Enduro comparison

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Enduro comparison

Off limits

Enduros allow motorcycle games without limits. Especially the class of super enduros, the best representatives of which are presented by MOTORRAD in comparison: BMW R 80 G / S, Honda XLV 750 R, Kawasaki KLAR 600, KTM 600 GS and Yamaha XT 600 Tenere.

The times have long been a thing of the past, as sizes such as 500 cubic centimeters of displacement, 35 horsepower and around three hundred pounds of live weight were considered the highest measure of all things in enduro construction. In the meantime, the technical revolution of the green wave has become independent in every respect. The upper class of the off-road vintage 1984 was split into two camps. Following the trend towards size, BMW has been offering the R 80 G / S since 1981, the largest toy mobile in this category to date. Not until the Bavarians were aware of the gaping gap in their otherwise all-encompassing model range, two-wheeled Goliath Honda, after a few unsuccessful attempts at walking, pushed the deliberately bellicose Paris-Dakar trim in 1983 XLV 750 R after. These two representatives, which are relatively heavyweight for enduro purposes because they are two-cylinder, interpret the dual purpose in their own way. Due to their design, they are comfortable motorhomes with a mild off-road surcharge.

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MOTORRAD presents a comparison of the super enduro class.

The KTM 600 GS and the XT 600 Tenere from Yamaha show a clear relationship to the sandpit racers who fight for rank and honor every year in the desert spectacle of the Paris-Dakar rally. Packed with around 30 liter gasoline containers, the stews have a range of up to 600 kilometers depending on the gas setting. The latest Kawasaki creation KLR 600 comes without a bag and pack, but with cooling water around the four-stroke cylinder. Your engine is undoubtedly the most complex construction of the five-man comparison. A balance shaft like the one installed in the engine housing of KTM and Yamaha was not enough for the Kawasaki makers to effectively dampen the vibrations of the 564 cm³ four-valve mono. Two chain-driven balancers calm the life of the Kawasaki engine. To make kickstart actions easy, an automatic decompression system on the right exhaust cam ensures a corresponding reduction in compression when pedaling. But if the starter is fully depressed, there is painful contact between the driver’s foot and the rest.

Engine and driving behavior

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The natural wonder: BMW R 80 G / S.

The XT600 also has a jump starter, which is activated by a kick starter using a Bowden cable. Muscular strength, on the other hand, is required when it comes to getting the KTM going. The engine also starts extremely poorly when it is hot. In any case, in the MOTORRAD operation, the KTM was the most pushed representative in the comparison test. Relief, however, comes with the start of BMW and Honda. A simple push of a button is all it takes to start the cars with an electric starter. The R 80 GIS masters this discipline both in a hot state and in sub-zero temperatures, while the XLV is clearly a problem with hypothermia. It only runs on a saucepan for a short time and takes despite the choke being pulled. only after a few minutes willingly turn on the gas. The wind-cooled 45-degree V-motor, which is derived from the water-cooled USA chopper and has two inlet and one outlet valves with service-friendly clearance compensation installed in each cylinder head, produces hardly any vibrations to compensate for this, thanks to offset crank pins. The BMW benefits from the boxer principle, which, due to its design, ensures proper mass balance. Their domain is also the beefy pulling power from idling speed, while the loudly rattling valve train at 6000 rpm warns you to change gears. The stews
from Kawasaki, KTM and Yamaha as well as the XLV, on the other hand, only release usable power from 2000 rpm. At this speed, the drives express their displeasure with unpleasant rumbling and jerking when accelerating. However, they feel at ease when they head for higher tours. Only the Tenere seems a bit sluggish in the upper speed range.

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Water doesn’t do any harm: Kawasaki KLR 600.

However, the forward thrust mobilized by the three single-cylinders is definitely enough to stand up to the Honda and BMW. For example, the KLR 600 completes the sprint from zero to 100 km / h in six seconds. Of course, the two two-cylinder engines are significantly faster in top speed. In comparison, the XLV deserves the Blue Ribbon of the fastest at 163 km / h. On winding country roads, however, the lower weight of the agile singles is noticeable. In particular, the obese, 220-kilogram Honda with a full tank of fuel has a hard time keeping on the heels of the competition. The tall V-engine drives the center of gravity upwards in a way that makes it difficult to handle, which is particularly noticeable on slow sections of the route. It is also important to accelerate 66 kilograms more weight than the Kawasaki. The Bayern product has it easier. The boxer nimbly whets around tight bends, can be willingly swiveled in the other direction from a full incline and remains calm even in bends quickly, provided that hybrid tires such as the Metzeler Enduro or the Michelin T 61 are on. Because alternatively offered rubber cleats offer too little contact area to guarantee sufficient grip when cornering.

Gears and brakes

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Like on rails: Yamaha XT 600 Tenere.

Nevertheless, BMW drivers should keep their gas hand in check. When accelerating suddenly, the card-driven hindquarters hardens in a flash, the rear of the vehicle lifts out over the entire negative suspension travel and causes unrest in the chassis when cornering. The XLV, which is also driven by a cardan shaft, masters this exercise significantly better, but not without reaction. The long swing arm makes it possible. In addition, both Mammut enduros can only manage straight-line stability at high speeds with little confidence. The XLV can, for example, be permanently disturbed by longitudinal joints in the roadway, and the Bayern Boxer also drives serpentine lines if the handlebars are not handled extremely sensitively. These bad habits, on the other hand, are completely alien to stews, which are consistently ten km / h slower. They are also not built for strolling along dead straight streets. Their qualities are revealed, hearty robberies are the order of the day on country roads. Here again, the Kawasaki Technokrad has the edge. With a nominal 42 hp, it is the weakest of the single-cylinder applicants, but in practice it turns out to be a brisk sprinter, puts KTM and Yamaha in the shade in terms of pulling power and also runs at almost 150 kilometers per hour. The KTM is hardly in worse shape. Its drive, however, is a bit more rev-friendly, while the strength of the XT 600 is the pleasantly even power development. Of course, the big mono run a little rougher than the two-cylinder from BMW and Honda, but the one-pot chauffeurs are largely spared from tingling fingertips. There are hardly any differences between the control centers of Kawasaki, KTM and Yamaha. All of them can be operated a bit hard but precisely over sufficiently short distances and still do their job without complaint if the clutch is not used.

Above all peaks: KTM 600 GS.

The switch boxes of the BMW R80 G / S and Honda XLV, on the other hand, only work properly if they are operated precisely and sensitively. Careless or overly hectic gear changes, on the other hand, are acknowledged with sticking or even jumping gears. In addition, the five-a-way box signals the XLV acoustically when a pair of gears has found each other. A dark chapter also opens up when it comes to bringing the 163 km / h fast Honda XLV to a standstill. The disc brake in the 21-inch front wheel does not provide enough deceleration, no matter how forceful it is. In addition, the somewhat long hydraulic hose expands considerably, which means that the exact pressure point on the operating lever is lost. If, in desperation, the XLV handlebars increasingly fall back on the stopper in the rear wheel, another disappointment awaits them. The lack of controllability does not slow down the drum in the initial phase, but then suddenly grabs and blocks the wheel highly praised anti-hopping clutch to rear wheel stamps. The Bayern boxer, on the other hand, gets top marks when evaluating the brakes. It is more of a struggle with its unstable fork clamp. When the Brembo system is used precisely, the bars twist, the handlebars pull to the left, the pilot on the other hand. Even the Kawasaki driver has to get used to hard gripping if the front brake is to slow down sufficiently.

Conclusion

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Tank at lofty heights: Honda XLV 750 R.

This results in the following allocation: Those who mostly romp around in the terrain are well served with the KTM 600 GS. With its long suspension travel, only it can withstand the rigors of off-road use in the long term. The Kawasaki KLR 600 and the Yamaha XT 600 Tenere are considered to be fast-paced curve whetters with a free adventure. The touring suitability, combined with good handling properties and ease of maintenance speak in favor of the BMW R 80 G / S.

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Modern Pentathlon: Comparative Candidates in Action.

The XLV 750 R from Honda, however, turns out to be a blender. It is too overweight and unwieldy for the terrain, and it lacks the necessary storage space for touring because the jagged tank forbids you to take a backpack with you. With its impressive presentation, it fits best in front of a busy street cafe in summer. Because there it does not leave its competitors the slightest chance.

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