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Alpine Masters 2012: Travel Enduros

The big travel enduro test in the Alps

In the mountains, universal travel enduros are a force and traditionally take the most points. Four very different motorcycles compete in a strong head-to-head race at the Alpen Masters for that crucial bit of lead.

Alpine Masters 2012: Travel Enduros

S.Gravel paths on the ridge, fast passages down in the valley or steep serpentines up to the next summit – it doesn’t matter, just bring it on, these motorcycles take it all and more under their wheels. You can even get to the adventure playground in the Alps with ease, because the lush dimensions provide plenty of space and the well-cut cladding provides proper protection from wind and weather. It was no coincidence that the MOTORRAD test crew started an eager scramble for the four travel enduros on the way to the Alpine Masters.

Two of them, the Triumph Tiger Explorer and Honda’s Crosstourer, are brand new, the Moto Guzzi Stelvio and the Suzuki V-Strom redesigned. The first version of the latter was already romping about in the large comparison test in the mountains, with resounding success: in 2005 and 2006, it conquered the crown of the Alpine Queen. Anyone who swings in their saddle will immediately discover the reasons today. Despite the revised engine and more pleasing appearance, it has remained the same – in a positive sense: Everything fits with it, for every driver. At 232 kilograms, it is by far the lightest machine in the enduro field and whirls over every pass like a fresh gust of wind. No other swings through curves and bends as carefree as she does, and she rewards you with precise feedback. This creates trust, as does the fact that people who are around 1.80 meters or more can reach a secure base with both feet, which is a great advantage, especially when fully loaded on holiday. In terms of driving behavior, the Suzuki is still just ahead.

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Performance of the travel enduro.

Your engine, on the other hand, with measured 71 hp, is considered to be more sleepy in this environment than the other three motorcycles
bring it to 106 to 131 horsepower. It’s unfair, you might say, because how could a 650 compete with a mighty 1200? But a winner like the Suzuki doesn’t shy away from any challenge. As expected, it has no chance with acceleration and torque, but scores with the best responsiveness, its smooth clutch and the precise, well-stepped transmission and at least keeps the Moto Guzzi Stelvio in check. It is carved from a completely different cloth. Big, heavy and not nearly as efficient as the V-Strom, but a mountain guide of the solid kind. It has a lot of character anyway, which is mainly due to the powerful two-cylinder with its 1151 cm³, even if it earns the fewest points in comparison.

Instead, it accompanies every ascent and descent, snorting and grumbling happily and so clearly lively that test values ​​are forgotten. The Guzzi can keep up with the other two 1200s thanks to the latest modernization of the drive, and uphill with a pillion it even lets the Crosstourer stand up – in the Alps a strong start guarantees a strong performance. Equipped with traction control, which is rarely used, the Stelvio has a modern, stable chassis with good feedback and comfortable coordination. However, she cannot be called light-footed. It takes strength and concentration to maneuver them over narrow serpentine stretches.

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The four travel enduros of the 2012 Alpine Masters: Honda Crosstourer DCT, Moto Guzzi Stelvio 1200 8V, Suzuki V-Strom 650, Triumph Tiger Explorer.

The Crosstourer from Honda weighs even more than the Guzzi, namely 295 kilograms, but feels significantly lighter in the meandering curves. A special feature of the motorcycle is the dual-clutch transmission with fully automatic, whose behavior in the mountains the whole test crew watched eagerly. But how could it be otherwise at Honda: Everything works like clockwork. In no time at all, you get used to letting the motorcycle choose the right gear on bends and turns. The only exception are very narrow, slow serpentines: Since the automatic shifts steadfastly into first gear below 20 km / h, it happens that the Crosstourer makes an unexpected leap forward when the driver, just in second gear, is exactly in accelerates again this moment.

But Honda has also taken precautions for these cases, because the automatic system can be deactivated; then you navigate through the dual clutch gearbox using the hand switch or, as usual, using the foot pedal. The robust four-cylinder engine has the fullest torque of the group with measured 118 Newton meters and delivers its power very evenly. That sounds unspectacular, but is not to be despised, especially in the mountains, as it makes the Honda extremely predictable even in difficult hairpin bends. But she can also do something different than rational: as so on as you give her a little leash, she falls like a dead man
Whirlwind up and away. However, the consumption of 6.3 liters causes raised eyebrows – it probably carries a lot of weight with it.

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The travel enduros are a force in the mountains and traditionally get the most points.

This also applies to the Triumph with its 271 kilograms. The British built it aggressively as a clone of the BMW GS, but generously overlooked the fact that the Munich-based woman weighs 50 pounds less. Anyway, the additional weight is noticeable while standing, but hardly noticeable in the pass slalom, where Triumph diligently emulates its successful role model from Bavaria and earns a lot of praise for its stability and precise turning. In addition, its engine masters everything that makes the mountain tour an unforgettable experience, a tad better than the three competitors, delivers by far the best values ​​for acceleration and torque and develops its measured 131 PS harmoniously, but with impressive agility and a lot of flavor.

Uphill, she literally chases past her rivals, that’s how much pressure the somewhat shirt-sleeved three-cylinder develops from below. The Explorer only gets out of hand when going downhill: Thanks to the very conservative ABS, the Brit needs 30 meters to decelerate from 75 to 25 km / h. A negative record at this year’s Alpine Masters. But a small mistake is forgivable, otherwise the overall English package is completely convincing and wins – even though there are no mountains worth mentioning on the island.

Conclusion: Winner Triumph Tiger Explorer
GS clone or GS clone: ​​The Triumph turns out to be a true mountain fanatic and outperforms the rivals in the hotly contested group of travel enduros. So she moves into the final, which promises the greatest excitement, because there she has to compete with the previous year’s winner – none other than the BMW R 1200 GS.

Honda Crosstourer DCT

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Honda Crosstourer DCT: The Honda is brand new and is therefore taking part in the big test in the Alps for the first time.

Data
Four-cylinder, 1237 cm³, 129 hp, 126 Nm, 295 kg, 184 kg payload, ABS, 13,490 euros / 16,772 euros *

Readings
Test consumption passes: 6.3 l / 100 km
Theor. Range of passes: 339 km
Passage 50-100 km / h at 2700 m above sea level NN: 9.1 s
Drag in 2nd gear 25-75 km / h: 7.5 s
Braking distance downhill: 27.5 m

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The perfectly functioning fully automatic system increases driving comfort enormously and leaves more time for the important things in the mountains such as studying the ideal line. Soon you won’t want to miss her anymore, she does her job so perfectly. Nevertheless, it is nice that you can switch them manually in extreme situations.

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A full 295 kilograms is a lot, and when maneuvering on steep or uneven terrain, the many pounds are uncomfortably noticeable. Isn’t that easier??

* Incl. Double clutch transmission (1000 euros), suitcase and top case set (1780 euros), heated grips (274 euros) and main stand (228 euros)

Moto Guzzi Stelvio 1200 8V

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Moto Guzzi Stelvio 1200 8V: Big, heavy and not nearly as efficient as the V-Strom, for example, but a mountain guide of the solid kind.

Data
Two-cylinder, 1151 cm³, 105 PS, 113 Nm, 282 kg, payload 193 kg, ABS, traction control, 14,290 euros / 15,004 euros *

Readings
Test consumption passes: 5.8 l / 100 km
Theor. Range of passes: 549 km
Passage 50-100 km / h at 2700 m above sea level NN: 9.6 s
Drive in 2nd gear 25-75 km / h: 5.7 s
Braking distance downhill: 28.1 m

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The trembling V2 engine still causes a tickle like no other. The Stelvio should actually win the comfort rating, because the driver and co-driver are as comfortable as nowhere else on it, but the thrilling, but not really smooth-running drive outsmarts it.

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So powerful and heavy that you have to work hard in tight bends despite the stable chassis. Not for weak guys.

* Incl. Case set (714 euros)

Suzuki V-Strom 650

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Suzuki V-Strom 650: Despite the revised engine and more pleasing appearance, it has remained the same – in a positive sense: Everything fits with it, for every driver.

Data
Two-cylinder, 645 cm³, 69 HP, 60 Nm, 232 kg, load 183 kg, ABS, 8390 euros / 9213 euros *

Readings
Test consumption passes: 4.4 l / 100 km
Theor. Range of passes: 452 km
Passage 50-100 km / h at 2700 m above sea level NN: 11.5 s
Thrust in 2nd gear 25-75 km / h: 6.9 s
Braking distance downhill: 28.5 m

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If it were all about efficiency, the Suzuki would be right at the front because it costs significantly less than its competitors and gets the most out of the well-coordinated chassis and its 650 twin-cylinder, which is also proven by the low consumption. It is also the lightest and lowest, and therefore easiest to handle in the mountains.

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The V-Strom 650 does not arouse great emotions, it lacks a bit of liveliness. Even optically, it remains too good despite the revision.

* Incl. Luggage set and luggage rack (823 euros)

Triumph Tiger Explorer (winner)

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Triumph Tiger Explorer: GS clone or GS clone: ​​The Triumph turns out to be a true mountain fanatic and outperforms its rivals. This means that she will make it into the final as the winner of the travel enduro.

Data
Three-cylinder, 1215 cm³, 137 hp, 121 Nm, 271 kg, payload 210 kg, ABS, traction control, 13,790 euros / 14,114 euros *

Readings
Test consumption passes: 5.3 l / 100 km
Theor. Range of passes: 380 km
Passage 50-100 km / h at 2700 m above sea level NN: 7.8 s
Pulling speed in 2nd gear 25-75 km / h: 4.7 s
Braking distance downhill: 30.0 m

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The grandiose running three-cylinder with its aggressive undertones gives the triumph an extra kick even in the mountains. Above all, this engine ensures the highest alpine performance. And the tourist qualities also enable fatigue-free driving in the mountains.

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Not quite as heavy as the two 1200s from Honda and Moto Guzzi, but still a big chunk. Watch out when braking downhill, because the Explorer allows itself an extra parameter.

* Incl. Aluminum oil pan protection (219 euros) and handle protectors (105 euros)

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