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Cross-over test

Auffi Muass I

The mountain calls. Following in the footsteps of Luis Trenker, the MOTORRAD team was looking for the best machine for passes, gravel, hairpin bends, curves, in short, the king of the mountains.

The Harley rolls the whole day on the seemingly endless strip of asphalt, as if drawn with a ruler
with 55 miles per hour simple and one-
straight ahead, on the horizon sticks from morning to evening the shiny silver
Silhouette of the Rocky Mountains. That’s something, no question about it. Anyone who wants to experience this special feeling to some extent should
stay in the North German Plain; on the Gifhorn ?? Uelzen route, for example? especially since the many speed traps reduce the speed level to American standards.
Most of them look here in this country
Bikers prefer to enjoy their driving where the flat land ends. Whether Harz, Sauerland, Eifel or Black Forest, the third dimension attracts bikers like light attracts moths. Because of the roads, slopes and paths that wind around and up to the mountains and hills, of course. The high point of the curve spectacle is the Alps. Whereby in the-
In these realms, many a more or less hopeless fight against the sloping position, instead of allying themselves with it. What often with the motorcycle
has to do: The kneeling on the super sports car makes it difficult to speed around corners, and the passive seating position of a cruiser doesn’t necessarily help either.
An upright, active posture that offers an overview, looseness and sovereignty is ideal for casual rolling as well as for ambitious curve hunting. Power is irrelevant, torque and an even power development are crucial. The undisputed king of the alpine road network has so far been the BMW R 1150 GS, in which the seating position, chassis, handling and performance characteristics harmonize in an excellent way. New concepts want to compete with BMW for the throne. ENGINE-
RAD asked four challengers to duel with the Bavarian, from street fighters to off-road athletes. In addition to the upright sitting position, all of them are connected by the two-cylinder drive. The Aprilia Tuono is actually a thoroughbred street athlete who converts the high handlebar to a corner robber-
lets animals. The Yamaha TDM 900 be-
tones the tourist part. Ducatis Multi-
strada was reportedly born on Italian passports. And last but not least, the huge KTM Adventure S represents the off-road-oriented enduro clientele, but also shines with inspiring ons-
road properties.
The King of the Alps must therefore be an all-round talent, master the entire spectrum: from rolling to grass, from cross-country passages to quick connecting stages through wide rolling valleys to the breathtaking switchback staccato of the pass roads. The target area: starting from Trentino into the Dolomites. How do the five test candidates fare under these diverse conditions?

Comfort and enjoyment
500 kilometers from Stuttgart across the Alps to Lake Garda, you get a good impression of the
tourist qualities of the Prince’s Guard. Certainly a difficult undertaking to beat the GS in this discipline. The wide, comfortable seat, the relaxed posture – every driver feels right at home on the BMW. Marginal points of criticism: The tank could be a bit narrower, the pegs should sit a little deeper. At the top of the wish list: a better windbreak. The power offers that-
A good KTM, ergonomically at least as good. Only the seat remains a matter of taste: too hard for most in the long run, for few
just right.
Otherwise one can only speak of comfort with the TDM, which places the pilot deep behind the high handlebars on a somewhat angular bench. Incidentally, co-drivers are on these three Ma-
machines housed humane, on Aprilia and Ducati they have to because of the high
Resting, on the other hand, has gymnastic qualities
to prove. The Tuono chairman suffers with his assessor, the driver pegs are also uncomfortably high and screwed on far back. The multistrada is also not very popular with tourists. Your uncomfortably shaped driver’s seat is anything but comfortable. One often pushes oneself far back, at a tolerable distance to deep and close
To get the handlebars positioned on the driver, but automatically slides back on the inclined plane towards the tank. The entire ergonomics do not fit
Right, the rickety mirrors are never in view.

Swing and rhythm
This time, the destination is not the route, but the mountains around Lake Garda, especially the tangle of passes around the Croce Domini. The motto here is strolling, enjoying the beautiful landscape. Swing through the curves free of the hustle and bustle and the gentle rhythm of the streets-
indulge in the course. This is the parade-
discipline of BMW. You sit on it, drive into the first corner, and everything fits. No corrections, no dangling, the Bayern boxer pulls his way effortlessly and steadfastly. Hardly one
Motorcycle conveys this rich, safe feeling, this combination of harmony and sovereignty.
It takes a long time to look for such qualities in the Multistrada. There she sits
first corner not at all, the hun-
still not optimal. The Duc
requires constant readjustment, bumps or load changes hail them
Line final. While you get used to the idiosyncratic behavior, the multistrada demands constant attention and strong leadership.
The Tuono can’t deny their descent from the street athlete RSV mille-
nen. Their handling was extremely direct,
the feedback almost perfect. The sweep-
side shows itself in turns: the 17-inch model at the front reacts nervously to the bumps lurking in every corner or to load changes. That improves with increasing speed. Pushing a calm ball is not the Aprilia’s thing, it needs free space. The Yamaha is a lot less capricious, straight-
too uncomplicated. It swings unobtrusively through the curve labyrinth, it’s easy, it’s fun. The hard throttle response alone bothers a bit, the KTM can do that much better. The neutrality with which the big enduro runs through corners is phenomenal. Slow, fast, sloping or upright, everything works by itself.

Fun and feeling
In addition to very rational arguments, the character of a motorcycle is a decisive criterion for many. And that is largely determined by the engine. Two-cylinder engines exert a particular fascination in the mountains, a successful example is the direct Ducati drive, which is powerfully appealing in every area. Whether bubbling at low speeds or vigorously turning the whisk, the V2 always gets down to business with the well-known, slightly brittle Ducati charm. Nobody needs more power here, but it shouldn’t be less either. A similar-
The soft one offers a wide band, even more pressure at the top and lots of fun
appealing KTM-V2, which is special-
which feels extremely comfortable in the upper range of the rev range. Noticeable, but not annoying vibrations transport the pounding beat to the driver.
The Aprilia, although a real grenade on top, misses the important thrust from the cellar, the hole of 5000 revolutions particularly disturbs the flow. What comes next, however, raises the hair on the back of the neck, the Tuono hisses off like a cannonball. Really unspectacular, the Yamaha twin remains almost a little pale in this field. Without a strong bite, the TDM accelerates nicely from the hairpin bends. Seen objectively, a drive that can hardly be blamed for anything. Subjectively, almost everyone wants more punch, less elastic, more feeling. The BMW also acts gently, it inspires with powerful torque and silky thrust from the lowest speeds. Allowing yourself to be pushed out of the corners in third gear at 2000 revolutions, barely shifting once, that suits driving in the mountains.

Gravel and cracks
At the croce Domini, the alpine quintet turns towards the Maniva Pass, the asphalt turns into gravel and rubble. This is where the fun ends for some and for others-
he is only just beginning to do that. It’s all a matter of material, claims the down-to-earth faction. Right ?? partly. Flat, dry gravel roads are also feasible for a Tuono, but as with Multi-
strada and TDM are the forward-
drang offroad limits set limits even for heroic use, tight suspension travel and lack of ground clearance prevent great deeds. The astonishingly off-road BMW can keep up with the KTM for quite a while, but has to give up the sails as deep water grooves and riffs-
huge boulders block the way. Front wheel up and through, only the Adventure can cope with such courageous passages.
Adrenaline and palpitations
The next day it’s about the
Monte Bondone and Bozen further Rich-
tung dolomites. On the famous Sella-
Round the sportive faction is allowed to
five machines really hit the spur once
give up, dreamlike alpenglow-
near deserted passes is the order of the day. Accelerate properly without constantly having to worry about your driver‘s license and your health, that is exactly what many driving mean-
fun in perfection. There are too few fast sections on the Sella Loop,
on which the long translated, high
could put the rotating Aprilia in the limelight. This is because of the heating
The almost limitless lean angle, the brutal stoppers and the crisp, excellent chassis hardly set any limits. The Multistrada is also extremely tight, so that all adjustment options for suspension and damping have to be trimmed towards soft. Tea limit is set by the limited lean angle compared to the Tuono and the inactive sitting position.
That a 1150 GS has no heaters-
is a machine, it is clear that there is a little lack of power and agility at the top. Still, it can be hearty
Moving BMW hardly shake off even stronger competitors, the chassis only gets into trouble with very, very extreme driving style. Then the excellent integral ABS also has occasional dropouts, professional heaters simply switch it off for such brutal rides on bumpy slopes. An experience
the special kind gives you
Parforce hunt on the KTM Adventure. The tires rub out of the curves, the mighty load stands across, sways, writhes? But all of this with such ease that even the non-enduro riders in the test group switch to the Austrian camp with flags waving.
And which machine is the Bergmeister, King of the Mountains? Five drivers, five opinions, in the end the MOTORRAD test team made a decision: the BMW R. 1150 GS deserves the crown again. Only the sporty KTM can come close to her, but she lacks the nonchalance and sovereignty of the Bavarian.

Cross-over test

Auffi Muass I

Technical data: Aprilia RSV Tuono

Water-cooled two-cylinder, four-stroke, 60-degree V engine, transverse crankshaft, two balance shafts, two overhead camshafts each driven by gears and a chain, four valves per cylinder, bucket tappets, dry sump lubrication, electronic intake manifold injection, Ø 51 mm, engine management, double ignition, Unregulated catalytic converter, electric starter. Bore x stroke 97.0 x 67.5 mm, displacement 998 cm3, rated output 93 kW (126 hp) at 9500 rpm, max. Torque 101 Nm (10.3 kpm) at 7300 rpm Pollutant values ​​(homologation) CO 1.43 g / km, HC 0.24 g / km, NOx 0.05 g / km Power transmission Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain. Chassis Bridge frame made of aluminum profiles, screwed rear frame, upside-down fork, slide tube diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, floating Brake discs, Ø 320 mm, four-piston calipers, rear disc brake, Ø 220 mm, two-piston caliper. Tires 120/70 ZR 17; 190/50 ZR 17 tires tested Metzeler Sportec M-1 Chassis data Steering head angle 65 degrees, caster 99 mm, wheelbase 1415 mm, spring travel f / r 120/135 mm. Dimensions and weights Seat height * 820 mm, weight with a full tank * 215 kg, payload * 186 kg, Tank capacity / reserve 18/4 liters.Warranty for two years with unlimited mileage.Colors: red, gray.Price including ancillary costs: 11,999 euros

Technical data: BMW R 1150 GS

Engine Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lengthways, one overhead camshaft each driven by gears and chain, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, regulated catalytic converter, E. -Starter.Bore x stroke 101 x 70.5 mm, displacement 1130 cm3, rated power 62.5 kW (85 PS) at 6800 rpm, max. Torque 98 Nm (10 kpm) at 5300 rpm Pollutant values ​​(homologation) CO 3.73 g / km, HC 0.12 g / km, NOx 0.03 g / km Power transmission Hydraulically operated single-disc dry clutch, six-speed gearbox, cardan shaft. Chassis Load-bearing engine gearbox -Unit, screwed subframe, longitudinal control arm telescopic fork, stanchion diameter 35 mm, adjustable spring base, two-joint single-sided swing arm made of cast aluminum, central spring strut, directly hinged, adjustable spring based and rebound damping, double disc brake at the front, Ø 305 mm, four-piston calipers at the rear, floating brake discs, disc brake Ø 276 mm, double piston caliper. 110/80 R 19 tires; 150/70 R 17 tires tested Metzeler Tourance Chassis data Steering head angle 64 degrees, caster 115 mm, wheelbase 1509 mm, spring travel f / r 190/200 mm. Dimensions and weights Seat height 850 mm *, weight with a full tank of 263 kg *, payload 197 kg *, tank capacity 22 liters. Two-year warranty with unlimited kilometers. Colors yellow, black, graphite metallic, blue metallic / white Price 10,950 euros Price test motorcycle ** 12,530 euros Additional costs 263 euros

Technical data: Ducati Multistrada 1000 DS

Air-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, one overhead, toothed belt-driven camshaft, two valves per cylinder, actuated desmodromically, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, double ignition, uncontrolled catalytic converter, Electric starter, bore x stroke 94.0 x 71.5 mm, displacement 992 cm3, rated power 62 kW (84 hp) at 8000 rpm, max. Torque 84 Nm (8.6 kpm) at 5000 rpm Pollutant values ​​(homologation) CO 0.28 g / km, HC 0.22 g / km, NOx 0.06 g / km Power transmission Primary drive via gear wheels, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain. Tubular tubular steel frame, supporting motor, upside-down fork, sliding tube diameter 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, oven-piston calipers, rear disc brake, Ø 245 mm, two-piston calipers. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested Pirelli Scorpion Sync Chassis data Steering head angle 66 degrees, caster 109 mm, wheelbase 1462 mm, spring travel f / r 165/141 mm. Dimensions and weights Seat height * 830 mm, weight with a full tank * 220 kg, payload * 190 kg, tank capacity 20 Liters. Two-year guarantee with unlimited kilometers. Colors: red, gray / silver. Price: 10,800 euros. Additional costs: 200 euros

Technical data: KTM 950 Adventure S.

Water-cooled two-cylinder four-stroke 75-degree V-engine, transverse crankshaft, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, constant pressure carburetor, Ø 43 mm, transistor ignition, uncontrolled catalytic converter with secondary air system, E- Starter.Boron x stroke 100.0 x 60.0 mm, displacement 942 cm3, rated power 72 kW (98 PS) at 8000 rpm, max. Torque 95 Nm (9.7 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 3.38 g / km, HC 0.22 g / km, NOx 0.19 g / km Power transmission Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chassis, tubular steel frame, bolted rear frame, upside-down fork, guide tube diameter 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, Double piston calipers, rear disc brake, Ø 240 mm, double piston caliper. Tires 90 / 90-21; 150 / 70-18 tires in the test Pirelli MT 90 A / T chassis data Steering head angle 63.4 degrees, caster 119 mm, wheelbase 1570 mm, spring travel f / r 265/265 mm. Dimensions and weights Seat height * 915 mm, weight fully fueled * 224 kg, payload * 176 kg, tank capacity 25 liters. Warranty two years with no mileage limit; color orange; power variant 25 KW (34 hp) price 12,490 euros; ancillary costs approx. 200 euros

Technical data: Yamaha TDM 900

Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, dry sump lubrication, electronic intake manifold injection, Ø 42 mm, engine management, regulated catalytic converter with secondary air system, electric starter. Boron x stroke 92, 0 x 67.5 mm, displacement 897 cm3, rated output 63.4 kW (86 hp) at 7500 rpm, max. Torque 89 Nm (9.1 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 1.93 g / km, HC 0.17 g / km, NOx 0.03 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chain, chassis, bridge frame made of aluminum profiles, supporting motor, telescopic fork, standpipe diameter 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 298 mm, four-piston calipers, Ø 245 mm, single-piston caliper. Tires 120/70 ZR 18; 160/60 ZR 17 tires tested Metzeler ME Z4 chassis data Steering head angle 64.5 degrees, caster 114 mm, wheelbase 1485 mm, spring travel f / r 150/133 mm. Dimensions and weights Seat height * 825 mm, weight with a full tank * 223 kg, payload * 201 kg, Tank capacity / reserve 20 / 3.5 liters. Warranty two years with unlimited mileageColors: dark blue metallic, silver, yellowPrice 9,590 euros, additional costs 165 euros

The all-round rating

Unfortunately, real life does not only consist of mountain tours, suitability for everyday use, economy and environmental properties also count.

The Boxer GS also came first in the 1000-point ranking. It goes without saying that the good driving characteristics play a role here. But with the drive, the BMW loses a lot of points due to the somewhat sluggish performance development and the not supple switch box. Which it can only make up for in the area of ​​safety, as the semi-integral ABS gives it a hefty bonus. Rightly so, says MOTORRAD: Without the ABS rating, there would be a head-to-head race between BMW, Aprilia and KTM, and the Adventure would even be ahead in the property rating. Amazing considering such an extreme motorcycle. But in addition to the great drive, the KTM convinces with a good chassis and a lot of comfort. On closer analysis, only criteria such as inspection costs and emissions levels prevent their overall victory. Drive and chassis are also the Aprilia’s strengths. The uncomfortable sitting position due to the strongly bent legs costs valuable points, the wind protection is only moderate. As with many real »driving machines«, the Italians obviously placed little value on suitability for everyday use and comfort. Properties with which the Multistrada should shine. However, the very low level of seating comfort and the unusual ergonomics prevent top ratings. Decisive for the lowest total number of points in the comparison, however, are the chassis weaknesses, such as the too tight basic set-up and the lack of steering precision. The chassis is also not exactly the strength of the TDM. Somewhat brisk driving style or uneven slopes bring the underdamped, but hard-sprung Yamaha into trouble. Those who do not have high demands on engine performance and frame will certainly have a lot of fun with the comfortable Japanese. Especially since it saves a lot of money when you buy it.

Rolf Henniges, frequent driver

The GS remains the egg-laying woolly milk sow, sovereign, yet extremely fast. A machine for life. Nevertheless: The KTM would? I don’t bump off the edge. She is like a dream woman. Wild, sexy, demanding, active. An adrenaline rush. The same applies to gourmet asphalt for the Tuono. The Multistrada and I couldn’t make friends at all. Lack of confidence in the front wheel, comfort like sitting on a steel beam. TDM can do that better. 1. BMW R 1150 GS1. KTM Adventure S3. Aprilia RSV Tuono4. Yamaha TDM 9005. Ducati Multistrada

Volkmar Jacob, stunt driver

The overall package makes the GS a pleasure. Behind the Tuono: aim at the curve, laser through, done. Only the performance hole is annoying. Third place for the huge KTM, which is something for experts and extremists. Next up on my list is the Multistrada: the seating position takes getting used to, small weaknesses, but the engine is powerfully hanging on the gas. The TDM is a good motorcycle, but the chassis is too soft and the engine too good. BMW R 1150 GS2. Aprilia RSV Tuono3. KTM Adventure S4. Ducati Multistrada 5th Yamaha TDM 900

Stefan Kaschel, oblique driver

Isn’t that really botch? R 1150 GS. Alpine king, summiteer, that would be the name of the BMW. Multistrada sounds a lot better, but it can’t be better. The seating position is a disaster. I prefer to drive Tuono, at least on fast passages. In the end, the KTM is just behind the GS. The mountain on the mountain has something to offer. I’m really sorry about the TDM, they can do everything very well, but the emotional kick is missing. BMW R 1150 GS2. KTM Adventure S3. Aprilia RSV Tuono4. Ducati Multistrada 5th Yamaha TDM 900

Gert Thole, lateral driver

Okay, the BMW is perfect almost always and everywhere. But the dynamism of KTM turns me on a lot more. Straight out, across in, in between this greedy two-cylinder, that’s the ultimate kick. And it drives slowly if necessary. The Aprilia is bestial, but only at the top, that sucks. The Multi-strada is pretty built, but has a great engine. I find the TDM really comfortable, but the chassis is far too slack. 1. KTM Adventure S2. BMW R 1150 GS3. Aprilia RSV Tuono4. Ducati Multistrada5. Yamaha TDM 900

Karsten Schwers, test driver

The best thing about the BMW is the Telelever. In addition, it has hardly any weaknesses. The KTM has an abundance of power and suspension travel, but a lot of movement when changing lean angles. The Tuono is only really fun from 7000 rpm, not for nose pickers. With the TDM, an active seating position and more chassis would be desirable. The tight coordination and the wobbly driving behavior of the Multistrada are fun killers on Alpine passes. BMW R 1150 GS2. KTM Adventure S3. Aprilia RSV Tuono 4th Yamaha TDM 9005.Ducati Multistrada

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