Enduro comparison test

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Enduro comparison test, BMW F 650 GS Dakar, KTM 640 LC 4, MZ Baghira Enduro, Yamaha XT 660 R

Forest spirits meeting

Ace fast as an arrow on winding country roads, good-natured travel partners, fully suitable for everyday and off-road use? great announcement. But what can the good spirits of the two-wheeler guild actually do??

They still exist. For example at BMW, KTM, MZ and recently also at Yamaha again. Motorcycles made from real shot and grain. The single-cylinder
The F 650 GS Dakar, 640 LC4 Enduro, Baghira Enduro and XT 660 R are intended to close the gap between competition bikes and weighty travel enduros with all kinds of gimmicks. MOTORRAD took a close look at the opponents.

Travel instead of lawn
This is where the low-vibration BMW F 650 Dakar goes with its sofa-like seating comfort and dresser knee angle for both
Driver and passenger clearly in the lead.
In addition, the barely visible holder for two suitcases with variable capacities is exemplary. Two-stage heated grips and hand guards prevent the car from cooling down; the injector does not have to go to the fuel pump until after almost 500 kilometers. An easily accessible, adjustable by hand wheel
The spring base allows quick adjustment to the load, and a small windshield protects the driver from the wind. However, this is only partially successful. Smaller ones
For F 650 pilots, the turbulent wind drums against their helmets, larger ones on their chests. Unpleasant.
Such turbulence does not occur with the other machines, but their pilots almost use the airstream
unprotected. Especially the extremely narrow KTM. It marks the other in our quartet
End of the flagpole. Orientates itself
the BMW with its 203 kilograms is closer to fat travel enduros, the spartan LC4 with its friendly 157 kilograms
tea sport enduros. Spartan under travel aspects, mind you. The narrow, hard bench is awesome for off-road freaks who drive almost only standing up anyway, normal people, the 200 kilometers at a time
intend to unwind, plagues the very bottom. This problem could be solved if necessary
yes still eliminate. Sheepskin, pillows and such. The vibrations the engine gives off, however, shocks the toughest. At travel speeds over 120 km / h in the last gear, i.e. 5000 rpm, the driving vibrator always wants to shake hands off the handlebars. Top speed, around 160 km / h at 7500 rpm, creates legitimate suspicion as to whether the advertised balance shaft is actually installed.
Traveling on the Baghira and the XT is also spartan but enjoyable. The MZler sits enthroned at a lofty 93 centimeters high, punching the largest hole in the wall of the airstream. Both models offer a comfortable seating position, the bench of the MZ is wider and softer,
so soft that a hollow forms after a short time. Yamaha and MZ offer small luggage racks for around 130 euros. But even without it you can do it all
Fasten four medium-sized luggage rolls to a certain extent, provided that you do without the passenger.

Motor magic
None of the comparison field is as greedy on the gas as the low-inertia, shorts-stroke KTM. She won the sprint from zero to 140 km / h 1.7 seconds behind the following BMW. The carburettor-equipped LC4 with 2.96 kg / hp also has the best power-to-weight ratio. Numbers that do little justice to the animal under the bench
will. Even in second gear, the Austrian raises the front wheel towards the sky when the throttle slide is suddenly opened. And their ease of turning inspires. The hydraulically operated clutch is extremely easy to dose. Together with the
hard but precisely locking gears and
short switching paths result in a
compact power pack that flirts with the most combative experience value.
The Yamaha follows right behind. Although the BMW turns in relation to the XT
The upper speed range is freer and takes a couple of tenths off when you accelerate, but the Yamaha counters
with better torque values. The technicians have given their new, fuel-injected engine a powerful steam hammer feeling. Sure, the old Yamaha 660 engine, which deserves its mercy in the Baghira, also has steam in the middle. The difference is the vibrancy. Thanks to its low oscillating masses, the XT engine reacts spontaneously, hangs agile on the accelerator and balances the richest torque to the rear wheel over the entire speed range through successful coordination and clever engine management. The vibrations are moderate, never annoying, the circuit is very precise and smooth.
Soft. The keyword for the BMW. Because double ignition, G-Kat and the new one
The BMS-C II engine control enables the F 650 Dakar to have the lowest pollutant emissions and the lowest consumption
with respectable performance, have from the
Macho of yore but a softie
made. Rinsed completely soft. Apparently stuffed with cotton wool. In a silent-
cast block. Exhausted gasps escape through the tiny tube of the
huge stainless steel silencer. If it weren’t for the embarrassingly high-frequency ones
Vibrations, you would hardly notice that the single cylinder is running. How good that you still have to change gears. The hooked one,
a little hard operation is almost the last sign of life of the F 650. The MZ behaves quite differently, but still lifeless-
Drive. He acts tough. Lethargic. Instead, it vibrates and hammers according to the old fathers custom and brings everyone to the primal feeling
enduresque tractors, the XT 500, the closest. With his restrained
The drive presented in 1991 in the Yamaha XTZ 660 and not further developed, however, clearly lags behind the competition in terms of spontaneity as well as power and torque development.

The perfect day
Let’s call it section one. Alternating curves, then a small pass. Tarred,
narrow, steep incline, 260 degree bends. Tea
All downhill on the other side.
The BMW swings casually through curves. Requires some effort. 203
Kilograms want to be balanced. The first turn hisses at them like an arrow. Into the go. The ABS-equipped bike brakes perfectly on the ideal line. The foot brake lever pulsates, the fork responds sensitively, you can surf the radius with precision. When driving uphill, the relaxed, inactive seating position makes the driver off the front wheel
seems decoupled, especially attracts attention. Although there is no lack of confidence in the front wheel, clear feedback would be desirable. The fork of the Dakar could use more cushioning downhill.
Finally gravel. Section two. Initial braking attempts with ABS show that if you are not on the last furrow here, you can leave the braking aid switched on. Months of rain and snow are the size of buckets and buckets
Leave holes in the surface.
The chassis of the BMW takes it easy. The soft, good-natured basic set-up
in conjunction with 210 millimeters of spring travel, almost everything can be accommodated. The Dakar swings up only slightly, and wedges out the roughest holes. Section three. Soft, slippery soil, scree, driveways and driveways. The Bavarian Adventure Express, the only one through one
Aluminum engine guards and hand protectors prepared for such escapades, pushes over the front wheel and is difficult to keep on course due to the weight. What you miss at the GS Dakar: a narrow bench to exercise around and a direct feeling for the front wheel.
The KTM offers both. Alternating curves? Ridiculous. The flyweight whistles through in motocross fashion, can be folded over the wide handlebars as if it were a mountain bike. In the case of two-person operation, the load is in front
but much too light, the steering behavior suffers. The first turn. The front double-piston floating caliper grips precisely and effectively. Crisp. The LC4 neither twists, nor does it rock or dive excessively at the forehead. Their suspension travel is 275 millimeters at the front and 300 at the rear
extremely tightly coordinated. Smaller bumps are simply ignored by the spring elements and passed on to the driver.
Then the pass. Both up and down with the ultra-heavy motor,
the effective brakes, the direct seating position, the crystal-clear feedback from the front wheel and the stiff chassis
Experience similar to riding a roller coaster. The aggressive engine is on gravel
Capable of drifting the LC4 through the curve with a targeted thrust of gas at any time, but the very hard basic set-up of the fully adjustable spring elements spoils enjoyable gravel hikes. Especially when the surface, as described, resembles a Swiss cheese. Only those who are extremely fast, practically driving rallies, could enjoy the suspension set-up. But would also complain about the insensitive responsiveness.
Section three, on the other hand, is KTM country. The active seating position is particularly pleasing. It would be desirable to have more flywheel mass so that you do not have to constantly rely on clutch assistance in difficult passages, and a handlebar riser to optimize driving while standing. Also annoying: the small steering angle and the poisonous rear brake. Ultimately, the following applies: a softer set-up is beneficial for less experienced pilots. The MZ can come up with that. Each
280 millimeters cause unrest in the chassis on alternating curves and bumps. But also the stiff steering behavior
at low speeds does not help to find the ideal line. Especially when braking downhill, the front nods sharply, precise turning is hardly possible, the rear wheel often loses contact with the ground. The stoppers act rather cautiously and require a relatively large amount of effort. Section two, the gravel Dorado, is chosen
the MZ, on the other hand, became the enduro hiking winner. On the chassis side, the Saxon irons everything smoothly, even rough blows when braking through potholes. When things get harder, short-legged people have problems. 93 centimeters seat height in
Connection with the broad bank and
a high center of gravity ?? that helps
just pray you don’t stumble In
The Baghira scored plus points on the slow cross-country passage thanks to its good-natured engine and the softly tuned chassis.
Last but not least, the newcomer to Yamaha burns through the area. The very tightly tuned XT is the handiest of them all and drives extremely precisely through the alternating curves. Braking requires a little more effort and is therefore not so easy to dose. Triumph your trump cards
on winding mountain roads. Ratz, fatz, the XT pierces the tightest radii and
accelerates due to its massive torque even at the lowest revs. Only the gravel with its many attacks on the ground reveals the main weakness: the shock absorber with its 200 millimeter travel is damped far too hard. Like on the KTM perks up the pilot
battered, sometimes even wedges the rear end. Although the second heaviest of the comparison at 189 kilograms is the
XT is easiest to move in easy terrain. The feeling for the front wheel is great, the engine shows off with cellar pressure and reacts spontaneously to gas commands.
The narrow bench enables light gymnastics, the seat height is moderate at 87 centimeters. However, generous engine protection is urgently recommended.

So what?
The XT wins the trophy as a successful newcomer, the BMW wins on points. By the way, it would be that even without ABS. Because the Dakar is balanced. Almost everywhere at the forefront. And that’s ultimately what Enduro is all about.

Enduro comparison test

Forest spirits meeting

Technical data: BMW F 650 GS Dakar

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead,
chain driven camshaft, four valves,
Bucket tappet, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 400 W alternator, 12 V / 12 Ah battery, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 100.0 x 83.0 mm

Displacement 652 cm3

Compression ratio 11.5: 1

Rated output 37 kW (50 PS) at 6500 rpm

Max. Torque 60 Nm at 4800 rpm
Pollutant values ​​(homologation) g / km
CO 0.364 / HC 0.072 / NOx 0.018

landing gear
Bridge frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, Ø 300 mm, double-piston floating caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.

Spoked wheels with aluminum rims
1.60 x 21; 3.00 x 17

Tires 90/90 – 21; 130/80 – 17

Tires in the Michelin Sirac test
mass and weight
Wheelbase 1489 mm, steering head angle 60.8 degrees, caster 123 mm, spring travel f / h 210 /
210 mm, seat height * 890 mm, weight with a full tank * 203 kg, payload * 177 kg, tank capacity / reserve 17.3 / 4.5 liters.

Two year guarantee

Service intervals every 10000 km

Colors blue / white

Power variant 25 kW (34 PS)

Price 7800 euros

Price test motorcycle ** 8,570 euros

Additional costs 140 euros

Technical data: KTM 640 LC4 Enduro

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 40 mm, secondary air system, electric and kick starter, alternator 200 W, battery 12 V / 8 Ah, hydraulically operated multi-disc Oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 101.0 x 78.0 mm

Cubic capacity 625 cm3

Compression ratio 11.5: 1

Rated output 40 kW (54 PS) at 7000 rpm

Max. Torque 55 Nm at 5500 rpm

Pollutant values ​​(homologation) in g / km
CO 0.830 / HC 0.250 / NOx 0.160

landing gear
Single-loop frame made of steel, split beams, bolted rear frame, upside-down fork, Ø 48 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever-
system, adjustable spring base, pull and
Compression damping, front disc brake,
Ø 300 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Spoked wheels with aluminum rims
1.60 x 21; 2.50 x 18
Tires 90/90 – 21; 130/80 – 18
Bridgestone TW 301/302 tires tested

mass and weight
Wheelbase 1510 mm, steering head angle 62 degrees, caster 128 mm, suspension travel f / h 275/300 mm, seat height * 900 mm, weight with a full tank * 157 kg, payload * 193 kg, tank capacity / reserve 12 / 2.5 liters.

Two year guarantee
Service intervals every 5000 km
Color orange
Price 7550 euros
Additional costs 200 euros

Technical data: MZ Baghira Enduro

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, five valves, rocker arm, dry sump lubrication, register carburetor, Ø 26/35 mm, alternator 343 W, battery 12 V / 9 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring Chain.

Boron x stroke 100.0 x 84.0 mm

Cubic capacity 660 cm3

Compression ratio 9.2: 1

Rated output 37 kW (50 PS) at 6500 rpm

Max. Torque 57 Nm at 5250 rpm
Pollutant values ​​(homologation) in g / km
CO 2.530 / HC 0.390 / NOx 0.020

landing gear
Single-loop frame made of steel, split beams, telescopic fork Ø 45 mm, adjustable rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, 282 mm diameter, double-piston floating caliper, rear disc brake, 246 mm diameter, single piston -Swimming saddle.
Spoked wheels with aluminum rims
1.85 x 21; 2.50 x 18
Tires 90/90 – 21; 120/80 – 18
Tires in the test Heidenau Enduro K 60

mass and weight
Wheelbase 1530 mm, steering head angle 62 degrees, caster 130 mm, suspension travel f / h 280/280 mm, seat height * 930 mm, weight with a full tank * 176 kg, load * 184 kg, tank capacity / reserve 12 / 2.5 liters.

Two year guarantee

Service intervals every 6000 km

Colors yellow, green, black

Price 6390 euros

Additional costs around 135 euros

Technical data: Yamaha XT 660 R

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, rocker arms, dry sump lubrication, injection, Ø 44 mm, uncontrolled catalytic converter with secondary air system, alternator 291 W, battery 12 V / 8 Ah, mechanically operated multi-plate oil bath clutch, five-speed gearbox, O Ring chain.

Bore x stroke 100.0 x 84.0 mm

Cubic capacity 660 cm3

Compression ratio 10.0: 1

Rated output 35 kW (48 PS) at 6000 rpm

Max. Torque 58 Nm at 5250 rpm

Pollutant values ​​(homologation) g / km
CO 1.280 / HC 0.221 / NOx 0.110

landing gear
Single-loop frame made of steel, telescopic fork, Ø 43 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable
Spring base, front disc brake, Ø 298 mm, double-piston floating caliper, rear disc brake, Ø 245 mm, single-piston floating caliper.

Spoked wheels with aluminum rims
1.85 x 21; 2.75 x 17

Tires 90/90 – 21; 130/80 – 17

Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1505 mm, steering head angle 62.75 degrees, caster 107 mm, suspension travel f / h 225/200 mm, seat height * 870 mm, weight with a full tank * 189 kg, payload * 178 kg, tank capacity / reserve 15 / 3.5 liters

Two year guarantee

Service intervals every 10000 km

Colors blue, black

Price 6210 euros

Additional costs 140 euros

Scoring: drive

The Yamaha shines with a perfect cold startver-
hold. Without choke fumbling, not overly revving,
Also exemplary when hot. There are deductions for the stiff clutch of the MZ and the KTM, which has a utopian 193 km / h. Despite the same number of points differ
the XT and GS in performance. The XT comes out of the basement more powerful, responds spontaneously, but doesn’t turn as freely as the GS. The shifting paths of the KTM are short and
exactly, that of the XT exactly, as soft as butter, but with diffuse feedback ?? almost a disadvantage in the field.

Scoring: chassis

Only those who are extremely sporty
can use the potential of the LC4 spring elements. The slightly poorer straight-line stability of the MZ is due to the softer chassis setting in connection with the surface exposed to wind
attributed to the high seating position, with the KTM you almost vibrate from the seat. Although the XT weighs 32 kilograms more than the KTM, it looks more manageable.

Scoring: Security

Easy to dose and with two fingers
The KTM front brake can be operated while the
Rear brake is extremely toxic and after the all or-
nothing principle works. Just prove to be mediocre
the MZ stoppers. The anterior plant is not as effective as
that of the competition, it competes under high pressure
Fading and requires a little more effort. Avg
extreme immersion during braking makes the MZ unstable,
the XT twists easily. To the view: The mirrors of the KTM
draw due to vibration only when the engine is switched off
a recognizable image.

Scoring: everyday life

Adjustable hand levers, an additional kick starter such as the one offered by KTM, hand protectors, engine protection or even heated grips à la BMW are just as in vain with the XT 660 R as the possibility to adjust the chassis sensibly. The high payload of 193 kilograms on the KTM is commendable, the lean 177 of the BMW deserves criticism.

Scoring: comfort

The abbreviation GS could also stand for a good sofa.
The passenger finds the same level of comfort. Nobody from Munich is fooling them. However, the inactive sitting position takes revenge on the terrain due to a lack of feeling for the front wheel. With its pithy vibrations, the single of the “only real hard enduro” (advertising text KTM) still collects three points.

Scoring: costs / environment

Everything works fine
the MZ, but if you look closely you can see crude detailed solutions such as the seat lock or a paintwork in a hammered design. High inspection costs move the
Baghira moreover in an unfavorable light. The XT is waiting
on the other hand, with the lowest inspection costs and collects points in the price-performance ratio thanks to its low cost price of 6210 euros. The extremely low pollutant emissions of the F 650 remain unsurpassed.

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