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Model of the year: Aprilia RSV mille

A perfect character

Water-cooled two-cylinder four-stroke 60 degree V engine, displacement 998 cm3, output 87 kW (118 hp) at 9300 rpm, weight 223 kg, seat height 810 mm, top speed 269 km / h, acceleration 0-100 km / h 3.1 seconds, consumption Landstrabe 7.5 lComparison test in MOTORRAD 13/1999 PlusNeutral chassisVersatile useModerate seating positionMinus vibrations in the upper speed range, chain whips in the speed cellar Chunky muffler

Aprilia actually managed to get a sporty, independent twin up and running, which is also affordable. For me it was the sticking point with the Italian two-cylinder engines. Too exhausting for my wallet? and for my nerves. Because there is one thing I can’t stand: motorbikes that leave me standing in the rain without any motivation, preferably on the hard shoulder of a busy motorway or in the farthest corner of the southern Black Forest ?? middle of the night. The mille, on the other hand, instills confidence in me. Both their super stable chassis and their Austrian heart. This 60-degree V2 that the Rotax company developed. One press of the start button, boom, it stomps off, always. Need an example? In the MOTORRAD long-distance test, the Aprilia has so far covered 22,000 kilometers without any problems. Only the chain was over at 14,000 kilometers. Nevertheless, the Mille has an Italian character and is not clinically perfect. Because it is not as playful as a Japanese 600 four-cylinder. Well, your performance is ?? in the legal version ?? only slightly above the one Yamaha R6. I do not care. I like the two-cylinder as it is. Nothing against an in-line four-cylinder, but this economical twin has something for itself. This pithy beat, this bearish sound, this even pressure from the low revs. Fascinating. And worth every mark. In my very personal opinion. Matthias schrote

Model of the year: Kawasaki W 650 – so simple and yet ingenious

Air-cooled two-cylinder four-stroke in-line engine, displacement 676 cm3, output 37 kW (50 HP) at 7000 rpm, weight 215 kg, seat height 800 mm, top speed 166 km / h, acceleration 0-100 km / h 5.4 seconds, consumption Country road 4.8 l

Test in MOTORRAD 9/1999, comparison test 12/1999

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Successful classic look
Problem-free handling

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Commuting at high speeds
Weak brakes

A Japanese motorcycle that makes a Triumph Bonneville. With vertical shaft, kick starter, tank cushion and all the trimmings. That could have gone really bad. But it didn’t happen. Because the retro idea was consistently carried through with the W 650. Courageous and stylish. This motorcycle not only looks classic, it feels that way too. Narrow tires, wide handlebars, British correct seating position. An uncomplicated chassis that asks for composure on the throttle at higher speeds. And in the center of the action is this dignified two-cylinder, which thunders so beautifully from the cellar. Whoever takes a seat in the saddle of the "new olds" is entering another world, getting to know motorcycling in its purest form. So that we understand each other correctly: The W 650 is not exactly the dream of my sleepless nights. After eight years of the Yamaha XS 650, oven of which were spent looking for the right ignition timing, I was more or less through with the subject of two-cylinder with an English touch. No matter how raving your colleagues might be and referring to the scorching invention of the digital ignition. I didn’t want to, but last month the time had come: the endurance test fleet was empty. Only SHE was there. And I had to go to the Alps. And back again. And in the middle it happened. In the most daring serpentine this side of the equator. I didn’t even have time to admire that hussar piece of road construction due, the Kawasaki finished it that quickly. Trilled around it like nothing. Later, when a horde of super athletes stressed past me, I got the rest of the story: A W 650 like this makes life easier. Not only because of this almost forgotten handiness, but also because of the possibility of escaping the clutches of the cult and performance society. There is no grid. You don’t have to do anything: neither thrash spectacularly around the corners nor mimic the Easy Rider. Whatever you like is allowed. Of course, a Honda CB 500 or Suzuki GS 500 E offer similar options, only ?? firstly, no pig is looking, and secondly, their characters are pretty interchangeable. With the W 650, Kawasaki has turned a basically normal entry-level motorcycle into a real event. Monika schulz

Model of the year: Suzuki SV 650S – by no means only for little people

Water-cooled two-cylinder four-stroke 90-degree V-engine, displacement 645 cm3, output 52 kW (71 PS) at 9000 / min, weight 193 kg, seat height 800 mm, top speed 210 km / h, acceleration 0 -100 km / h 3.7 seconds, consumption on country road 4.8 l

Test in MOTORRAD 4/1999, comparison test in 10/1999

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Great, economical engine
Playful handling
Cheap price

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Labberige spring elements
Only available in red and yellow

Isn’t it often the little things that add spice to life? A good joke, a spontaneous party, an unexpected raise in salary or a Suzuki SV 650 S. Because hardly any other machine has managed as well as the small two-cylinder to exceed the expectations placed on it many times over. That an MV is something special was not a big surprise given its price. The same goes for the Yamaha R7. Even the Hayabusa only achieved what was expected of the Honda CBR 1100 XX at 300 km / h. But who would have seriously believed that the newly developed V2 of the SV models would go to work with such high torque and provide sensational driving performance with its 71 horsepower? Who would have thought that the SV would combine the lightness of an entry-level bike with the irresistible charm of an all-rounder? Even on closer inspection, the Suzuki SV 650 doesn’t look cheap or carelessly nailed together at any corner. An aluminum chassis, a water-cooled two-cylinder with character, great double disc brakes and a stainless steel exhaust. And all of that for a dumping price of 11,990 marks. In addition, the Suzuki is finally a small motorcycle on which even tall people don’t feel silly or, worse, look like that. That is why the SV is forgiven for the slightly too soft tuning of its spring elements, namely the enormous driving fun it still offers is hard to beat, not only in this class.

Model of the year: MV Agusta F4 Oro series – perfection down to the last detail

Water-cooled four-cylinder four-stroke engine, displacement 749 cm3, output 93 kW (126 PS) at 12200 / min, weight 207 kg, seat height 820 mm, top speed 272 km / h, acceleration 0-100 km / h 3.2 seconds, consumption Landstrasse 6, 2 l

Driving report in MOTORRAD 10/1999, comparison test in 15/1999

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Top optics
Outstanding chassis
Sensational detailed solutions

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Almost unaffordable
unspectacular engine

What a design, what impressive driving characteristics, what a work of art. In April of this year I had the pleasure of testing the MV Agusta on the occasion of its world presentation in Monza. The traditional race track in the royal park was exactly the right setting to celebrate a machine of this quality. It was here that I heard the F4 arrow down the long home straight for the first time, and was able to immerse myself in its appearance. This construction, which is extremely sporty and sophisticated down to the smallest detail. There is a tendency towards perfection in every screw and every weld seam. The carbon fiber cladding fits together perfectly, and numerous good ideas, such as the adjustable footrests and the hand levers designed for better usability, deserve the highest praise Ducati 916. For me the best machine in the world until the MV comes out. But now the pendulum could swing to the beautiful MV. As with hardly any other motorcycle, design plays the dominant role, with the four adjacent exhaust pipes in the rear and the headlights arranged one above the other, completely new paths have been broken. The silhouette of the MV was extremely slim, and thanks to the lavish use of ultra-light materials, the Italian was also pleasantly light. Despite a rather weak 750cc four-cylinder engine with measured 122 hp, it translates these advantages into impressive driving performance. With a top speed of 272 km / h, the MV Agusta runs as fast as an almost 30 hp more powerful Yamaha YZF-R1. Incidentally, the engine is the only point where I could think of improvements. Because smooth running and power delivery at low speeds are no longer state of the art. Give it a little more displacement so that it reaches 900 cm3, then the dream would be perfect for me. No ?? stop! There is still one catch. That I would like to have an MV. But that would be a tragic case for my bank account.

Model of the year: BMW K 1200 LT – the only extreme BMW

Water-cooled four-cylinder four-stroke in-line engine, displacement 1171 cm3, output 72 kW (98 PS) at 6800 rpm, weight 385 kg, seat height 770-810 mm, top speed 205 km / h, acceleration 0-100 km / h 4.1 sec, Consumption country road 5.6 l

Test in MOTORRAD 3/1999, comparative tests in 5 and 12/1999

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Complete equipment
Almost perfect wind and weather protection
Good controllability despite the heavy weight

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Heavy tones
Typical BMW transmission
Mechanically loud powertrain

BMW K 1200 LT: a huge, an impressive, a monument of motorcycle. With reverse gear and CD changer, with heated seats and ABS, with a trunk covered with velor and a gross vehicle weight of 600 kilograms. From the day of the presentation on, I was impressed by this truly colossal two-wheeler, and I was excited to see how much driving fun there would be. And the LT was a surprise: nothing lazy, nothing anxious, but tremendous light-footedness, exemplary comfort, a successful overall concept that functionally distanced all of the comparison test opponents. An impeccable performance, applause, applause, but another aspect of the Bajuvarian luxury liner seems even more remarkable to me. The K1200 LT caused an ideological sensation, as it stands for something that the rest of the BMW range apparently lacks on principle: uncompromising. K 1200 LT, the only extreme BMW. Conceived with no ifs or goals. Taking advantage of all the possibilities and needs that the people of touring riders have always wanted. K 1200 LT, a true extremist, a rebel, a memorial of straightforwardness among so many white and blue variations of the multifunctional motorcycle theme. And thus the proof that it is possible: BMW can build specialized motorcycles! My wish: keep it up, Bavaria. Is it building an R 1100 S that is committed to its mission as the “sportiest BMW of all time ”without a case holder? Or a GS that doesn’t necessarily roll a quarter tonne live weight along? It would be nice. And brave. Jorg Schuller

Model of the Year: Suzuki Hayabusa – Innocent – as charged

Water-cooled four-cylinder four-stroke in-line engine, displacement 1299 cm3, output 129 kW (175 PS) at 9800 rpm, weight 251 kg, seat height 820 mm, top speed 300 km / h, acceleration 0-100 km / h 2.7 sec, consumption Country road 6.2 l

Comparison test in MOTORRAD 8/1999

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Sufficient performance
Sovereign chassis
Unconventional look

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States tires
Unconventional look

My motorcycle of the year? No question about the Hayabusa. Because it held up the mirror to humanity, it purified. Not forever, but still. She succeeded in this feat because it fitted so seamlessly into the template-like, pre-formed motorcycle world: 175 hp from 1300 cubic centimeters, an appearance that took getting used to, which was obviously subject to aerodynamics more consistently than ever before, a promised top speed of 300 km / h ?? and the (preliminary) judgment was ready. A burner for mindless autobahn stokers, otherwise good for nothing. The world knew guilty all along the line before the trial, and the revision came as quickly as it was painful. The latter because the pill of self-knowledge is bitter. The former, because the Hayabusa did not need longer than a brief cross-examination of the country roads with any of the hasty judges to convince her of her innocence. It led its super stable chassis, its easy handling and ?? of all things ?? the main charge, the engine, into the field. Especially he could credibly assure that there is nothing wrong with striving for higher things. Casual, cool, confident. The right answer ready for every tricky situation, never quick-tempered, unless he was irritated by the fully open throttle grip. And suddenly everyone remembered the old maxim of not judging anyone by their appearance or reputation. Acquittal down the line. Snooty judges have become friends. Stefan Kaschel

Model of the year: Yamaha R6 – The R 6 sets new standards

Water-cooled four-cylinder four-stroke in-line engine, displacement 600 cm3, output 88 kW (120 PS) at 13,000 rpm, weight 196 kg, seat height 800 mm, top speed 254 km / h, acceleration 0-100 km / h 3.2 seconds, consumption Country road 5.7 l

Test in MOTORRAD 15/1998, comparison test in 9/1999

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Strong, easy-revving engine
Easy to drive
Uncompromisingly sporty

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Bad gear
Strong load change reactions

Since the Japanese refused to give us the fiery two-stroke racers like a Suzuki RG 500, we light-weight fetishists of the sports group haven’t had much to laugh about anymore. They wanted to lure us with sheer power and tons of displacement as a substitute for mercilessly beautiful cornering. No thanks. But now everything will be fine. Even if the Yamaha YZF-R6 roars in four-stroke, the lightweight is not lacking much for the unique driving dynamics of a real racing machine. Starting with the lightweight chassis and the powerful four-cylinder to the ingeniously cut fairing ?? If the hard-to-shift gearbox and a few minor blemishes have to be cleared up, the supersport bang has made its final breakthrough. Because it’s great when a manufacturer dares to consistently ignore the idea of ​​the egg-laying woolly milk pig and build super sports motorcycles the way they should be: slim, crouched, aggressive and strong. The pillion passenger and top case have nothing to do with this. For some there is the train, for others there are enough all-rounders. Therefore, it doesn’t matter that the R6 windshield only works in a lying position and the super-agile chassis is only really in its element if the rider pulls the gas cord properly. He does it best on the race track as a fun hobby, on the dedicated lawn in the R6 Cup or in the professional super sports class. The Yamaha is ready for anything and therefore my bike for the nitty-gritty.

Model of the year: Triumph Sprint ST – This bike can do anything

Water-cooled three-cylinder four-stroke in-line engine, displacement 956 cm3, output 77 kw (105 PS) at 9300 rpm, weight 242 kg, seat height 820 mm, top speed 237 km / h, acceleration 0-100 km / h 3.1 sec, Landstrasse consumption 5.8 l

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High-torque, economical character engine
Balanced driving behavior
Good ergonomics

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Bony gear
Ordinary look

Years ago I would have liked to have written it. And now I’m happy to have waited until the Sprint ST. It also seems embarrassing in our one-dimensional stupid the winner takes it all times to congratulate someone on their really good motorcycles when there are better one is. Two or three, maybe. Trident, Tiger, Daytona, Speed ​​Triple: I don’t care where these few hundred English people get the money and power from, but they build great motorcycles non-stop. I am only interested in whether they make a profit with it that, of course, at some point they stop bringing triplets into the world without profit. Like the Sprint. Cheeky to lean visually on the VFR. Oops, have? I thought this could go wrong. Not possible, the foremother of touring athletes, born from technical perfection and solid mechanical engineering, one of the figureheads of the world market leader, had to pass. Just beaten with their own resources. Means: Here, a bike offers me a long-term partnership, with a successful mix of good comfort and stable chassis, it makes it clear from the first few meters that it goes along with everything that comes to my mind. If I like, I just let the engine run – somehow it pulls me, a very discreet British, cultivated from the corner. If I like it different, he hisses, now the gnarled sportsman, angry and hoarse. So hoarse that I completely forgot about the V4 sound this year. And I am sure that – if not the next one or the one after that – one of the next triumphs will kill again. Fred siemer

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