the ABS convey to the driver
Security. Adaptive braking is easy to dose, and the system realizes the shortest possible braking distances in the event of full braking. Only the ride over the rough stretch of the road reveals the shortcoming of the 1200s: At
At a moderate speed, the very comfortably tuned suspension swallows almost all bumps. However, if the leisurely trot turns into a gallop, the R no longer keeps the track. The rear wheel tramples, the load gushes.
Second, the Buell is sent on the journey. The 2007 Ulysses was fine-tuned by the men around Erik Buell. The new tires and a more progressive one
Tuning the fork should iron out the indifferent driving behavior for which the previous model was notorious. This is
in fact noticeable: the machine now runs more stably in a straight line, the annoying oscillation between 80 and 120 km / h is only just beginning.
At the huge seat height? 885 millimeters ?? however, nothing has changed,
however, a narrower seat improves contact with the motorcycle. To the optimal
The American has not mutated into a beginner motorcycle. Because the Ulysses wants to be piloted foresight. That means: assess every corner correctly, have the right gear and don’t brake too hard. Especially when the two-cylinder is turned out, the enormous centrifugal mass of the crankshaft over 6000 times
rotates per second in their bearings, gear changes cause unrest in the chassis. The large oscillating weight also makes the Buell unwieldy. If you also have to brake hard, the fork will twist and make it difficult to circle the ideal line. Together with the
With a modest wheelbase of just 1370 millimeters, the machine often reacts differently than the driver expects.
That reminds a bit of old Guzzis. Although the Buellist does not have to struggle with strong load change reactions, he also has to resort to the golden one
Stick to the rule: aim at it, fold it down and fire along the radius with a gentle throttle hand at medium speed as possible without jerking. If you have enough experience, the Ulysses compensates you with acceptable driving behavior and a long-stroke, nominally 102 hp engine that lets you participate in its combustion processes in a charismatic way. Although one would have expected more pressure from the cellar from a 1203 cm3 strong V2. Sure, enough for a stroll
it always, but when things are going fast, the Milwaukee twin doesn’t have to be between 4000 and 6000 /
min. The reason is simple: at 3800 rpm, the air-cooled unit has a slight drop in torque. This “breathing” is particularly noticeable when you open the shower at 3000 rpm. So at 4000 tours the impression is created that a second stage is being ignited.
The air-cooled Ducati-Twin, on the other hand, develops its power almost as evenly as an electric motor, and performance drops are not an issue. Nevertheless, the spread between second and third gear for fast mountain passages could be narrower. Because above 3000 rpm the 86 horses are emotionally always standing
ready, but the V2 rattles underneath. The sluggish clutch is a borderline case. Their operation is more targeted forearm training than inconsequential sideline activity. With a pithy sound from the underseat exhaust, the 1100 Multistrada rushes towards the first tight bend. Brakes! A pleasure. The Italian comes up with the sportiest stoppers of the quintet. Incredibly effective, hardly any empty space
on the lever and easy to dose. In short: suitable for the race track. Fine. So just reach in and fold it down? Now comes the crux: Even the sitting position is strange because of the handlebars that are slightly bent forward. The steering feel, which at first seems very direct, is deceptive. From a certain angle of inclination, the
Ducati very wobbly, indifferent. Who often walk the fine line of ideal-
line moves, often has to make corrections, especially in tight turns. It doesn’t help that the chassis of the “S” version has been upgraded with elegant Ohlins elements. Although they respond sensitively and offer punch reserves, they cannot turn off the wobbly steering behavior.
Something like that is alien to KTM. It rolls on the narrowest tire in the comparison field. On the mountain, the Adventure shines with excellent handling, can be guided playfully around the tightest of radii and even looks more light-footed than the BMW. Is she? like the Bavarian? at 239 kilograms not exactly a lightweight. An indication of a very successful weight distribution. The 22-liter tank is pulled down far, the V-engine is very filigree-
gran. There is also a fully adjustable
Undercarriage that takes just a few simple steps
can be tuned sporty tight
and then provides the best feedback for precise, fast driving. The interaction between wide, torsion-resistant handlebars and narrow tires promotes handling. At higher speeds, however, the KTM loses its handiness. When it comes to pushing the giant suitcase through very fast alternating curves. What in everyday life is a
Adventure should be rare.
The 990 V2 is a stunner. Hardly ever hacks and turns up quickly. He works in the last quarter of the speed
but a little tough. This also explains why the Adventure has a harder time reaching the top speed of 210 km / h. The fact that the KTM is geared to 150 mph in the last gear and easily reaches its top speed in fifth makes the whole thing even worse.
The petite one shakes its 94 hp
Drive easily from the sleeve. It is elastic, smooth-running and, apart from slight jerking in the partial load range, depends very well on the gas. The power can be optimally implemented on the mountain, when using the first four gears with speeds between 2500 and 6000 tours. And shifting is a pleasure, because the Austrians have installed a shiny gearbox: short distances, precise detent, buttery soft actuation. It couldn’t be better. Unimpressed, the chassis masters the rough stretch of road, you literally fly over the pass and would like to turn around on the other side and drive back. In addition to BMW, KTM also offers ABS. But both under sporting and safety–
aspects like that of the BMW better.
The KTM brake is not that crystal clear
Can be dosed as effective as the GS. In addition, the system regulates more roughly.
And the tigers? In terms of engine technology, it has a clear lead. Because the 1050 three-cylinder runs very smoothly, is extremely easy to turn and not only produces the highest peak power with 115 hp, but also acts so flexibly that it easily fits a BMW that delivers more power and more torque between 3000 and 7600 rpm Rear wheel sticks. At least when the gears slide in as desired, which unfortunately is not always the case. The transmission of the test machine got stuck, and sometimes third gear could hardly be engaged. Apart from this faux pas, the big cat sweeps around the corner with great ease. You seriously ask yourself whether it actually weighs 229 kilograms. Its steering precision is exemplary, only the KTM is a bit easier to steer at a moderate speed. If ?? s
on the other hand, when it comes to rock, the Tiger is more manageable and lets itself under
spin all five around with the least amount of force.
The cranked handlebars do not fit the fun concept at all. Hello England, how about an aluminum pole that doesn’t let your arms hang down like that? It works perfectly with BMW, with the Multistrada … well. But it would be worth a try. In any case, the Tiger attracts with ergonomics and seat upholstery that literally calls for long tours. The sensitively appealing spring elements also offer comfort. They provide precise information about the nature of the soil, filter everything away and are tight enough. In addition, the motorcycle itself remains
Stably on course in rapidly rushing alternating curves. Only when driving very quickly with a pillion does the Tiger pump
Compression after. A somewhat harder spring could help here. Nevertheless, if you focus on the engine plus driving dynamics, the new Triumph is a package that is currently hard to beat in this segment. Still there is criticism. The front brake is very difficult to adjust. A muddy pressure point joins a disproportionately large idle travel. And that makes targeted adaptation braking more difficult. Let’s see if the problem with the delivery of the ABS variant in spring 2007 has been resolved.
The Tigers are giving away the victory because of this poor brake and the hooked gearbox. In terms of driving dynamics, it is hardly inferior to the KTM. Right at the top of the podium: the GS, because it’s the
brings along the best manners for everyday life. It drinks less, glows better and has a well-functioning ABS. For the travel test that MOTORRAD is planning in spring 2007, the Tiger with ABS will be better equipped and the revised Honda Varadero will reshuffle the cards. Bets are accepted…

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Concept comparison travel enduros

Concept comparison travel enduros
Triumph Tiger against the rest

Technical data BMW R 1200 GS

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, one balance shaft, one high each
Horizontal, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, 12 V / 14 Ah battery, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan.

Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1

Rated output 72.0 kW (98 PS) at 7000 rpm
Max. Torque 115 Nm at 5500 rpm
landing gear
Load-bearing motor-gear unit, telescopic fork, ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly articulated, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calliper, disc brake at the rear, Ø 265 mm , Double-piston floating caliper, partially integral brake system with ABS.

Spoked wheels with aluminum rims
2.50 x 19; 4.00 x 17

Tires 110 / 80H 19; 150 / 70H 17th

Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / h 190 /
200 mm, seat height * 840 mm, weight with a full tank * 240 kg, payload * 195 kg, tank capacity 20.0 liters.

Warranty 2 years

Service intervals every 10000 km

Colors red, gray, yellow-silver / black

Price 12050 euros

Price test motorcycle1 14 050 euros

Additional costs 264 euros

Technical data Buell Ulysses XB12X

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, crankshaft lying transversely, four lower, gear-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 49 mm, alternator 520 W, battery 12 V. / 12 Ah, mechanical
actuated multi-disc oil bath clutch, five-speed gearbox, toothed belt.

Bore x stroke 88.9 x 96.8 mm
Cubic capacity 1202 cm3
Compression ratio 10: 1

Rated output 74.6 kW (102 hp) at 6600 rpm
Max. Torque 110 Nm at 6000 rpm
landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring-
basis, rebound and compression damping, two-arm swing arm made of aluminum, central f-
derbein, directly hinged, adjustable spring-
basis, rebound and compression damping, internal disc brake at the front,
Ø 375 mm, six-piston fixed caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Pirelli Scorpion Sync tires tested
mass and weight
Wheelbase 1370 mm, steering head angle 66.5 degrees, caster 122 mm, spring travel f / h 165 /
163 mm, seat height * 885 mm, weight with a full tank * 228 kg, payload * 203 kg, tank capacity /
Reserve 16.7 / 3.1 liters.

Two year guarantee

Service intervals every 8000 km

Orange, black colors

Price 11499 euros

Additional costs 310 euros

Technical data Ducati Multistrada 1100 S

engine
Air-cooled two-cylinder four-stroke 90-degree-
V-engine, one overhead, toothed belt driven camshaft, two valves per cylinder-
linder, wet sump lubrication, injection,
Ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-
speed transmission, O-ring chain.

Bore x stroke 98.0 x 71.5 mm

Cubic capacity 1079 cm³

Compression ratio 10.5: 1

Rated output 63.0 kW (86 PS) at 7750 rpm

Max. Torque 94 Nm at 4750 rpm
landing gear
Steel tubular frame, steel supporting motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system,
adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Pirelli Scorpion Sync tires tested
mass and weight
Wheelbase 1462 mm, steering head angle 66.0 degrees, caster 109 mm, spring travel f / h 165 /
141 mm, seat height * 840 mm, weight with a full tank * 221 kg, payload * 189 kg, tank capacity /
Reserve 20.0 / 6.5 liters.

Two year guarantee

Service intervals every 12,000 km

Colors red, black

Price 12795 euros

Additional costs 250 euros

Technical data KTM 990 Adventure ABS

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm,
Regulated catalytic converter, secondary air system, 450 W alternator, 12 V / 11 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 101.0 x 62.4 mm
Cubic capacity 1000 cm3
Compression ratio 11.5: 1

Rated output 72.0 kW (98 PS) at 8500 rpm
Max. Torque 95 Nm at 6500 rpm
landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, double piston -Swimming calipers, rear disc brake, Ø 240 mm, double-piston floating caliper, ABS.

Spoked wheels with aluminum rims
2.15 x 21; 4.25 x 18

Tires 90/90 21; 150/70 18

Pirelli Scorpion MT 90 tires tested
mass and weight
Wheelbase 1570 mm, steering head angle 63.4 degrees, caster 119 mm, spring travel f / h 210 /
210 mm, seat height * 875 mm, weight with a full tank * 237 kg, payload * 193 kg, tank capacity 22.0 liters.

Warranty three years

Service intervals every 7500 km

Colors orange, black, blue

Price 12598 euros

Additional costs 200 euros

Technical data Triumph Tiger

engine
Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter, secondary air system, 480 W alternator, 12 V / 12 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, X-ring chain.

Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm3
Compression ratio 12: 1

Rated output 84.6 kW (115 hp) at 9400 rpm
Max. Torque 100 Nm at 6250 rpm
landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 255 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the Michelin Pilot Road “S” test
mass and weight
Wheelbase 1510 mm, steering head angle 66.8 degrees, caster 88 mm, spring travel f / h 150 /
150 mm, seat height * 850 mm, weight with a full tank * 229 kg, payload * 199 kg, tank capacity /
Reserve 20.0 / 4.5 liters.

Two year guarantee

Service intervals every 10000 km

Colors black, blue, yellow, white

Price 10,050 euros

Additional costs 240 euros

Performance chart

Performance curves almost like a textbook: only the BMW and the
Buell show minor dips in torque. From the paper form
From here they should hardly be of any consequence, but they can be felt while driving. Especially when the Buell engine has bottomed out at 3800 rpm, it increases tremendously emotionally. And the GS holds one at 5000 rpm
Commemorative tenth of a second. With the perfect torque plateau, it is no wonder that the three-cylinder Triumph appears to be extremely elastic in practice.

1st place: BMW R 1200 GS

BMW R 1200 GS Due to the new evaluation scheme, the victory of the GS is less clear than before. In terms of driving dynamics, the Bavarian has to face the KTM and the Triumph
give up. But action isn’t everything.

3rd place: KTM 990 Adventure

KTM 990 Adventure second best
Engine, best chassis, greatest safety. The-
only third winner. Because the Triumph is simply stronger, the BMW more suitable for everyday use? and the GS has better ABS brakes.

2nd place: Triumph Tiger

Triumph Tiger It wasn’t enough.
From the base, the new Tiger is clearly a winner. But the blunt brake, the hooked gear and
the ?? for the time being ?? missing ABS cost points.

4th place: Ducati Multistrada 100 S

Ducati Multistrada 1100 S Great engine, great brakes, noble spring elements from
Ohlins, but still only fourth because of
the strange, getting used to sitting position and the wobbly driving and turning behavior.

5th place: Buell Ulysses XB12X

Buell Ulysses XB12X Much better than last year. But the unusual concept of the Americans also requires an unusually large amount of driver effort. Ultimately, you have to be deeply in love. Then it works.

Comment engine

Tiger in the tank ?? that’s true this time. Because on that
English three of a kind cannot get past. In the driving disciplines, the 1050 cm³ engine is ahead. Improvement requests? Sure, the transmission in terms of shiftability. In addition, the response behavior in the partial load range could be a little better, so the load changes would still be
less. Otherwise, the high manual clutch power on the Ducati and on the Buell the rather uncouth throttle response during the warm-up phase were particularly noticeable. Despite minor improvements, the gears on the Buell are still difficult to shift, demand pressure.

Comment chassis

What has proven itself in the toughest rally in the world easily copes with everyday life. The spring elements of the KTM can be adjusted almost perfectly for all situations
will. In addition, there is the brilliant, easy steering behavior, a barely exhaustible lean angle and very good feedback. What more do you want? In pillion operation ?? has always been a top discipline for BMW ?? the GS sets the bar high. The opposite: works in two-person operation
the Multistrada even more wobbly. And the radically designed chassis geometry and the characteristics of the Buell simply require too much work from the driver.

Comment everyday

in everyday life it is decided whether it fits. Seen in this way, there are the best life partners in Bavaria. The BMW takes care
take care of the well-being of their crew. The driver just sits a shade better on the Tiger, here is
the knee angle is slightly larger, the notches are positioned a little further back. Everyday-relevant things such as light, wind protection or range should not even interest the Buell pilot. The Americans have a special place for luggage storage with a folding bridge
Have come up with the Clou. What Ducati, KTM and Triumph
Offering it as standard for luggage is a joke.

Comment security

Thanks to the very good ABS, the GS scores important points here. Only the Multistrada stoppers, which come from sport, can compete with the BMW in terms of metering. Clear advantages of the KTM: immense Bo-
freedom and absolutely no tendency to flip the handlebars. There is a slight deduction for the ABS of the KTM, because the control behavior could be finer, the dosage better.

Comment cost

Tire wear flows into the assessment of the
Maintenance costs. The relatively narrow BMW and KTM tires are cheaper than the Triumph soles. The advantage of the British: an almost unlimited choice.

Comment value for money


Lehmann

The first prototypes were seen in early 2006.

Best price-performance ratio: Triumph Tiger. Good can also be cheap. With 10290 euros, the Tiger is clearly below the competition. Even if you add in the ABS, which will be available from February 2007 for a surcharge of 960 euros, the Triumph remains a price-performance bargain.

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