Table of contents

• Hit list of used motorcycles Favorite of the MOTORRAD editors
• Honda VT 500 C.
• Honda VTR 1000 SP-2
• Kawasaki Z 750 S.
• Honda CRF 230 HM
• Aprilia RST 1000 Futura
• Moto Guzzi Griso 1100
• BMW F 800 R.
• KTM LC4 400 LS-E Military
• Honda Transalp
• KTM 950 Adventure
• Yamaha YZF-R7
• Price comparison of the selected used motorcycles

KTM

22nd pictures

archive

1/22
Honda VT 500 C: Rest? Relatively far back. Handlebar? Owing to the style of the time. But this engine: still nice to look at today.

jkuenstle.de

2/22
About the VT 500 C: Test editor Jens Moller-Tollner (more than 40 than 50) looks back at his own past. It not only brings beautiful things to light. But: This V2 and a bit of a screwdriver’s heart – there would be something!

markus-jahn.com

3/22
Honda VTR 1000 SP-2: Underestimated by many, but a real hit on the country road with its pounding V2. And nicely made for it.

Yvonne Hertler

4/22
About the VTR 1000 SP-2: Test editor Andreas Bildl (53) loves motorcycles that are not on every corner and have more on them than it seems at first glance. And big V2 anyway. Perfect intersection: SP-2.

factstudio.de

5/22
Kawasaki Z 750 S: Not beautiful, but rare. The Z 750 S combines suitability for everyday use with typical Kawa strengths: great engine and brilliant sound.

Tobias Beyl

6/22
About the Z 750 S: MOTORRAD volunteer Tobias Beyl (50 minus 20) visited ten second-hand vehicles in 2017. Half of it on behalf of his best buddy, for whose bottom nothing was good enough. Except for the Z 750 S..

Rolf Henniges

7/22
Honda CRF 230 HM: Designed for motocross beginner training, built in Brazil, smuggled into the EU by Honda Italy, in short: an exotic one.

Markus Biebricher

8/22
About the CRF 230 HM: Author Rolf Henniges (already well over 50): “What use is 60 HP off-road if you can’t get it on the ground?” His dream bike for 2017 is small, off-road and unfortunately very, very rare.

factstudio.de

9/22
Aprilia RST 1000 Futura: Which is now more of the hit? The design? Or the razor-sharp Italo-V2? Or that this package is now available to buy at an ultra-low cost?

bilski-fotografie.de

10/22
About the RST 1000 Futura: Test editor Roman Kirschbauer (under 50 for kilometers) appreciates the foresight of the Italian designers. It’s good that they already knew what is a hit today over 15 years ago. And named it accordingly.

bilski-fotografie.de

11/22
Moto Guzzi Griso 1100: The Griso is cruiser-long and flat. Regardless of this, she always shows an inspiring lust for curves.

jkuenstle.de

12/22
Test editor Stefan Gluck (50 plus) has a weakness for vehicles that the market has not understood. Exotics off the shelf, so to speak. But without the imponderables of handmade unique items. Hence the Griso 1100.

markus-jahn.com

13/22
BMW F 800 R: chain instead of cardan shaft, in-line twin instead of boxer. A first-rate curve predator. Made in Germany – this is cheap as a used one.

Markus Biebricher

14/22
MOTORRAD-Unterwegs boss Markus Biebricher (feels not 50) and his weighty statement for the simple things in life. Why shoulder heavy things when it can be much easier? Enjoy motorcycling, for example – very easy with the F 800 R..

KTM

15/22
KTM LC4 400 LS-E Military – robust mandate: The color is certainly special, but the qualities as a world travel packhorse should be right.

markus-jahn.com

16/22
Test editor Johannes Muller (what are 50?) Is looking for a vehicle for his companion (1.62 meters): off-road, not too heavy, with range and luggage system. Not a problem in itself. But: it mustn’t be too high! And that’s where the LC4 400 LS-E Military comes into play.

Thorsten Dentges

17/22
Honda Transalp: Can country roads, can offroad, can travel long distances – despite its age, the PD06 is still a great all-purpose weapon these days.

Thorsten Dentges

18/22
Service editor Thorsten Dentges (real 46) finally bought a first-series Transalp in 2017, closing a long-standing gap in his personal travel enduro history.

KTM

19/22
KTM 950 Adventure: From the piste to the box: very close to the Dakar racer, the first two-cylinder in KTM history – the 950 was a milestone.

jkuenstle.de

20/22
Test editor Peter Mayer (50 to the power of 7) admires how consistently KTM interwoven the 950 Adventure with its rally commitment. Only the less sporty successor models achieved economic success. Pity.

factstudio.de

21/22
Yamaha YZF-R7: R6, R1 … measured in numbers quite a R-series. All the more beautiful but this crazy vehicle from Yamaha’s racing history: the OW 02.

markus-jahn.com

22/22
Service boss Jorg Lohse (approaching 50) concludes his 2017 second-hand purchase research with a bike that he has only come across once: “Better the YZF-R7 than a current racer!”

counselor

Used purchase

Editors’ favorites Used motorcycles

Hit list of used motorcycles
Favorite of the MOTORRAD editors

This hit list is not about the most popular used motorcycles on the market. Nor is it about the best and most reliable. It’s about the favorites of our colleagues – a purely subjective matter.

Jens Moller-Tollner, Andreas Bildl, Tobias Beyl, Rolf Henniges, Roman Kirschbauer, Stefan Gluck, Markus Biebricher, Johannes Muller, Thorsten Dentges, Peter Mayer, Jorg Lohse

December 21, 2017

Actually, they were never gone, but many of the models we have listed have since been cloaked in oblivion. Wrongly, as some of our colleagues think. That’s why eleven MOTORRAD editors are showing a very personal choice of their used bikes at this point. You may not be able to fully understand some of the nominations – there are subjective decisions about that – but the gentlemen went to great lengths to justify them. Read it yourself.

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Hit list of used motorcycles
Favorite of the MOTORRAD editors

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Honda VT 500 C.

Test editor Jens Moller-Tollner: “From a distance of time, even two-wheeled derailments only appear half as bad. Like the Honda VT 500 C presented here. It was the first to park in my garage after passing my driving test. Which only proves: Even MOTORRAD test and technology editors have a past, even one that is far from weird, fast and pretty. I can’t change that anyway. So the only thing left is: stand by.

archive

Honda VT 500 C: far from weird, fast and pretty.

But the soft chopping Honda wasn’t that bad either. Your V2 with three valves looked nice like air cooling despite the water cooling with its ribs. And from exactly 491 cm³, the 52-degree Vau-Zwo developed 50 lively ponies. Much later, flat irons that were thicker than cubic meters were not able to do that. Why am I telling you all this? Because right now I have to think about my VT time again. Because: There are only memories when the clock has already rotated a few times behind it. So now again on the old VT 500 C, which appeared on the two-wheeler platform from 1983? I doubt a little. The specimens from 1200 euros offered in the relevant two-wheel forums seem worn out, the best times are probably behind them. I also? Hopefully not quite yet. When the Honda VT 500 C became mine, it was only available second-hand. But as a renovation project? Everyone does now. And I haven’t seen any custom projects from the old Honda. Flat track? Bobber? Thoughts wander. Time for a second chance. I have to make a call.”

Data: Water-cooled two-cylinder four-stroke V-engine, 491 cm³, 37 kW (50 PS) at 8,500 rpm, empty weight 201 kg, tank capacity 11.6 liters, seat height 760 mm, top speed 160 km / h, acceleration 0-100 km / h in 5.7 seconds, consumption (country road) 6.3 l / 100 km.

Honda VTR 1000 SP-2

Test editor Andreas Bildl: “Yes, I admit it: I like athletes. And especially on two-cylinder ones when it comes to country roads. If they also have an underdog image, so much the better. The Honda fits into this prey scheme VTR 1000 SP-2 knotless with its subtle appearance. It starts with the fact that Honda won the Superbike World Championship straight away with this machine in 2000 with the debut – still known as the SP-1. Two years later, the SP-2 also succeeded. Still, it never became a best seller, at that time it was probably just too close to a Ducati 998 at around 15,000 euros – but without achieving its sex appeal. Good thing, because it is not on every corner today.

markus-jahn.com

Honda VTR 1000 SP-2: rare, underrated and almost exotic.

Finding Ducati great is easy, but hardly anyone has such an SP-2 on their list. You have to look for well-preserved specimens. And you don’t get them for free (anymore), you have to bring 7,000 than 6,000 euros with you. Sure, you get the whole range of four-cylinder grenades for that, and yes, they all have a lot more power. Great. With the SP-2, in addition to the proverbial Honda quality and great workmanship, you get an incredibly entertaining V2. The perfect idiot and has it all behind the ears. Its punch from below makes the glow on the country road great fun. And its injection computer-controlled 135 hp are, let’s be honest, more than enough. It’s available with a full twin impact, without the shrapnel-like howling of five-digit speeds. It’s a shame that Honda could never bring itself to an SP-3.”

Data: Water-cooled two-cylinder four-stroke V-engine, 999 cm³, 99 kW (135 PS) at 10,000 rpm, weight 217 kg, tank capacity 18 liters, seat height 820 mm, top speed 278 km / h, acceleration 0-100 km / h in 3.1 seconds, consumption (country road) 5.5 l / 100 km.

Kawasaki Z 750 S.

MOTORRAD volunteer Tobias Beyl: “You shouldn’t always start from yourself. That’s why my used bike of the year chosen here is not the one that I actually bought, but the one that finally ended my best friend’s endless search for his first bike: the Kawasaki Z 750 S. He had discarded numerous classics, rejected big names: CBF 600 S, Bandit 650 S, FZ6 Fazer. Quiet, well-behaved and uncomplicated – sometimes that is synonymous with inconspicuous, harmless and boring. Not so the half-faired Z 750 S built in 2005 and 2006. It wears the “Z”, which has been meaningful since the 1972 Kawasaki 900 Z1, not only with pride, but also with good reason: The ingenious engine from the Z 1000 is unleashed with its injection, a proud 110 horses and delights the environment with a bewitchingly hotter four-cylinder sound.

factstudio.de

Kawasaki Z 750 S: because in the end it is the popometer that makes the decision.

In addition, a seat position suitable for everyday use, but still sporty, gentle throttle response and homogeneous power delivery – all of this makes the Zett an ideal compromise between sportiness and common sense. And with its half-fairing, it not only protects properly against the cold and wet, but undoubtedly also served (at least you can persuade yourself) as a model for the new Z 900 RS Cafe Racer. And that creates the transition to the used bike I actually bought in 2017: The SV 650 X is also coming as a cafe racer. And its predecessor, the SV 650 A from 1999, is now in my garage again to celebrate its coming of age in 2017.”

Data: Water-cooled four-cylinder four-stroke in-line engine, 748 cm³, 80.8 kW (110 PS) at 11,000 rpm, weight 224 kg, tank capacity 18 liters, seat height 800 mm, top speed 235 km / h, acceleration 0-100 km / h in 3.5 seconds, consumption (country road) 5.1 l / 100 km.

Honda CRF 230 HM

Author Rolf Henniges: “Requirement profiles change over time as you get older, more mature and – more clumsy. My current state: over 50, short stature, conditionally athletic. My wish: to finally ride off-road again, I haven’t done it in 20 years. My dream bike: light, decent suspension travel, manageable performance, ideally an electric starter, moderate seat height, manageable price. All modern sport enduros are ruled out because they are huge due to their enormous suspension travel.

Rolf Henniges

Honda CRF 230 HM: unfortunately impossible to negotiate

After months of searching, I spot a real exotic: Honda CRF 230 HM. The seller loves this darling, but owns a total of eight motorcycles. And a friend. Who thinks that eight is just too many. Call, appointment. Arrival. Amazement. The CRF 230 is roughly the size of a blessed XT 500. Its owner has slimmed it down from 121 kg by replacing the exhaust system and battery to around 115 kg. At just 860 millimeters, the seat height is moderate. But also the performance with 19 hp. According to the seller, an optimized carburetor set-up should generate around 25 hp with changes to the air filter. However, not all of them trot on the subsequent test drive. No matter, because the 230 is a toy with traction and sufficient chassis reserves for enduro hiking and maybe even good for occasional excursions on an enduro course. It’s a temptation that cost 4,490 euros when it was new in 2004. And for which their owner is now, after 13 years, still a fat 3,300 euros. Negotiating impossible. Exotic bonus! And now? I keep searching …”

Data: Air-cooled single-cylinder four-stroke engine, 223 cm³, power k. A., weight 121 kg, tank capacity 8.2 liters, seat height 860 mm, maximum speed k. A., acceleration 0-100 km / h k. A., consumption (country road) k. A…

Aprilia RST 1000 Futura

Test editor Roman Kirschbauer: “Donnerluttchen, what smoked the men in Noale back then that they could look so much into the future: Today, only 16 years after their publication, there is one or the other cultural boom who apart from me the edgy and extravagant design of the Aprilia RST 1000 Futura thinks cool. In 2001, the German pannier carrier really can’t do much with science fiction optics, misses an ABS on top of that and prefers to sit on a Honda VFR or a BMW R 1150 RS as a result. The 60-degree V2, originally from the RSV Mille, pushes powerful 113 hp in the Futura (a few less on the test bench), reacts fine to gas commands, cranks its way through the rev range with high torque and offers cultivated manners with a reasonable thirst for gasoline. Together with the dog-comfortable bench, the relaxed seating position and the great wind and weather protection, the Aprilia is seriously suitable for extended travel activities.

factstudio.de

Aprilia RST 1000 Futura: The future is now.

Even on the comfortably tuned chassis, almost everything is convincing – apart from the measly payload (168 kilograms) and the lack of reserves when driving with a passenger. Steering precisely and neutrally, you push the 242-kilo Italian woman in an inclined position, bolt stably straight ahead even at 240 km / h. The fact that the Futura was discontinued after three years of construction is more painful today than it used to be. Currently there are only about 20 well-kept specimens in the relevant vehicle exchanges. This is why the same applies to the design as the entire Aprilia RST 1000 Futura: Your future is now. Finally. So grab it or look old forever!”

Data: Water-cooled two-cylinder four-stroke V-engine, 998 cm³, 83 kW (113 PS) at 9,300 rpm, weight 242 kg, tank capacity 21 liters, seat height 830 mm, top speed 242 km / h, acceleration 0-100 km / h in 3.4 seconds, consumption (country road) 5.3 l / 100 km.

Moto Guzzi Griso 1100

Test editor Stefan Gluck: “Working as a tester for a motorcycle magazine involves two things, among other things: On the one hand, you have to deal with a wide variety of motorized two-wheelers that you should, often may and sometimes have to deal with. On the other hand, this results in the frequently asked question of what your personal favorite bike actually is. The answer to this question is astonishingly simple after almost 20 years of testing and a guaranteed three-digit number of different two-wheelers ridden: It’s always the one I’m sitting on! Because regardless of whether the vehicle has 17 or 170 hp, costs 1,500 or 50,000 euros, has one or six cylinders, the wind that whistles in your face is ultimately always the same.

bilski-fotografie.de

Moto Guzzi Griso 1100: between gold chain and breast toupee.

Of course, the purpose should be suitable for the bike: unwinding hundreds of kilometers of motorway with a 125cc enduro is just as little edifying as taking small gravel roads in the Alps under your wheels with a super sports car. Ultimately, however, both are possible. And in all this comings and goings, a bike sometimes turns up that gets stuck. For me it was that Moto Guzzi Griso. Flat, long, stocky, the beefy V2 omnipresent on display, plus this exhaust barrel. I was deeply impressed. A bike for men who wear their gold chains as well as their fur openly. I miss one and the other, but it still had to be the Griso. It has been in my garage for almost two years now, unfortunately it is moved far too seldom, but then with great pleasure. Let’s see, maybe we will make it to their homeland in 2018.”

Data: Air-cooled two-cylinder four-stroke V-engine, 1064 cm³, 65 kW (88 PS) at 7600 rpm, weight 240 kg, tank capacity 17 liters, seat height 800 mm, top speed 204 km / h, acceleration 0-100 km / h in 4.2 seconds, consumption (country road) 4.7 l / 100 km.

BMW F 800 R.

MOTORRAD on the go boss Markus Biebricher: “Life is hard enough, that’s why I chose a light machine as my favorite used bike. One that provides almost 90 hp and 87 Newton meters with just 205 kilograms. It’s a shame that there is no such thing in the enduro sector. So I have to take the road, and here I find it, the BMW F 800 R. A bike that cultivates the virtue of understatement, which is not often found these days, a device that makes motorcycling an act, not just because of its low weight ennobles the lightness of being. Why? Because the F 800 R is playfully easy to drive. It can be easily thrown into curves, easily and nimbly follows the targeted radii, turns slightly upwards and remains nice and stable when required.

markus-jahn.com

BMW F 800 R: a plea for the lightness of being.

A motorcycle that is really fun to gasp. Yes, this F has a sporting potential that should not be underestimated, but that doesn’t deter anyone, but appeals to a broad user group from beginners to professionals. Proofs? The multiple freestyle world champion Chris Pfeiffer. Did you see what he did with the eight hundred? It looks very easy. There are three different seat heights on offer, as well as beautiful optional extras, and strong, easily adjustable stoppers. The smooth running of the synchronous machine, which is calmed by a compensating conrod, is decent, and the consumption is low, but unfortunately the F 800 R is not a bargain. Thanks to the high value retention, even the first models from 2009 still cost a good 4,000 euros, almost regardless of the mileage. Anyway, I would pay for that. To make life easier.”

Data: Water-cooled two-cylinder four-stroke in-line engine, 798 cm³, 64 kW (87 PS) at 8,000 rpm, weight 205 kg, tank capacity 16 liters, seat height 825 mm, top speed 210 km / h, acceleration 0-100 km / h in 3 , 7 seconds, consumption (country road) 4.0 l / 100 km.

KTM LC4 400 LS-E Military

Test editor Johannes Muller: “First of all: I wasn’t with the federal government, pacifism and such. Nato olive green? No thanks. But I’m looking for something with which you can travel across Africa – indestructible, reasonably light, with a large tank and luggage system. And because there is gravel on the way, but not in the wallet, of course affordable. The problem: This motorcycle is not for me (I’ll use the DR-Z 400), but for my partner. And it measures 1.62 meters. Africa Twin? Way too much motorcycle. Single-cylinder enduro bikes? Too high across the board, no lowering tinkering will help. KTM Freeride? Unsuitable for the big tour, still too expensive. Rolf already has CRF 230, the TT-R 225 is hard to find, no accessories available, a bit weak. DR 350 SHC? Too old, mostly ridden through. And starter would be nice too. Not easy. With the military police, however, they have exactly the right tool: KTM LC4 400 LS-E Military.

KTM

KTM LC4 400 LS-E Military: from sports horse to world travel mule.

For use by the federal government, KTM has transformed the LC4 sports horse into a well-behaved mule. LS stands for “low seat” (the factory lowering is worth seeing), E for “E-start”. Other military features: Reinforced rear frame, case system and tank bag, large alternator, 18 liter tank, heated grips – it couldn’t be better! On top of that, the 400 was tamed from around 40 to 34 hp by means of reduced compression and adapted mapping and is therefore presumably indestructible. It will also run on Nato diesel or lamp oil. A dream in olive green. Seldom and not totally cheap, but also “ready to travel around the world”. There is also enough for a can of spray paint in “UN sky blue” – Africa we are coming!”

Data: Water-cooled single-cylinder four-stroke engine, 398 cm³, 25 kW (34 PS), weight 173 kg, tank capacity 18 liters, seat height k. A., top speed 130 km / h, acceleration 0-100 km / h k. A., consumption (country road) k. A…

Honda Transalp

Service editor Thorsten Dentges: “The one in the picture is my Transalp, a PD06, built in 1988. 30 years old, but not old-fashioned. Because someone show me a younger two-cylinder enduro with these all-rounder qualities: plenty of space for pillion passengers and luggage, fully suitable for long distances and travel with a weight of less than 200 kilos when fully fueled. With this plastic shell enduro, Honda invented the motorcycle SUV at the time, but I was not aware of the amazing rally travel potential of what I thought was the staid XL 600 V at the time.

Thorsten Dentges

Honda Transalp: the very first motorcycle SUV.

Incidentally, the photo was taken a few months ago during a trip to the Ligurian border ridge road (see 30 years of the Transalp – rally tour with the original). On coarse gravel roads, winding alpine paths, remote passes and spiraling curves that spiral up to almost 3,000 meters, the Honda was able to prove that it still does not belong to the scrap heap. Despite only one disc at the front and drum brake at the rear, despite “only” 50 hp and of course without assistance systems. Driving with the original Transe means: pure driving pleasure without a network and a false floor. In contrast to many other classics with old-timer status, the Honda can always be connected to modern motorcycles, at least in off-road versatility tests. That fascinates me – the reliability, smoothness, performance characteristics and economy! First series PD06 (1987/1988) can be found from 1,000 euros, but then there is usually a risk of follow-up costs due to necessary maintenance and repairs. Good ready-to-use products cost between 1,500 and 2,500 euros. Original copies are slowly becoming rare – therefore: strike, now!”

Data: Water-cooled two-cylinder four-stroke V-engine, 583 cm³, 37 kW (50 PS) at 8,000 rpm, weight 194 kg, tank capacity 18 liters, seat height 850 mm, top speed 167 km / h, acceleration 0-100 km / h in 5.5 seconds, consumption (country road) 5.7 l / 100 km.

KTM 950 Adventure

Test editor Peter Mayer: “Their starting shot echoed like a cannon through the motorcycle scene. In January Fabrizio Meoni won the Dakar on the prototype, in September 2002 the 950 Adventure was ready for series production at the Intermot in Munich. Whoever climbed it would then involuntarily wipe the Sahara sand from the bottom of their pants. At the time, the KTM technicians proclaimed that 95 percent of all parts were taken from the Dakar racer. You believed them straight away. The two huge tank halves, the narrow, firm seat, the towering cladding front with its superimposed headlights, the 21/18 inch wheelset suitable for off-road use – a commitment to the KTM company motto cast in plastic and metal: ready to race.

I would have loved to pitch a bivouac tent next to the Adventure, press the start button at night to let it roar briefly, the first two-cylinder in the KTM company’s history. Maybe so much new was too much. The 950s were sold 2100 times in this country in the three production years 2003 to 2005. One had expected more. The skepticism was not unfounded. Lots of fans, but also lots of repairs – that was the result after 50,000 kilometers in the MOTORRAD endurance test. KTM improved every year (electric starter, cylinder head gasket), and from 2006 upgraded the successor with a 999 engine and injection. Actually the better choice. But the 950 remains the original. Especially in the S version with longer suspension travel. Ready for the desert. Used start at 4,000 euros. A bargain for a Dakar bike.”

Data: Water-cooled two-cylinder four-stroke V-engine, 942 cm³, 72 kW (98 PS) at 8,000 rpm, weight 224 kg, tank capacity 22 liters, seat height 890 mm, top speed 210 km / h, acceleration 0-100 km / h in 3.2 seconds, consumption (country road) 5.3 l / 100 km.

Yamaha YZF-R7

Service boss Jorg Lohse: “You know the last page “What does …?” From the “Stern”, which saves stars, starlets and one-hit wonders from kicking off into nirvana. Transferred to MOTORRAD, at this point we would ask about Yamaha’s congenial OW 02, more precisely formulated: the YZF-R7. You know it from evergreen hit parades in the press, radio and television: In the end, Peter Frankenfeld, “Stairway to heaven” and the Honda RC30 are always at the top. Therefore: Curtain down and all eyes on this wonderful arrangement of racing history. Whereby history sounds too much like dust and cobwebs and the OW 02 doesn’t do it justice at all. 18 years after her debut, she has lost none of its tenderness even under a racing microscope.

factstudio.de

Yamaha YZF-R7: when suddenly second choice becomes first.

Let’s not kid ourselves: what Yamaha Released in 1999, it was in Grand Prix format. Ultra-compact aluminum frame, variable geometry, high-precision, attractive Ohlins components. Inside the row four, based on the R1, is a material battle at its finest: titanium valves and connecting rods, nickel-coated piston heads, polished intake funnels. On top of the 106 hp street version, there was a race kit that cost almost 6,000 marks at the time, which raised the performance of the 750 to a species-appropriate 137 hp. Driving on the home track shouldn’t be the Yam thing anyway, it was THE superbike at the time and therefore naturally belonged on THE racetrack. It is a rarity that one comes across an OW 02 today (47 units were sold in Germany up to 2004). And if so, then (gulp …) the used price equals the new price …”

Data: water-cooled four-cylinder four-stroke in-line engine, 749 cm³, 101 kW (137 hp) at 13,200 rpm, weight 205 kg, tank capacity 24 liters, seat height 820 mm, top speed 278 km / h, acceleration 0-100 km / h in the 2nd , 8 sec, consumption (race track) 9.8 l / 100 km.

Price comparison of the selected used motorcycles

Motorcycles of the editor’s selection in Germany

The motorcycles selected by our editors are available for you in a direct price comparison on the used motorcycle exchange. We only had to cheat a bit with the Honda VT 500 C, Honda CRF 230 HM, the KTM LC4 400 and the Yamaha YZF-R7, because the exact models do not exist at the moment. Instead, we have chosen models that are as similar as possible. Some motorcycles can also be found on the Austrian motorcycle exchange: Motorcycles of the editor’s selection in Germany

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