Enduro innovations model year 2017

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Enduros in model year 2017

Small, medium, large and touring enduros

In addition to the new super athletes like a Fireblade or GSX-R 1000, the enduro segment is growing. We classify the new enduros and compare their qualities.

BMW and the GS: When it came to the topic of enduro, these two letter combinations were required in the first few sentences of every discussion. Today this is no longer necessarily the case, as a number of brands are now poaching in the BMW fields. For example, who would have thought ten years ago that D.ucati builds large travel enduro bikes? And who would have attributed it to the off-road manufacturer KTM to make life difficult for even the thickest BMW with a 1300 V2 large tank travel enduro?

Enduros in model year 2017

Small, medium, large and touring enduros

Driveability, weight, off-road suitability

At the other end of the displacement and weight scale, however, less is happening. Yes, you can even say that manufacturers are now focusing more on drivability, weight and off-road suitability. The Ducati Multistrada 950 is such a motorcycle or the KTM Adventure 1090. This trend was triggered by the best-selling Honda Africa Twin. Despite its “only” 95 hp and despite its 21-inch front wheel, the chic Honda climbed to the top in the registration statistics worldwide. Whether the new BMW R 1200 GS rally, with its significantly sportier touch, is an answer to the success of the Honda?

In any case, BMW and GS have to stretch slowly. The boxer is still in good shape. In terms of the middle class, however, the F 800 models no longer win a flower pot. In those areas where around 1000 cc and 100 hp are now in demand, something urgently needs to be done at BMW. So that BMW and GS also appear in the second sentence at the latest when it comes to Enduro in the future.

300 class enduro bikes

It’s a shame that Yamaha withdrew the really well-made 250cc Enduro WR from the market. It enjoyed a steady fan base, was fully off-road and so held the flag of the small, sporty off-roaders high. So the KTM Freeride alone will save itself in the 2017 season, which has a special position with its single-cylinder derived from the sport enduros. The freeride is the only motorcycle that weighs less than 100 kilograms. This fantastic piece of sports equipment, which is also suitable for the smallest of trails with the quiet engine, is of course not a mass-produced motorcycle. Tiny tank, large seat height, one-man approval – a classic third-party bike for the connoisseur.

The new BMW G 310 GS presents itself completely differently. A full-fledged street motorcycle, fully suitable for two people, with 34 HP also sufficiently powerful and, thanks to the large bench, also suitable for holiday tours. Sufficiently long spring travel and a well-cut fairing also help. Technically, the BMW goes its own way with its inverted four-valve engine that exhausts to the rear and sucks in at the front. The cylinder was tilted backwards instead of protruding slightly forwards as usual. With this unconventional design, BMW promised a favorable center of gravity. With a live weight of 170 kilograms, this will not be so decisive in the war. More like when the BMW will hit the market. The road offshoot G 310 R was initially slowed down by technical problems.

Hopefully, such problems are not to be expected with Honda’s newest entry-level enduro. The CRF 250, which is available as a standard version as well as an attractive rally version, is based on proven technology. Honda has been offering the CRF 250 L since 2012, which has now had to be retuned due to the Euro 4 rules. The Honda technicians ensured more power and torque through gentle engine tuning. The single cylinder now comes up with 25 hp, which should have an easy time with the 146 kilogram basic version or the long-legged 152 kilo rally. Special extra: The ABS, which is now mandatory for this class, can be switched off on the Honda for the rear wheel. Very useful for off-road use.

Suzuki

Suzuki V-Strom 250

Suzuki also builds a motorcycle to be taken seriously. With the two-cylinder V-Strom 250, Suzuki rounds off the enduro range at the bottom. In fact, the entry-level enduro by no means looks slim next to its big sisters, the V-Strom 650 or V-Strom 1000. And thanks to the powerful 17-liter tank, it can take on the title of range queen. The 250 should come up to 500 kilometers on one tank of fuel. The friction-optimized two-cylinder, whose 25 hp is standard for the quarter-liter fraction, also helps. The engine looks simple in its construction, but exudes great robustness. Thanks to Bosch ABS, an optional case system and even a twelve-volt socket, the Suzuki becomes a fully-fledged tourer.

The latest innovation in the enduro entry-level class wants to get going. The lively two-cylinder of the Kawasaki Versys-X 300 comes from the road racer Ninja 300, has around 37 hp and thus sets the record. With its typical brand design, the small Kawa fits seamlessly into the range. There is still too little data available, but at least two equipment lines have been announced: an urban version with a top case and main stand and an adventure version with 17 liter suitcases.

The new 300 class is therefore colorfully mixed and excitingly presented. And Yamaha will soon want to have a say. With the MT-03 you already have a technical basis. And KTM is working on a 390 Adventure.

Middle class enduro bikes

From now on we should actually call the enduro middle class the Africa Twin class. The pretty Honda didn’t just hit the MOTORRAD editorial team. It is also the best-selling Honda in Germany in 2016. Almost everything is just right with her. Appearance, concept, processing and of course the glorious past.

Ducati

Ducati Multistrada 950

A fact that, for example, still slows Ducati a bit. Despite five years of Multistrada, the Italians are not necessarily trusted to build great travel enduros. But the Ducati Multistrada 950 is one. Stronger and livelier than the Honda Africa Twin, even more neutral and at least as comfortable. KTM wants to score with even more performance. And puts the 1090 Adventure in the showrooms with a whopping 125 hp. It can also be assumed that it is a good compromise between a powerful engine and neutral handling. The V2 is fully developed, and when it comes to the chassis, the KTM doesn’t have to fear anyone.

Suzuki, on the other hand, is having a hard time in this class. Although the V-Strom 1000 is positioned similarly to the Honda. With a dash of DR Big-Heritage in terms of design, the update was successful, and the spoked wheel version looks even more coherent.

BMW has to do something. The F 800 series now looks a bit toothless. With the 900 engine from the former Husqvarna Nuda, the Munich-based company has a great engine on the shelf. All around a fine motorcycle built à la Honda, and everything would be fine again. But it will take some time until then, and you have to be satisfied with the rock solid F models.

Triumph with the unique Tiger 800 could also use a little more displacement. The 95 hp at the top are sufficient. With six versions on offer, the British offer something for everyone.

Big enduros

Despite the two-stage revision of the BMW R 1200 GS models (drivetrain autumn 2016, optics and new models for 2017), challenger KTM is making the biggest difference in the large class. The new top models Adventure 1290 S and 1290 R are not only powered by the most powerful Enduro V2 of all time, they have also been visually striking and very successfully redesigned. In addition to the road version S, which shines with a semi-active chassis, the R should be fully off-road thanks to special driving programs despite the immense engine power.

Both versions are equipped with the latest Bosch electronics, the sensor-controlled stability program called MSP. This not only allows ABS braking and traction control suitable for bends, but is now also networked with the main headlight, which illuminates the bends depending on the lean angle.

Yamaha

Yamaha XT 1200 ZE Super Tenere

The Ducati Multistrada 1200 is similarly well equipped, which is almost as powerful, but not quite as bearish as the KTM. But it looks very noble in terms of design and workmanship.

The two cardan enduros from Yamaha and Triumph were developed more for travel enthusiasts. The XT 1200 ZE Super Tenere with its indestructible in-line twin cylinder not only passed the MOTORCYCLE endurance test with confidence, but also offers the greatest comfort in this class. And even with the somewhat heavier Tiger Explorer, the strength lies in calm. Despite a good 130 hp, the three-cylinder Briton is comfortable and never stressed.

The BMW R 1200 GS with its 125 PS boxer and cardan drive is somewhere between all extremes. In terms of performance behind KTM and Co., in terms of weight below Triumph and Yamaha. Perhaps that is exactly the reason for her leading position for many years.

How many inches does the front wheel need?

The trend is towards the 21-inch device again. Or maybe 19? However, in the enduro world there is a great variety in front wheel sizes. A lot has changed, especially with the successful Honda.

Three or four years ago it was clear. A maximum of one 19-inch model is allowed between the fork tubes on an Enduro. Tea thin 21-inch front wheels looked somehow unsporting and even almost out of place in the thick ships like a KTM 1190 Adventure. They wanted to use the sports tires of the 17-inch street racers, at MOTORRAD this species is called crossover bikes. These grip monsters offer the best security on lean angles, but turn a travel enduro into a nervous box that is only too happy to follow every longitudinal groove and lacks aplomb on bumps. The 21 incher are the opposite. They stoically hold the line, no matter what meanness the road builder has in store. And especially off-road. The neutral 19-inchers are a disadvantage because they don’t track as well as the large wheels. Still, they are the best compromise at the moment. A good example is the Ducati Multistrada 950. With the switch to 19 inches, it became a neutral all-terrain bike.

Cardan or chain?

Some believe that the key to success in the BMW R 1200 GS is mainly the clean cardan drive.
Most other enduros use chain drives. What makes more sense?

Lightweight construction is always an issue for motorcycles. And a cardan drive is not easy. Especially when the crankshaft rotates transversely to the direction of travel, the power flow still has to be deflected, which requires an additional bevel gear set. This quickly adds up to double-digit kilograms of extra weight. On the other hand, a cardan drive is also a neat affair that can even drive 1000 kilometers in the rain without complaint and without maintenance. This is where the main disadvantage of chain drives can be seen. Maintenance is a must. Even if a modern X-ring chain can take a lot, the components wear out unnecessarily quickly without lubricant. Hardly any chain set can run more than 30,000 kilometers, despite the best care and regularly corrected sag. Frequent drivers and all-weather pilots therefore usually rely on a cardan motorbike. For driving dynamics, however, the chain drive not only offers a sportier look, but also a lighter chassis set-up and more grip on the rear wheel thanks to the lower unsprung masses and mostly a gearbox that can be shifted more gently. Amazingly, there are cardan drives only for motorcycles from 1200 cm3, namely the Boxer BMWs, Honda Crosstourer, Moto Guzzi Stelvio, Yamaha Super Tenere and Triumph Tiger Explorer.

The big touring enduros

Above the already quite heavy large enduro bikes, the big tankers show what is technically possible. The trend towards lighter machines again is passing them by without a trace. 30 liter barrels for petrol, long suspension travel for comfort and large wheels for an off-road look.

This segment was founded by BMW with the R 80 GS Dakar and Yamaha with the XT 600 Tenere. A big fuel barrel was planted on light street enduros, and the adventure bike was ready, which seemed to have come straight from the rally slopes of the world.

Things are different today. In the rallies, the big bunnies have long been banned and given way to much lighter 450s, and the adventure bikes mutated into full-blown tourers with off-road looks, but by no means off-road suitability. The current machines, like a Ducati Multistrada 1200 Enduro or BMW R 1200 GS Adventure, are far too heavy and too long-legged to seriously master more than a gravel road. As with the luxury SUVs, these 280 kilo chunks are only moved off-road in exceptional cases. Because if you fall over, it will be expensive.

Ducati Multistrada 1200 Enduro, BMW R 1200 GS Adventure, KTM 1290 Super Adventure T, Aprilia Caponord Rally, Honda VFR 1200 X Crosstourer and Triumph Tiger Explorer XCX – all of them are veritable tourers. While remaining stocks of the surprisingly well-coordinated Aprilia are still being sold, the other current Euro 4 models are. The BMW R 1200 GS Adventure is ahead thanks to its long history and cardan drive. Ducati and KTM also offer a lot of good things, especially more powerful engines. But both still struggle a little in sales. Just like the mighty Honda Crosstourer, which tends towards 300 kilograms in terms of weight. The touring version of the Triumph Tiger Explorer, the XR, is more of an outsider. Despite travel features such as cruise control, a bearish three-cylinder and plenty of wind protection, the strong British woman plays a minor role in sales.

Where are the big ships going? MOTORRAD predicts a rather subdued future for you. Here, too, the influence of the successful Honda Africa Twin can already be felt. Because with the significantly lighter, optically more present and much easier to maneuver Honda, you can tour almost as well, but drive much easier. Seen in this way, the Honda even reflects the downsizing trend in the big rallies. Instead of shooting through the desert with incredibly powerful cars at 220 km / h, it is enough to master the routes with half as strong and 160 km / h fast 450s. Sometimes less is more, and that will shape the big enduro landscape.

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