F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

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F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

25th pictures

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

1/25
More power and displacement should turn the KTM 790 Adventure into an even better 890 Adventure.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

2/25
The Austria Adventure Bike meets the BMW F 850 ​​GS Adventure and Triumph Tiger 900 Rally Pro where some paths end, where roads turn into gravel paths.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

3/25
Informative TFT cockpit of the KTM 890 Adventure, which is operated intuitively via a switch on the left of the handlebar.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

4/25
Very large TFT display on the BMW F 850 ​​GS Adventure. Individual menu items can be called up using a toggle switch and a rotary knob.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

5/25
The Triumph Tiger 900 Rally Pro also relies on TFT – with plenty of submenus, including plenty of connectivity for big city globetrotters.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

6/25
Spokes placed in the middle, but the Avon tires of the 890 KTM do not need a tube.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

7/25
Anchoring of the spokes on the flanks of the rim of the BMW. Therefore, it also works without a hose.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

8/25
Triumph relies on the same technology as BMW for the rim-to-spoke connection. Top: cranked tire valve.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

9/25
Jagged footwear at KTM. Can be swiveled for riding while standing so that the step surface is higher.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

10/25
Double pedal: On the F 850 ​​GS, an additional brake lever pad can be folded out for the same effect.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

11/25
The Tiger’s brake pedal is also easy to grip. In the event of a fall, the step surface can fold backwards / upwards.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

12/25
Practical: hand wheel for the KTM shock absorber to adjust the preload of the spring to the payload.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

13/25
No tools, no handwheel: the BMW damper works semi-actively, and adjustments are made at the push of a button.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

14/25
Another handwheel: As with the KTM, in addition to the preload, the
Triumph also vary the rebound.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

15/25
The KTM fork with a WP sticker looks important. But it doesn’t improve the stucky response.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

16/25
BMW: Window adjustment made easy. It works similarly with the Tiger, the KTM needs tools.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

17/25
The Tiger 900 blippert as standard, with the others the shift assistant costs extra.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

18/25
KTM with a tight knee. The Triumph is also quite narrow around the tank. The BMW? A chunk!

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

19/25
For the comparison test of the middle class travel enduros, we were in the Jagsttal, among other places.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

20/25
Triumph Tiger 900 Rally Pro: Lots of equipment, good chassis and no real weaknesses: With these ingredients, the Tiger establishes itself at the top of this comparison. The big cat does its job really well, even if the lead over the KTM is small.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

21/25
KTM 890 Adventure: The new, larger engine does it. It guarantees that the 890 has many more points than its predecessor. If the seat were just a little more comfortable, the fork responded better, then, yes, the KTM would be the first choice.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

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BMW F 850 ​​GS Adventure: BMW has long been a pioneer when it comes to driver assistance systems, but the competition has caught up. And the many adventure features such as a large tank, crash bar, pannier rack, etc. make the BMW a heavy, but not a better bike.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

23/25
Rolling spots of color in the deciduous forest dress.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

24/25
Flames mark the end of the day. One tank of fuel was enough for everyone for this trip. 400 kilometers in a row are always possible.

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro
Marcus Jahn

25/25
No wonder with the fuel reserves that they can transport and their consumption, which is between 4.2 and 4.6 liters per 100 kilometers.

motorcycles

Enduro

F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro

F 850 ​​GS Adventure, 890 Adventure, Tiger 900 Rally Pro
Mid-range travel enduros from BMW, KTM and Triumph

More power and displacement should make the 790 adventure from KTM an even better 890 adventure – on both sides of the asphalt. The Austria Adventure Bike meets the BMW F 850 ​​GS Adventure and Triumph Tiger 900 Rally Pro where some paths end, where roads turn into gravel paths.


Jens Moller-Tollner

07/12/2021

BMW F 850 ​​GS Adventure, KTM 890 Adventure, Triumph Tiger 900 Rally Pro – with so much adventure in the name of the three, nothing can go wrong, a high adventure factor is guaranteed. For real? We want to find out in this group test. Adventure, we’re coming!

Tiger leaves nothing to be desired in terms of comfort

Whereby adventure doesn’t mean giving up convenience. Peter notices this immediately at the Triumph Tiger 900 Rally Pro. Although the addition to the name Rally Pro arouses associations with a tough all-terrain vehicle for material-devouring trips under the hot desert sun, the Englishwoman offers a comfort and equipment package that leaves nothing to be desired. In addition to numerous connectivity solutions including a Bluetooth module for controlling GoPros, smartphones, music and navigation, this also includes heated grips and heated seats for the driver and pillion passenger. No wonder that the corners of Peter’s mouth quickly slide up while Karsten is on the KTM today there is frostbite. Cruise control, traction control, cornering ABS, various driving modes: like the others, the KTM also shines with the latest driver assistance systems, but hands and buttocks stay cold in freezing temperatures. The author on the F 850 ​​GS Adventure is doing a little better. A BMW without heated grips? According to the calculation of probability, six correct numbers in the lottery are more realistic – even without a lottery ticket. In addition, the BMW is the only one to have a semi-active suspension strut, the damping of which can be changed electronically. Like the KTM, it has to get along without adjustment options at the fork. The Triumph offers more. Your front wheel guidance can be adjusted in rebound and compression as well as the spring preload, your damper in the rebound and preload. With that, the rough technical details and equipment features of the three have been torn down, the adventure awaits.


F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro


Marcus Jahn

In addition to numerous connectivity solutions including a Bluetooth module for controlling GoPros, smartphones, music and navigation, the Tiger is also equipped with heated grips and seat heating for the driver and pillion passenger.

And only a few meters further, here in the almost deserted area around the Jagst, an abandoned narrow-gauge train station is rotting away. We follow the rails parallel on a narrow beaten path. In an accommodating harmony, all three engines hang on the gas during slow enduro hikes. Even the high-compression KTM with the largest displacement, with its two cylinders from 2,500 rpm, trundles leisurely – thanks to a little more flywheel than the 790. The twin of the BMW and the triple of the Triumph are already just above idle. Together with the smooth-running clutches – the 890 Adventure even stands out from this point of view – all three promote the feel-good factor during leisurely creep speed.

F 850 ​​GS is a ship on two wheels

Until the narrow path comes to an abrupt end. Karsten quickly puts the rear tire of the KTM on a slippery railroad track, hits the handlebars and gently accelerates. The KTM has already turned. 216 kilograms full of fuel have a lot of good things. The Triumph demands a little more attention for the same exercise, which is almost impossible on the BMW. The sheer weight of 263 kilograms and the dimensions of the 850 Adventure make it a mighty block. Keeping this ship in balance by pushing it on two wheels on uneven ground is a real challenge. At some point all the bikes have turned and the road has us again. As a local, Peter shows the way at the Triumph Tiger 900 Rally Pro and wants to make our hearts jump for joy with a few great corners. He boldly sticks into the wide and narrow bends of the asphalt strip on the Tiger. Handy and reliable, the Triumph follows the curve radius, only the notches that come down very early with the long fearful nipples slow down the inclined fun. The chassis scans the road surface really well. The Tiger glides smoothly over the road with fine responsiveness, but its 240 and 230 millimeter suspension travel at the front and rear build enough progression to accompany the brisk curve dance with the appropriate stability.


F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro


Marcus Jahn

Above all, the BMW can do comfort. Even if your damper operates with 215 millimeters of travel in sporty dynamic mode, it works softer than the KTM.

The KTM 890 Adventure doesn’t lack that either. In any case, not in terms of lean angle. But when it comes to responsiveness, there is still room for improvement. In particular, the WP fork with 200 millimeters of spring travel allows the oil seals to only scurry over the sliding surfaces with a high breakaway torque. The directly hinged damper of the 890, which also has 20 centimeters of spring travel, works a little better. In contrast to the 790 Adventure, the rebound is now softer, and its preload can be adjusted using a handwheel. With ten clicks of the rebound stage open, the shock absorber offers a good compromise between stability and comfort, although the KTM as a whole does not come close to the English three-cylinder in these disciplines. Their ready-to-race attitude sharpens the off-road character, but does not prove to be an asset on the road.

The BMW F 850 ​​GS Adventure can also be more convenient. In other words: Above all, it can do comfort. Even if your damper operates with 215 millimeters of travel in sporty dynamic mode, it works softer than the KTM. And the fork of the BMW lacks reserves, especially when driving briskly over winding country roads, especially when the 23-liter tank is full to the brim with gasoline. The 20 liter fuel bunkers of the KTM and Triumph have less of an impact on driving behavior when full. When braking in corners, the BMW quickly uses up its 23 centimeters of spring travel at the front, only to rebound just as quickly when the brakes are released. More rebound would help. Since there are no setting options, the pilot in a hurry has to live with them.

Triumph weighs 30 kg less than BMW

Or simply reduce speed. That suits the essence of the BMW F 850 ​​GS Adventure much more. Even if it looks like a globetrotter for all routes with its thick crash bars, the large side panels and the additional wind deflectors next to the windshield, it appeals much more to leisurely tours. Which, like turning, is mainly due to the weight. The more than five quintals demand the engine and its 95 hp with every turn of the throttle, making the two-in-a-row into an asthmatic who cannot suck in enough air through the two 48 throttle valves. Exaggerated? No, as a look at the performance reveals. And the comparison to the normal 850 GS, which takes 17.3 seconds to pull from 60 to 180 km / h. The 850 adventure packs that only after 18.6 seconds. The many pounds inhibit the temperament of the BMW noticeably and measurably.

With its 95 hp, which is also anchored in the data sheet, the Triumph Tiger 900 Rally Pro does not tear up trees, but its almost 30 kilograms less weight compared to the BMW give it that extra acceleration and verve that the BMW lacks in the speed range relevant to everyday life and country roads . The three-cylinder proves to be a dignified, balanced companion for all situations.

KTM automatic gearshift bitched around

The KTM 890 Adventure bustles through the field of adventure bikes in a completely different way. In this comparison, they raise 889 cubic meters to the displacement leader, plus their two-cylinder engine pushes 105 hp. At first glance it may not be the world, but in combination with the lowest weight of the test trio, it opens a chapter in the book of driving performance that remains hidden from the others. It pulls through better, it rushes ahead better, always and everywhere. And because the KTM two-man masters this performance without a hint of nervousness or with restrictions in controllability, the KTM degrades the Triumph and above all the BMW to spectators under the aspect of driving dynamics.


F 850 ​​GS Adv., 890 Adv. And Tiger 900 Rally Pro


Marcus Jahn

At the end of the test distance, the KTM’s automatic gearshift, including the blipper, was noticeably buzzing.

Where there is so much praise, there is also criticism: the KTM’s automatic gearshift, including blipper, noticeably bitch at the end of the test distance. The corridors no longer wanted to find each other as smoothly as they did on the first few kilometers. The BMW and the Triumph, both also equipped with shift assistants and blippers, were more impeccable.

A forest path awaits on the way back. No sign blocks the passage through the damp sea of ​​leaves on the path. As soon as there is too much moisture between the ground and the tires, they slide to the side without stopping. Adventure and only optically trimmed off-road tires – sometimes the limits come faster than desired. Fortunately, the stoppers on all bikes reliably bring you to a stop even under these circumstances. Although the BMW is again fighting with its weight, KTM and above all Triumph hold up more vehemently.

400 km in a row are always possible

At dusk under the autumn brown canopy, the headlights point the way towards the next clearing. Upgraded with additional spotlights, BMW and Triumph push an illuminating cone of light in front of them. The KTM handles this almost as well, especially its low beam, which penetrates the darkness with clear white and wide fan-out.

Flames mark the end of the day. One tank of fuel was enough for everyone for this trip. No wonder with the fuel reserves that they can transport and their consumption, which is between 4.2 and 4.6 liters per 100 kilometers. 400 kilometers in a row are always possible. The KTM, with its tough bench, automatically forces you to stop. BMW and Triumph bed Pos kommoder, whereby the thick tank of the GS is annoying, while the Tiger, with its seat raised high up on the tank, ensures a good distance from the handlebars. Behind the driver, on the other hand, everything sits well.

Conclusion

1st place: Triumph Tiger 900 Rally Pro. Lots of equipment, good chassis and no real weaknesses: With these ingredients, the Tiger establishes itself at the top of this comparison. The big cat does its job really well, even if the lead over the KTM is small.

2nd place: KTM 890 Adventure. The new, larger engine does it. It guarantees that the 890 has many more points than its predecessor. If the seat were just a little more comfortable, the fork responded better, then, yes, the KTM would be the first choice.

3rd place: BMW F 850 ​​GS Adventure. When it comes to driver assistance systems, BMW has long been a pioneer, but its competitors have caught up. And the many adventure features such as a large tank, crash bar, pannier rack, etc. make the BMW a heavy, but not a better bike.

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