Funbike comparison

Funbike comparison
fact

Funbike comparison

KILLER

The fun bike class is not only becoming more and more popular, but also growing: Aprilia and Ducati are juxtaposing their latest creations with the established models from BMW, Kawasaki and KTM.

Stress in the office or just out-
power? A little exercise could help to recharge the internal battery-

to load. Preferably with machines from
Funbike class, this term
says little because every motorcycle is fun in some way. How broad the spectrum is in this category, which ranges between travel-
enduros and the emerging super-
moto models, the test field shows with the BMW F 650 CS, Kawasaki KLE 500 and KTM 640 Duke II, to which the brand new Ducati Multi-
strada 620 and Aprilia Pegaso 650 Strada. The right local recreation area can be reached quickly. Almost two hours away from stuffy Stuttgart offers that
Allgäu with its dreamlike landscape, the fresh country air and of course, last but not least, the winding streets, the perfect terrain for active relaxation.
The expectations of the Pegaso 650 Strada are particularly high because of the provocative styling, although the well-known heart from the Yamaha XT 660 is at work in it. Seen in this way, there is nothing surprising to report about the engine. With its 48 HP measured on the clutch, the single-cylinder easily achieves the factory specification, but is still not one of the musclemen among the fun bikes, which is already evident on the
first longer motorway stage that leads us into the Allgäu clearly shows. Only in the lower and middle speed range, i.e. up to almost 6000 revs, does the single boldly get down to business. On top of that, he feels as strenuous as the driver, who sits relaxed on the highway boom, but has no wind protection.
A completely different one ?? and essentially more personable ?? Page shows the Aprilia away from the autobahn, when the combinations of bends never end. Nobody misses the missing horsepower here
In the top performance, on the contrary, the dull babbling from the two powerful rear silencers perks you up. In connection with the fantastic brake, in which the linings of the four-piston fixed calliper bite into the 320 disc almost too poisonously, the single-cylinder blow induces active relaxation in the form of corner robbers. Have you first decided on a driving style? either like with the athlete with knees out or in the Supermoto manner with feet down ?? decided, the chic Italian is very quick around the corners.
Aiming at the curve and on that-
Circumnavigating the target course only works if the Pegaso is spared bumps. Especially in long-drawn-out combinations, the fact that the shock absorber is underdamped in the compression stage takes its toll. The Aprilia rocks up and leaves the line, forcing the pilot to make corrections. The adjustable rebound stage of the shock absorber does not provide relief here. Especially since they have one
has a large setting range of 22 clicks, but effectively only ten clicks in the middle range work. Everything else is either too soft or too hard. Even more annoying, however, is the poor coordination of the XT 660 engine in the lower speed range. Delayed throttle response and a clear constant jolting jerks cloud the otherwise good performance of the Pegaso 650 Strada.
The BMW F 650 CS, also known as Scarver, is also fueled by a strange heart. The single cylinder built by Rotax offers a more sporty characteristic that does not want to match the idiosyncratic appearance and certainly not the more touristy and somehow peculiar seating position. The option of being able to order a higher (810 millimeters) or lower (750) bench in addition to the standard bench should not change that? Interestingly, instead of the 160 only in combination with an even more manageable 150 rear tire for the lower version without extra charge. Big drivers complain about their legs being bent too much,
with smaller ones it fits to some extent, but for them the distance to the handlebars causes problems, which can only be reached with outstretched arms.
In any case, the ergonomic conditions thwart sporting activities on the BMW, which the engine actually encourages. The Bavarian sound engineers did a great job, especially between 3500 and 5000 revolutions. And behind the deep banging is not only hot air, but also a lot of pressure, which lasts up to the limiter at 7250 rpm. The measured 55 hp BMW even reached this speed on the autobahn in fifth and last gear ?? is translated too short. The hooky transmission with long shift travel that wants to be operated with vigor does not give much pleasure.
The F 650 CS masters meandering curves with carefree ease and
high steering precision, although with full-
193 kilograms filled up is not exactly a lightweight and is the second heaviest in the test field. The single-cylinder BMW collects additional plus points with the Anti, which is available for an extra charge of 525 euros-
locking system that supports the easy-to-dose and effective brake. The only drawback: A full brake application requires a lot of manual force.
With ABS, hazard lights, heated grips, the hydraulically adjustable touring shock absorber ?? does everything cost extra? as well as the low-maintenance toothed belt drive, the Scarver is ideally equipped for long tours, apart from the insufficient load of 177 kilograms. Unfortunately, this also has its price: At 7600 euros, the basic version of the BMW is not one of the special offers, the above equipment even increases the price to a proud 8435 euros plus 264 euros aside-
costs. A lot of money, for which there is also an Italian two-cylinder.
Exactly 8395 euros plus side-
Ducati charges cost for the Multistrada 620, and that the small Multistrada more
represents a stripped-down and cheap version of the 1000 DS, it already has it
impressively proven in the top test (MOTORRAD 12/2005). With measured 64 HP on the clutch, it not only has the most powerful motor in this comparison, but also the one with the most homogeneous power delivery. This 620 engine can inspire you. Even at low speeds, it takes on the gas and pulls ?? accompanied by the well-known and addicting Ducati-Bollern ?? right through to the rev limiter, which puts an end to the thrust at 10,000 revs.
As already known from the top test, the two-cylinder is not a Kostver-
ehter. Although the machine in this test was a bit more economical, 6.2 or 6.5 liters still run on the country road and through the throttle valve with the 130 cut. While one can still tolerate the highway consumption, the additional consumption on the highway to the most economical, the BMW, which only consumed 3.4 liters there, is disproportionately high. Incidentally, the top marks the not perfectly tuned Aprilia, which approved a full seven liters at an average of 130 km / h.
Regardless of whether on the highway or in curves-
Winding, the Ducati Multistrada lives up to its name thanks to its good wind protection, the unusually front-wheel-oriented but relaxed seating position and the well-coordinated, handy chassis. It is particularly impressive as an all-rounder on country roads. In contrast to the KTM, which has its purpose in sporting use, and the BMW, in which the seating position messes up a lot, you can take it easy with the Duc or let it rip properly.
The chassis, in which only the spring preload and the rebound on the strut can be adjusted, is tightly tuned without neglecting the necessary comfort. The small Multistrada waves nimbly and stably through curves of all radii and speeds, and it conveys a high level of feedback. You would want more sensitivity from the brakes and clutch. While the rear brake requires a lot of force in order to be effective at all, the front brake and the clutch lack the lever travel to be able to act in a finely controlled manner. So the clutch engages quite late and abruptly, which together with the hooked gearbox bothers, and the brake has a hard pressure point and good effect, but only moderate controllability.
It shows that everything is relative
the Kawasaki most clearly. If you sit on it, you want a difficult-to-dose brake à la Ducati. In other words: the KLE stoppers lack the right bite. Although they agree-
let the dose be measured, stay in the
Effect almost everything guilty. And that the engine ?? with 500 cubic centimeters the smallest in the field ?? The practice confirms that no heroic deeds can be expected even from the paper form. Regardless of whether it is acceleration, pulling power or top performance: You will look in vain for highlights in this regard. It is moving forward, even very cultivated and quiet, but that is about it.
The chassis fully corresponds to this character. The fork and shock absorber are coordinated as soft as butter and nip any thought of sportiness in the bud. Anyone who thinks that nobody needs a motorcycle like this is a little wrong. The KLE has its right to exist. No other motorcycle is more relaxed than strolling along the blossoming fields of the Allgäu. Handling on a par with the
Ducati, the KLE provides a different kind of relaxation.
The strength of the Kawasaki, which has been in the market since 1991, lies in its simplicity. Everything works inconspicuously, the clutch and transmission are even very acceptable, you sit on the seat, which is still too soft for long journeys, ergonomically very comfortable and high, which guarantees a good view.
Not convinced yet? Okay, here is an example that reveals the advantages of the KLE 500: journey home from Lake Constance, heavy rain, country road consumption, that means shifting up early, no full throttle and no faster than 100 km / h. Lo and behold: Suddenly everyone just wants to drive a Kawasaki ?? also those colleagues who recently complained about her. Under these circumstances, throttle response and smoothness count more than top performance and snappy brakes. But the KLE driver remains tough. A few hours ago, in sunshine and on winding streets, everyone was pushing towards the KTM. Well everyone tries that D.uke II to avoid like the devil the holy water.
The KTM is just awesome. Or totally
annoying. The Duke II does not allow any nuances, the Austrian is too extreme for that. The 159 kilogram bundle of energy really turns you on? when you onion it around the corners. Squeezes the engine up to the limiter, searches for the last braking point, then brutally compresses it, stepping down a few gears, it tilts to immediately accelerate again and, if possible ?? to shoot out of the curve in a slight drift.
Everything just fits. From the robust engine that has a real fire from 5000 revs and this with one
infernal thunder, the crisp, fully adjustable chassis, the easily and precisely switchable Ge-
transmission that enables quick gear changes to the superb braking system. Like the Pegaso, the KTM decelerates with a 320 millimeter disc, but can be dosed a little better. As a matter of course, given this low weight, which is also due to the small twelve-liter tank, it can play a role-
ric handling apply.
The KTM can also be quite annoying? namely, for example, when driving in the rain as described above. Below 3000 revolutions, the single cylinder shakes itself as hard as it can and does
his displeasure with the slow pace of air. Higher speeds provide only limited improvement. Although he willingly takes on the gas, the vibrations, which do not really interfere with cornering, are now finer and let your hands and feet fall asleep over time.
The seating position on the Duke II fits perfectly when it is driven with a lot of effort. She wants to be tamed, and for that you need freedom of movement. It is only at a slow pace that you realize how uncomfortable the hard and narrow bench is. The playful handling at high speed is almost wobbly at slow speeds, and the firm suspension elements should be a little more comfortable for this type of locomotion.
The most extreme bike in this ver-
sets the bar highest in terms of price. The Austrians charge a whopping 8650 euros plus 200 euros for ancillary costs for the Duke II. In return, you get high-quality technology and clean workmanship. The sharp counterpart to the KTM is the Kawasaki with a price of 5540 euros ?? including additional costs, of course. Fortunately, nobody will think about getting a KLE 500 who actually wanted a Duke II but couldn’t spend that much money: motorcycles that fall under one category can hardly be more different.
KTM Duke II, the extreme, uncompromising athlete, and Kawasaki KLE 500, the bike to stroll around. And what do the others offer? Due to the seating position, which you can almost say pinned to the motorcycle, and the poor gearbox, the BMW F 650 CS is comfortable
Camp. The two new models, Aprilia’s Pegaso 650 and Ducati’s Multistrada 620, are the happy medium. Depending on the mood of the driver, they are suitable for strolling through to aggressive cornering and thus give a mirror image of the
entire range in this category again. All are suitable as stress killers? but in choosing the right fun-
Everyone should think carefully about bikes beforehand, whether they prefer to relax on an active holiday or lazing around.

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Funbike comparison

Funbike comparison
KILLER

Technical data: Aprilia Pegaso 650 Strada

engine
Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, rocker arm, dry sump lubrication, injection, Ø 44 mm, uncontrolled catalytic converter, alternator 200 W, battery 12 V / 14 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 hp) at 6250 rpm

Max. Torque 61 Nm at 5200 rpm
Pollutant values ​​(homologation) in g / km
CO 2.152 / HC 0.113 / NOx 0.069

landing gear
Double loop frame made of steel, telescopic fork, Ø 45 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 240 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 4.50 x 17

Tires 110 / 70-17; 160/60 R 17

Pirelli Diablo tires tested
mass and weight
Wheelbase 1479 mm, steering head angle 63 degrees, caster 103 mm, spring travel f / h 140/130 mm, seat height * 800 mm, weight with a full tank * 195 kg, payload * 206 kg, tank capacity /
Reserve 16 / 3.5 liters.

Two year guarantee
Service intervals every 10000 km
Colors red, black
Power variant 25 kW (34 PS)
Price including additional costs 6878 euros

Technical data: BMWF 650 CS

engine
Water-cooled single cylinder four-stroke engine, one balance shaft, two overhead,
Chain-driven camshafts, four valves, bucket tappets, 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, toothed belt.

Bore x stroke 100.0 x 83.0 mm

Displacement 652 cm3

Compression ratio 11.5: 1

Rated output 37 kW (50 PS) at 6800 rpm

Max. Torque 62 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.285 / HC 0.080 / NOx 0.067

landing gear
Bridge frame made of steel, open at the bottom, load-bearing motor, telescopic fork, Ø 41 mm, single-sided swing arm made of aluminum, central spring strut with lever system, front disc brake, Ø 300 mm, double-piston floating caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.00 x 17; 4.50 x 17

Tires 110/70 ZR 17; 160/60 ZR 17

Tires in the test Metzeler ME Z3 »B«
mass and weight
Wheelbase 1493 mm, steering head angle 62 degrees, caster 86 mm, suspension travel f / r 125/120 mm, seat height * 770 mm, weight with a full tank * 193 kg, payload * 177 kg, tank capacity / reserve 15 /
4 liters.

Warranty two years
Service intervals every 10000 km
Colors gray, yellow, black
Power variant 25 kW (34 PS)
Price 7600 euros
Price test motorcycle ** 8,435 euros
Additional costs 264 euros

Technical data: DUCATI Multistrada 620

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, one overhead, toothed belt-driven camshaft, two valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 45 mm, approx-
Regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 80.0 x 61.5 mm
Cubic capacity 618 cm3
Compression ratio 10.5: 1

Rated output 46 kW (63 hp) at 9500 rpm

Max. Torque 56 Nm at 6750 rpm
Pollutant values ​​(homologation) in g / km
CO 0.600 / HC 0.236 / NOx 0.131

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, two-piston Fixed saddle.

Cast aluminum wheels 3.50 x 17; 4.50 x 17

Tires 120/60 ZR 17; 160/60 ZR 17

Pirelli Diablo tires tested
mass and weight
Wheelbase 1459 mm, steering head angle 66 degrees, caster 109 mm, spring travel f / h 145/121 mm, seat height * 835 mm, weight with a full tank * 207 kg, payload * 183 kg, tank capacity /
Reserve 15/4 liters.

Two year guarantee
Service intervals 10000 km
Colors yellow, red, black, red-orange
Price 8395 euros
Additional costs 250 euros

Technical data: KAWASAKI KLE 500

engine
Water-cooled two-cylinder four-stroke engine, one balance shaft, two on top,
Chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter, 238 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 74.0 x 58.0 mm
Cubic capacity 499 cm3
Compression ratio 9.8: 1

Rated output 33 kW (45 PS) at 8300 rpm

Max. Torque 41 Nm at 7500 rpm
Pollutant values ​​(homologation) in g / km
CO 2.785 / HC 0.444 / NOx 0.172

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base, front disc brake, Ø 300 mm, double-piston floating caliper, rear disc brake, Ø 230 mm, single-piston floating caliper.

Spoke wheels 1.85 x 21; 2.50 x 17

Tires 90/90 S 21; 130/80 S 17

Bridgestone test tires
Trial Wing 101/152
mass and weight
Wheelbase 1500 mm, steering head angle 63 degrees, caster 105 mm, spring travel f / h 220/200 mm, seat height * 840 mm, weight with a full tank * 201 kg, payload * 179 kg, tank capacity /
Reserve 15 / 3.4 liters.

Two year guarantee
Service intervals every 6000 km
Colors titanium, black / orange
Power variant 25 kW (34 PS)
Price 5435 euros
Additional costs around 105 euros

Technical data: KTM 640 Duke II

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, ket-
driven camshaft, four valves, Rol-
rocker arm, wet sump lubrication, constant pressure carburetor, Ø 40 mm, no emission control, alternator 200 W, battery 12 V /
8 Ah, mechanically operated multiple discs-
Oil bath clutch, five-speed gearbox, O-ring chain.
Bore x stroke 101.0 x 78.0 mm
Cubic capacity 625 cm3
Compression ratio 11.0: 1

Rated output 40 kW (54 hp) at 7300 rpm

Max. Torque 58 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 1.590 / HC 0.320 / NOx 0.180

landing gear
Single-loop frame made of tubular steel, divided un-
pulls, bolted rear frame, upside-down fork, Ø 43 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston fixed caliper, Rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 4.25 x 17
Tires 120 / 70-17; 160 / 60-17
Tires in the test Pirelli Dragon MTR 01/02
mass and weight
Wheelbase 1460 mm, steering head angle 64.2 degrees, caster 109 mm, spring travel f / h 140 /
170 mm, seat height * 900 mm, weight with a full tank * 159 kg, payload * 191 kg, tank capacity /
Reserve 12 / 1.9 liters.

Two year guarantee
Service intervals every 5000 km
Colors red, black
Price 8650 euros
Additional costs 200 euros

Test result: BMW

BMW’s bottom line is that the F 650 CS wins by a clear margin.
Especially the ABS, which is subject to a surcharge, and the very low consumption
secure her the lead over the Ducati.

Test result: DUCATI

Ducati With the best engine and its harmoniously coordinated chassis, the small Multistrada 620 offers a convincing performance. It’s a shame that the high consumption from the top test was confirmed.

Test result: APRILIA

Aprilia Smart styling, great handling and clean workmanship: the new Pegaso 650 celebrates a successful debut. With a better engine set-up, even more would have been possible for them.

Test result: KTM

Ktm You love them or you hate them. The 640 Duke II is so extreme that it can’t even be everybody’s darling. If you really want to let it rip, the KTM is the first choice.

Test result: KAWASAKI

kawasaki The new front and fresh colors see though
nice, but cannot hide the weaknesses of the KLE. The weak engine and the soft chassis are no longer up to date.

Scoring: engine

The small Multistrada two-cylinder with the highest peak performance in this field and the most harmonious performance-
folding is clearly ahead. Strongly in need of improvement
is the cold start behavior of KTM and Kawasaki. Especially
the Duke II would like to be readjusted sensitively with the cold start aid in order not to stop operating immediately or with
Roaring idle speeds of 3000 rpm. Very
The response and load change behavior of the KLE is well mannered. The Pegaso could take a slice of this.
The hard-to-shift gearbox of the BMW takes last place.

Scoring: chassis

The funbikes all impress with their playful handling.
Nevertheless, there are great differences. The KTM is the only one that has fully adjustable spring elements and can make use of this advantage. The Multistrada chassis works surprisingly well, with the fork also without adjustment options
gets by. The spring elements of the KLE offer a lot of spring travel, but are too slack.

Scoring: Security

From brutally snappy to absolutely blunt: The braking systems of the quintet show the entire spectrum. The KTM stoppers act excellently with a brutal effect and are also easy to dose. The complete opposite is the Kawasaki brake-
investment. For mediocre delay values ​​you need
high hand strength, with a doughy feeling in the brake lever.
The BMW brake decelerates properly and can be used with an extra charge-
compulsory ABS, but like the KLE, it requires a lot of hand strength. The KTM’s great freedom of lean angle does it
almost impossible to press the footrests onto the asphalt.

Scoring: everyday life

The low consumption of only 3.4 liters on the country road ensures that the BMW has the highest number of points in the theoretical range. In return, the payload of 177 kilograms is quite meager. The high consumption costs the Ducati valuable points again. The light KTM scores with its easy handling.

Scoring: comfort

Provides acceptable wind protection
the half fairing of the Multistrada with its relatively high pane. The small windshield of the KLE 500, which also has the smoothest-running engine, is also effective. Passenger rides on the Duke II are apparently not desired and take care of themselves due to the lack of holding options and the low level of comfort.

Scoring: costs / environment

Everything has it’s price. For high-quality materials, fully adjustable spring elements and a powerful motor like
With the KTM you have to dig just as deeply into your pocket as you would with a BMW F 650 CS that is almost completely equipped with ABS, heated grips and hazard warning lights. It’s nice that BMW doesn’t care much-
at least holds back elegantly when consuming and is easy on the wallet. The biggest plus point of the Kawasaki is the low price.
At a good 5500 euros, it is more than 3000 euros below the KTM Duke II, Ducati Multistrada and the upgraded BMW F 650 CS.

Performance chart

The Ducati two-cylinder impresses not only with the highest peak performance, but also with a wide usable speed range. The KTM has that
the most biting motor, which also turns much higher than the others
Single cylinder. The Aprilia has the most thrust in the middle but falls
from 6000 revolutions off strongly. During the BMW curve steeply upwards
leads, the Kawasaki is in a different league. Power and torque-
curve are free of dips, but are far below the competition.

Development from the enduro to the fun bike – customs license plate

In the beginning they dusted over gravel as enduros, and now they shoot through the city as fun bikes. The most striking feature of the mutants: the size of the front wheel.

W hen the buzzwords run out, you are not squeamish with puns. Due to the lack of catchy formulations, the rather embarrassing term fun bike was born, which nonetheless lives on with all tenacity. In German: fun motorcycle. Yes please, what else? Every motorcycle is fun. Sucks-
no matter whether chopper, crosser, racer. For those who like it, his is the best, most fun, coolest. And be it still a fun bike in addition to Enduro, Funduro, Supermoto.
Who actually invented it, the fun bike? A look back. The 1960s, the decline of the German two-wheeler guild, the classic motorcycles had their transience. Swing saddle, monstrous fenders, Adler, Ardie, DKW, NSU, Horex, Zündapp ?? off the mouse. Instead, open-minded leather hats found motorcycles with a roughly carved profile, wretched handlebars and shiny chrome exhaust system directly under the buttocks. They were called scramblers and could be thrashed around corners really fast. The brilliant idea that
Linking the casual upright posture of the off-road machine with the advantages of sporty cornering sweeps initially only produced a few motorcycles, but it continued to work.
Enduro was the name of the replacement in the early 1970s. The manufacturers held on to this-
ler on the outfit of the real off-road sports machines, but rely on easy-care everyday suitability for the engine and equipment. A striking detail of the new generation: the 21-inch front wheel, which rolled more gently through potholes and bumps in rough terrain. A flourishing business developed from the niche product Enduro. Initially with strong and light two-stroke engines, which over time had to give way to beefy single-cylinder four-stroke engines. In the mid-1980s, individual tuners were already installing small front wheels with road tires in enduros, and the lanky term “fun bike” was born.
In 1987 the radical Yamaha TDR 250 caused a sensation. Encouraged by the French importer, the TZR’s lively 250cc two-stroke engine was packed into an all-terrain chassis with a small 18-inch front wheel and the exhaust pipes were moved under the seat bench in a lively and enduro-style way. A little later, Honda launched the NX 650 Dominator as a hybrid, also half-disguised
and with great road properties. At Kawasaki they tried that
KLE 500, which is the two-cylinder engine of the
GPZ 500 in the weak chassis, while Suzuki relied on the powerful single-cylinder machine DR Big 750/800.
With which the basic idea of
extremely light terrain hopper was already very softened. The featherweights, which were initially 120 kilograms, mutated into 200 kilograms, the trial qualities fell by the wayside. For it welled
the tanks to form huge barrels. The long-distance travelers rocked through the deserts of this world on the touring enduros or, mostly due to a lack of driving skills, kept to the signposted asphalt strip. As a result of this development came up: fairings, luggage systems, more finely profiled tires without real off-road capabilities and the 19-inch front wheel for better handling at high speeds. Only then did the tire manufacturers begin to optimize treads and rubber compounds for road use. And even heavy-weight travel enduro bikes of the kind
a Honda Varadero turned into extremely amusing curve files. What was missing then as now, was of course
finely profiled, non-slip tires in the classic enduro sizes.
At the beginning of the 90s, the French discovered the lateral type of motorized locomotion: the drift on two wheels, “supermotard” or ?? easier to pronounce for non-Gallians ?? Called “Supermoto”. A spectacular spectacle that caused a sudden rethink among the European manufacturers of radical competitive enduro bikes. Husaberg, Husqvarna and KTM turned the French model into a business. There they were again, the fat 17-inchers with sticky rubbers and snappy brakes. They replaced the enduro big wheels en masse, the rest remained light and suitable for off-road use to this day
Blockbuster.
But the easy curve swinging of classic enduro bikes on tricky country and mountain pass roads was gone. Because the wide tires vigorously go their own way, supermoto riders have to counter it with force. When braking in an inclined position, for example, when the contact area of ​​the 120 tire is clearly shifted from the steering axis and the braking process stops the motorcycle
the desired inclination tears. Bumps can also be made using the lever-
arm of the off-center contact patch
the 160mm rear tires steer the load off track, like the Yamaha XT 660 X.
impressive on their supermoto tires-
fully demonstrates. Fortunately, the driver is sitting
In such situations, you literally use the longer lever and, thanks to the wide handlebar, you remain in control of the situation.
So the question arises whether a little less tire width would not be significantly more on the fun motorcycles. After all, this is not about place and victory like in the competitive supermotos, but about the pleasurable ride with maximum enjoyment without regrets. The next questionable trend, however, is
already ushered in, and the Supermoto scene swears by it: 16.5 inches ?? even faster, even weirder. Well then hopefully have fun.

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