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Autumn trip 2013 with the endurance test motorcycles

Cell phone off, engine on, departure!

Smartphones are a great invention. But when everyone is only online, there is no more time for real life. The autumn trip with the long-term testers rehearses the uprising in Italy. Mobile phone off. Engine on. Departure!

Hinheritance exit 2013

"Yes, heaven, ass and thread, it can’t all be true anymore! Does humanity now stop thinking entirely? Do they even notice anything about life?", The editor Roman trumpets, visibly excited, while he is holding the supposed culprit of modernity in his right hand: a smartphone.

Autumn trip 2013 with the endurance test motorcycles

Cell phone off, engine on, departure!

Driver in smartphone fever, bad weather front on the march

The other five drivers are on time and hang in front of their mini-screens, laughing. In the past, people talked about gasoline additives, carburetor needle positions and the incredible level of grip of the latest generation of tires before such a moped tour started. Nowadays people apparently prefer to show each other YouTube videos of burping babies and post them on Facebook. “Next year we can also simply speed through the botany virtually on a motorcycle. Then it’s not as cold and wet as it is now, ”Roman complains. The idea was to go to Saxon Switzerland, but the current weather forecast on the mobile phone of temporary driver David does not predict anything good for this region. Well, then you just reschedule! Because if you have taken four extra days off to sharpen curves for the last time in the season, you can not see the bad weather.

“Bella Italia – we’re coming!” Online editor Dina suddenly crawls loudly into the crowd. Well oops, what’s going on here? The nerve tracts apparently revitalize themselves at the thought of scantily clad Italians. “Riva del Garda, that’s the first day’s destination on the autumn trip,” reads minutes later on Twitter. So now the last participant and the rest of the world have it in black and white.

Chopper / cruiser

Autumn exit

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Technical teething problems

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The editor at the limits of resilience: As soon as you set off, you have to stop again. The case of the NC 700 was not locked correctly.

It is now ten o’clock, the team complete and out of the Stuttgart basin for the first few meters. You don’t get far. Before the motorway junction onto the A 8, the horn vigorously blows from the column. When stopping immediately at the roadside, the diagnosis follows: suitcase on the Honda NC 700 S is not properly locked, wobbles up and down like Barbara Schoneberger’s breasts while polka dancing. Who made the bullshit, MOTORRAD tester Georg wants to know? They all lower their heads and look around innocently. No matter! After two practiced movements, everything is securely in place and you can go on. For a full 20 kilometers. 

Then the right case of the BMW R 1200 GS wriggles around vigorously. It’s a hair puller. One of the two retaining lugs on the side case has broken off. Apparently a previously unrecognized consequence of an accident the day before. Before a belt is obtained and the suitcase is conventionally lashed to the frame, assistant Sebastian snaps the exciting defect and loads it directly into the network. The first comment from the community is that “the GS is already junk”. An extremely differentiated view.

Triumph Trophy SE and BMW C 600 Sport with heated seats

It’s still trickling. The drivers, with the exception of those of the KTM 1190 Adventure and Ducati 1199 Panigale, take it easy. The (partly optional) heated grips on the long-term testers keep your paws warm. The Triumph Trophy SE and the BMW C 600 Sport even pamper the rear of the driver with heated seats. And test driver Sven on the Panigale cannot complain about the temperature being too low either. The manifold below the seat not only heats up the motorcycle as usual. That may be a fine affair in winter, but in the past summer it was always a horror. In this respect, the logbook is like a wailing wall.

Regardless of the season, the Ducati driver has to budget with little luggage. Super athletes: a lot of power on the rear wheel, but such a narrow pillion seat that you would rather do without a luggage roll for fear of losing it. The backpack must be enough. He has underpants and toothbrush with him and of course the tablet as the only connection to the rest of the world – nothing more. His earplugs are permanently in his ear canals anyway. Otherwise the 530 kilometers journey from Stuttgart to Riva on the Ducati 1199 Panigale is unbearable. The roar of the two fat pistons drowns out any wind noise, regardless of speed.

Snow in sight! 16 friends like this

While crossing the Alps over the Fern Pass and the Brenner Pass, the drivers see snow. If the men of the team think of turning around for the first time, Dina makes herself motivated at the top of the endurance test sextet with the affordable all-rounder, the Honda NC 700 S. With the high-torque arranged 48 hp, this can be done easily up to speeds of 130 km / h. The new leader maneuvers straight to the next service area. “How cool is that?” She asks and asks the drivers to park the mopeds nicely in front of the piled up Schneeberg. “I have to send the picture to my brother immediately. He didn’t want to believe me that there could already be snow here. "

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Blue skies, sun and double-digit temperatures make the biker’s heart beat faster.

Two text messages and a phone call later, the troop rolls on. In the evening you finally reach Riva del Garda. “16 friends like that,” says Georg’s Facebook page. The next morning the team expects perfect weather: blue skies, sun and double-digit temperatures make the biker’s heart beat faster. One should think so. But you won’t find any euphoria at the breakfast table. The reason: The hotel’s WiFi was down that morning. Makes you nervous
spread out. The virtual life is apparently on the verge of the end. Then there would only be reality. A terrible idea? Or a worthwhile alternative?

Completely unexpectedly, a socio-philosophical discussion about the sense and nonsense of limitless communication paves the way. After a spirited discourse and many cups of espresso, everyone agrees on a daring experiment: cell phones off, engines on. Enjoy real life. Without a phone in their pockets, the entire group feels pretty naked. Somehow completely isolated. But little by little, the motivation and anticipation for the upcoming motorcycle tour through the Alps increases, and the team is gaining momentum. Only Sven criticizes the majority decision. He would at least have wanted to commission the construction of a new castle in his online role-playing game. Phew, there are things!

Ducati Panigale does not feel comfortable in tight turns

After a quick cup of cappuccino on the shores of Lake Garda, the drivers are not going fast enough into the mountains. Fortunately, it only takes half an hour for curve to curve. Bend left, straighten up, bend right, straighten up – and do it all over again. Ha, this hobby remains the best in the world! The endurance test machines dive deeper and deeper in an inclined position, wearing out more and more of the partly still virgin tire flanks. This applies to the BMW C 600 Sport, which is superbly tuned in terms of the chassis, as well as to the leaden Triumph Trophy SE. Only the Ducati 1199 Panigale doesn’t feel too comfortable in tight turns. She urgently needs fluid curve combinations. Whether she receives it when driving over the Passo di Croce Domini?

The mountain greets the drivers on their approach with a wonderful landscape that could hardly be more diverse. In the valley you can enjoy the meadows whose lush green heralds the damp summer. When you look up, the yellow, red and brown of the foliage point to a colorful autumn, while the snow-powdered peaks of the Alps point to approaching winter. A truly inspiring moment that is not disturbed by anything, even during the cigarette and pee break. Feeling the moment and internalizing the view: This is more valuable than any cell phone photo.

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Apart from the little things, the GS does everything the driver demands.

The more winding the streets are, the more comfortable the two travel enduros from the long-term test fleet feel. The BMW R 1200 GS, which has already covered more than 30,000 kilometers since the end of May this year, is leading the way and is unapologetic. At least if you are already rolling. Normal start-up is a big challenge with the GS. This is especially true on steep slopes. The clutch, which is difficult to dose, has virtually no grinding point and works more like an on-off switch. The people of Munich definitely have to try again. Apart from that, the GS does everything the rider demands and parries every exercise with flying colors.

Just like the KTM 1190 Adventure. Georg still has to struggle with certain peculiarities. If the Austrian was noticed the day before on the autobahn due to a tendency to swing above 170 km / h, she does it now because of strong Shimmies at around 70 kilometers per hour. Is it because of the broad accessory cases from Touratech? It seems so. Apart from that, the Adventure drives great. Accurate, agile, easy and with enough bang – this is exactly the right thing for the end of the season. But speaking of sound: the KTM pops more and more out of the exhaust pipe in rolling phases. Something is wrong there. Drivers suspect that the manifold gasket is over.

Cell phone ban – even in the event of a breakdown!

Roman would like to contact the workshop boss Gerry in his native Stuttgart, but the cell phone ban also applies in this case. You have reached the cafe on the top of the pass with a wonderful Alpine panorama, and the drivers can no longer get the grin off their faces. As soon as their helmets have been removed, they discuss the great quality of the asphalt, the few cars, the magnificent view and enjoy riding a motorcycle as if they were doing it for the first time. It is wonderful how much spirit and attitude to life there is in the team when it is not constantly interrupted by vibrating smartphones while thinking.

Only Novel on the scooter looks strained and skeptical. Is he longing for his phone? No, it’s the scooter that worries him: the centrifugal clutch is increasingly stinking of oil. And now, when standing, she is even smoking to herself. Unfortunately you can’t see anything. A clear diagnosis is therefore difficult. The frictional connection is still available. Will it stay that way? It is to be hoped, because apart from the unspeakable blaring of the in-line two-cylinder, which stifles all feelings of happiness in the bud, the scooter always drives with the front and sometimes even ahead. In addition, the BMW C 600 Sport, together with the Triumph Trophy SE, offers the best protection against wind and weather. But admittedly: it remains a scooter.

Coarse stone gravel – no obstacle for the long-term testers

Over a hot espresso, the team takes a look at the analog map – a highly unusual sight for many of the young people. You can see a small road that leads over to the other side of the 1,892-meter-high summit. There should be a friendly ski hotel that is open all year round and where you want to spend the next night. So get dressed and go!

The first disappointment follows immediately. The narrow road is not paved. It consists of coarse stone gravel. You still decide to continue your journey. It would be laughable if a bit of gravel prevented us from going! Sven on the Ducati 1199 Panigale tears a swath in the road with the 200 rear tire. The other vehicles follow him like lemmings. Despite the blatant potholes, things are going well at first. Neither the Triumph Trophy SE nor the inconspicuous Honda NC 700 S have great problems managing the unexpected enduro insert. Georg on the KTM 1190 Adventure and Sebastian on the BMW R 1200 GS have a good laugh anyway thanks to the long suspension travel.

"You could play ice hockey here, but ride a motorcycle?"

The next curve leads around the mountain and into the shade. Or rather: in the snow. With both legs outstretched, the moped riders circle around the icy spots and larger mountains of snow at a snail’s pace. Always looking for the last bit of grip. “Two turns! There should only be two hairpin bends, then we’ll have it! ”Sven calls out to the others. Perseverance is the order of the day. But the snow cover is getting thicker and thicker, and the way forward is getting shakier.

Stupid that the road is asphalted again just at the beginning of the bends. "You could play ice hockey here, but ride a motorcycle?", Dina throws a little helplessly into the group. She is right! Even standing still becomes a challenge. Falling over is completely prohibited, it could be life-threatening. The road is not only sloping, but also not limited. What tumbles down to the right from now on no longer needs to worry about the next inspection or the pension. Nobody thinks about driving on anymore. “We have to turn around,” decides to test Georg.

Easier said than done: turning the motorcycle is a tricky and dangerous business. It’s as smooth as a mirror. With combined forces and strained facial expressions, one moped after the other is turned very carefully and gently on the ice. It takes a while for all motorcycles to be facing the same direction. The troops maneuver themselves carefully back to the cafe with just a caress of the throttle.

Done! When the drivers have safe, paved and ice-free ground under their feet again, their bodies are shaking with adrenaline. Yes, an autumn trip can be adventurous. After a short break, they agree to drive down into the valley to the town of Breno in order to look for a place to stay for the night at short notice. The drivers are lucky. Out of season, it is not that easy to find an open hotel in this area.

Incredible power of the KTM 1190 Adventure

The somewhat late dinner turns into a chat. Nothing is better than sharing your experiences with others. And since the entire team still does not have access to the virtual world, Dina tells her colleagues how the rear wheel of the Honda NC 700 S broke twice on the gravel pass. Sven reports on the superb traction control of the Ducati 1199 Panigale, without which he would have had to say goodbye on the snow; Roman complains about the acrid smell of the scooter clutch that still lingers in his nose; David praises the great drivability of the Triumph Trophy SE, even though it weighs more than an overweight sumo wrestler; Georg is amazed at the incredible power of the KTM 1190 Adventure; and Sebastian continues to enjoy the bassy sound of the BMW R 1200 GS. Yes, that’s how it can be. It can stay that way. The journey is alive. And their contenders are right in the middle.

The next day everything goes according to plan. Drink coffee and stroll on Lake Iseo, then diligently wag around curves and
climb the pass from the opposite side. The mobile phones stay in the pockets, the impressions collected go to the head and not to any friends on the net. The team actually took a liking to it. In the afternoon, the long-term test team drives up to the very hotel that they could not reach the day before. It’s great that it’s almost on top of the pass.

The long-term testers only drive a few meters to experience the impending sunset in the finest alpine environment. And there they stand now, the six machines and drivers, still talking about the sometimes adventurous journey, the landscape and life. And they talk about mobility. In its most eventful – two-wheeled – form. You just have to live a journey, then you experience it.

KTM 1190 Adventure

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The KTM 1190 Adventure in its own territory: whether gravel or asphalt, the main thing is the Alps!

Mileage: 10,420
Long-term test start: 07/30/2013

The KTM 1190 Adventure shines with a buttery smooth transmission, a perfectly disengaging clutch and a powerful, calmly pulsating V2 engine. Most of the editorial staff enjoy the uncomplicated, diverse fields of activity at KTM. Thanks to the electronic chassis, the chassis setup can be adapted to the load status and the current circumstances at the push of a button.

However, the Mattighofer does not present herself without errors. For example, the steering head bearing has to be set very carefully so that the KTM 1190 Adventure does not swing. And the popping out of the exhaust, which increasingly came to the fore during the autumn drive, was not due to a defective manifold seal, but to a broken manifold at the weld between the pipe and the mounting attachment. Tea manifold was exchanged under warranty.

Data:

Two-cylinder V-engine, 1195 cm³, 110.0 kW
(150 PS) at 9500 rpm, 125 Nm at 7500 rpm,
Steel tubular frame, upside-down-
Fork, double disc brake in front, Schei-
benchtop rear brake, Ø 320/267 mm, seat height
860–875 mm, weight with a full tank 238 kg,
Price test motorcycle 15,622 euros

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KTM 1190 Adventure R (2013) in the driving report

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BMW R 1200 GS

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The BMW R 1200 GS polarizes immensely. The logbook of the endurance tester proves this.

Mileage: 30,867
Long-term test start: 05/29/2013

That is a ripe achievement: the endurance test BMW R 1200 GS from MOTORRAD took just five months to cover over 30,000 kilometers to date. The 2013 Alpen Masters winner will not be spared and has to prove that she can maintain her good reputation even at a distance. From the chassis to the engine, from the assistance systems to the ergonomics, there is nothing to complain about. Whether for the weekend tour to Cloppenburg or a pass marathon through Italy, the water-cooled long-term tester parries any exercise with flying colors.

Actually perfect, if it weren’t for the transmission, which makes every shift loudly, and the bad
Controllability of the clutch. Since the Munich urgently need to rework. With regard to disengaging the clutch, they already have that. The clutch pressure piece of the BMW R 1200 GS was recently replaced with a revised one.

Data:

Two-cylinder boxer engine, 1170 cm³, 92.0 kW
(125 PS) at 7700 / min, 125 Nm at 6500 / min,
Bridge frame made of tubular steel, longitudinal control arm-
guided telescopic fork, double disc brake
front, rear disc brake, Ø 305/276
mm, seat height * 850–870 mm, weight fully-
tanks up to 246 kg, price of the test bike 17,080 euros

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BMW R 1200 GS in the top test

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BMW R 1200 GS in the test

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Video: Soundcheck BMW R 1200 GS

Honda NC 700 S.

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Performance is not everything! The Honda NC 700 S is a real all-rounder and fun.

Mileage: 36,803
Long-term test start: 05/04/2012

The Honda NC 700 S has been a permanent member of the editorial garage for over a year. The all-rounder impresses with its splendid suitability for everyday use, its narrow dimensions and good-natured driving characteristics. In addition, employees of the editorial staff who have turned out smaller enjoy the low seat height and short step length. Everyone will find a secure footing there.

Except for a few flaked paint on the lamp mask, which suggest a slightly poor paint quality, the extremely cheap Honda NC 700 S does not have to hide. However, the drivers are a bit worried about the clutch, which repeatedly separates poorly, and the bony gearbox. Several attempts to fix this unsightly peculiarity have failed. The comments in the logbook about the in-line two-cylinder with its bulbous torque curve are always encouraging.

Data:

Two-cylinder in-line engine, 670 cm³,
35.0 kW (48 hp) at 6250 rpm, 60 Nm at
4750 rpm, bridge frame made of steel,
Telescopic fork, front disc brake, Schei-
rear brake, Ø 320/240 mm, seat-
height * 800 mm, weight with a full tank
215 kg, price test motorcycle 7,424 euros

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Honda NC 700 S in the top test

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Honda CB 500 F, Ducati Monster, Suzuki Gladius, Harley 883 R, Kawasaki W 800, BMW F 700 GS, Honda NC 700 X

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Ducati 1199 Panigale

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If you drive a Ducati 1199 Panigale, you shouldn’t forget hearing protection. The Duc is way too loud.

Mileage:  6,906
Long-term test start: 07/27/2013

It is definitely the most beautiful motorcycle in MOTORRAD’s current long-term test fleet. The 195 PS strong Ducati 1199 Panigale has already unwound almost 7000 kilometers without any technical anomalies since it arrived at the editorial office. Otherwise, however, being inconspicuous is not their forte. When the engine is started, it sounds so loud that you intuitively want to cover your ears. When the traffic lights are red, most of the colleagues switch off the engine so as not to attract everyone’s attention.

In the logbook, there are also increasing complaints about the heat build-up under the seat, which even led to a slight burn in the thighs of a colleague. The Ducati 1199 Panigale loves flowing curve combinations as much as it reviles tight turns or miserable stop-and-go traffic. The conventionally adjustable chassis on the long-term test machine is not uncomfortable. However, the super sports car from Bologna is not popular for traveling due to the compressed seating position. It’s more for a crisp weekend trip – and of course the race track.

Data:

Two-cylinder V-engine, 1198 cm³, 143.0 kW
(195 HP) at 10750 / min, 132 Nm at 9000 / min,
Aluminum monohull, upside-down-
Fork, double disc brake in front, Schei-
benchtop rear brake, Ø 330/245 mm, seat height
820 mm, weight with a full tank 195 kg,
Price test motorcycle 19,960 euros

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Test: BMW S 1000 RR against HP4 and Ducati 1199 Panigale against Panigale S.

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Comparison test: Ducati 1199 Panigale, Aprilia RSV4 R APRC ABS

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Ducati 1199 Panigale R in the driving report

With the ease of a bicycle

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Ducati Panigale and Multistrada against KTM RC8 and 1190 Adventure

All against all!

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Top test Ducati 1199 Panigale

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Triumph Trophy SE

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The long-term tester is often used for long trips. There were several defects.

Mileage: 22,295
Long-term test start: 03/28/2013

The fully equipped Triumph Trophy SE polarizes. The logbook is adorned with hymns of praise for the grandiose touring qualities and the unexpectedly good handling, as well as disparagements due to the enormous weight of 317 kilograms. The front-heavy Brit reacts extremely vulnerable to worn tires. Then it loses some of its stable and neutral driving characteristics and sometimes draws attention to itself with a slight shimmy.

Unfortunately, the endurance test has not yet run completely free of defects. If the heated grip and seat were initially noticed because of an electronics problem, a defective camshaft sensor recently spoke up and had to be replaced. The long-term test Triumph Trophy SE is also part of the batch of Triumph bikes, which are uncomfortably noticeable due to loud valve tickers. The Triple, on the other hand, impresses with its 135 hp, high elasticity and smoothness.

Data:

Three-cylinder in-line engine, 1215 cm³,
99.0 kW (135 PS) at 8900 rpm, 120 Nm at
6450 rpm, tubular steel frame,
Upside-down fork, double disc brake
front, rear disc brake, Ø 320/282
mm, seat height 820–835 mm, weight fully-
fueled up to 317 kg, price test motorcycle 18,670 euros

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Triumph Trophy SE in the test

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With the Triumph Trophy SE through Scotland

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BMW C 600 Sport

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If you laugh at scooters, you should be careful: the BMW C 600 Sport is fast on the road.

Mileage: 11.932
Long-term test start: 05/16/2013

The BMW C 600 Sport is the first scooter in the MOTORRAD endurance test that has to cover the entire distance of 50,000 kilometers. The scooter, which is equipped with a firm and stable chassis, has so far been particularly noticeable because of its noisy in-line twin-cylinder. The 60 hp engine is, however, in good shape and accelerates the Bavarian on the autobahn up to a speed of 180 km / h. Many a colleague is visibly impressed after the first contact. Moved appropriately, it can easily keep up with the speed of an NC 700, for example.

It takes a bit of getting used to the long-term frictional connection of the centrifugal clutch when starting up. The clutch seems to be the weak point of the BMW C 600 Sport. For the second time it had to be opened in the workshop. If it was found the first time that two of the eight rollers of the centrifugal clutch were ground and had to be replaced, it was a defective seal on the clutch push rod that transported some oil into the clutch during the autumn trip. As a result, the clutch jerked quite severely when it was hot and burned the unwelcome oil, causing it to smoke slightly.

Data:

Two-cylinder in-line engine, 647 cm³, 44.0 kW
(60 HP) at 7500 rpm, 66 Nm at 6000 rpm,
Steel tubular frame, upside-down-
Fork, double disc brake in front, Schei-
benchtop rear brake, Ø 270/270 mm, seat height
810 mm, weight with a full tank 252 kg,
Price test motorcycle 12,100 euros

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