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Comparison of the BMW R 1200 GS and KTM 950 Adventure S.

Massive mountains

Robust off-road tower in the Pyrenees with massive two-cylinder engines: Can the new BMW R 1200 GS of the KTM 950 Adventure S follow suit??

Guests in gaudy off-road outfits are nothing unusual at the Hotel Valmar in Empuriabrava. Since the times of old master Rolf Dieffenbach, who worked in the
in the extreme northeast of Spain carried out his cross-training courses, German off-road fans regularly move into their winter quarters there. For MOTORRAD, however, this time the nearby cross-piste of Figueres is not the goal, but the impassive terrain of the Pyrenees foothills on the border with France. In order to give the tour the right edge, the six-time German cross champion and MOTORRAD employee Didi Lacher was hired as a co-tester. The opponents: BMW’s refurbished GS, whose off-road qualities need to be tested, and as a reference the KTM 950 Adventure S, whose off-road capability is beyond question.

ergonomics
Didi is deeply impressed by the two-cylinder enduro bikes: »Crazy, how high
the Pyrenees. ”No wonder, having been up day after day for four weeks
sat on his little Kawasaki cross bike. Despite its gigantic dimensions, it can make friends with the KTM. It was a bit full around the waist, but the shape and firmness of the seat are correct. The position of the footrests and handlebars also fits, the driver feels as if they are on
enduro sports. BMW has ergonomically revised the GS, the handlebar has finally been cut to the usual width. The earlier sail pole took some getting used to and liked to get stuck in the bushes. The BMW seat can be adjusted in two positions, the seat height remains the same
in any case moderate. The soft foam fixes the driver in his position, sliding back and forth to shift weight in the terrain is possible R. 1200 GS not. So that the posture remains relaxed, the pegs are built deeper. In general, the BMW is trimmed more towards comfort, while at KTM the function is obviously in the foreground.
Engine characteristics
The first way is early in the morning
towards the beach. The KTM can win a spontaneous acceleration duel. But the gap has shrunk, BMW has built a lot more power and dynamics into the new GS. Sports fans are finally getting their money’s worth. In terms of performance, the two two-cylinder engines don’t take much. The measured four HP higher peak performance of the KTM is countered by the BMW with the significantly higher torque. Cubic capacity remains cubic capacity.
Performance plays in the sand
no longer matter with these enduro-
It’s about managing abundance off the beaten track. And the
the candidates manage in completely different ways. The Adventure reacts bitingly and spontaneously. With such a character it would be fatal if it did
the mail went off at the bottom. Since it doesn’t, the brutal power of the 950s can be kept in check. Into the
Dare to venture into the upper speed range is a case for professionals with a sensitive throttle. Like Didi, who enjoys the immediate thrust with every turn of the throttle. If the rear wheel finds grip, the lively motor easily lifts the front wheel over a puddle. With the BMW it always goes right through, obstacles are not driven over, but cleared aside.
Both wheels stick to the ground. Although the explosiveness of the KTM is missing, the rich, gentle pressure of the BMW from the very bottom inspires. Because the 1200 acts more phlegmatic, it is easy to control. Disruptive for the off-road professional: the miserably long way on the throttle, because cables have to be wound up diligently.

Gearbox / clutch
Clack ?? a familiar sound for BMW drivers. So far, because now it’s over
with the rough background noise from the switch box. The new transmission shifts more precisely and silently. Didi complains that the gears sometimes get stuck when driving a wheelie. What the everyday GS rider
his vehicle hardly seriously
will chalk. With the Adventure, the front wheel can hardly be kept on the ground
is, this argument is more likely.
With her, however, every corridor fits. Swift shifting maneuvers are not as smooth as butter, but with clear feedback. A real sports transmission.

Driving stability
Such monster motorcycles are really fun when they are kept moving. Weight problems fade into the background, both machines glide smoothly in lying down
tea Pyrenees winding gravel roads. The stable chassis of the Adventure creates unconditional trust, this is an enduro to the uninhibited bolt, not to be thrown off course by anything. Surprisingly, the new GS twitches the handlebars. Proof of the increased dynamics with more power and less weight.

Suspension tuning
Emergency stop. Didi turns on the BMW
into a narrow, craggy path, crashes steeply into the steep
Up the mountain. Finally real land. Wild
wedges the hindquarters of the GS. Crossers don’t know a cardan. Apart from that, the key data already shows where the limits are: Like its predecessor, the new GS has to be content with 190 millimeters of travel at the front and 200 millimeters at the rear. After all, the design is progressive enough to prevent bad bottoming out. The spring elements of the KTM offer a full 265 millimeters of travel, as well as almost unlimited adjustment options. If you want, you can put together a rock-hard rally set-up à la Joan Roma, so that at least the pedestal can cope with a 20-meter jump. What you shouldn’t try with the BMW despite the fasting cure. On the one hand, because the suspension is not prepared for hard impacts. On the other hand, because the framework-
Backbone is more resilient than with
the predecessor, but in extreme cases would certainly also go the wrong way. If you want to drive rallies, tuners like HPN or Witec will stay as customers.

Handiness
We leave the fast routes, choose a steep single trail, trial-
Qualities are in demand. Muddle through deep mud passages, dig up steep slopes in slow motion. All of this works perfectly with the new GS. Because of the engine, because of the low center of gravity and because of the large steering angle that is not limited by the sweeping radiator. The just now dynamic adventure no longer feels at home here. The enormous seat height, the high center of gravity, the low steering angle, the bulky cladding, that
nothing promotes trial suitability
absolutely. It is obvious that both machines are not mountain goats. The KTM colossus weighs 200 kilograms dry, little for a rally twin, plenty for an enduro. The GS comes to around 225 kilos without petrol.

Traction
Enduro riders know that propulsion in
depends primarily on the tires. Unfortunately, it had been pouring for days before the off-road tour, instead of gravel and stones, the test team in the mountains expected clay, slime and slippery, mossy stones. Conti TKC 80 on the BMW, Metzeler Karoo on the KTM, that would have been the right soling. The testers have to put up with the fine series profiles. It is astonishing that the Metzeler Tourance on the BMW pulls out of the affair passably. Which is also due to the traction-enhancing boxer drive. In addition to the limited liability of the Pirelli MT 90 A / T and the toxic power output, the KTM brakes a serious problem: the front fender is too close to the tire. A few meters of clay and nothing turns in the front. Didi kicks her legs, but 200 kilos cannot be lifted even in a slightly inclined position. And woe if the tanker is in the dirt…

Ground clearance
Sporty enduro riders need long suspension travel to fill holes
iron. Adventure seekers require ground clearance so as not to get stuck in the streambed. The KTM offers both, stands high-legged like a crosser. And you
is well protected below. The BMW too-
Oil pan covers a solid sheet metal. That’s a good thing, because the ground clearance is limited on extreme tours in the scree. The laterally running bends are more at risk. And caution is advised in extended grooves for another reason. The notches are deep, it is easy to get your foot caught on the boundary. In general, the BMW pegs: antiquated, narrow sheet metal parts, unchanged for 20 years. Bavarians should take a look at the wide parking spaces of modern enduros. There are plus points for the rubbers, which can be removed or reinserted in a flash without tools, the KTM rider needs the 10-key to convert.

Brakes
There is a particular need for discussion regarding the partially integral ABS from BMW. The ABS works surprisingly well off-road, but experts should switch it off anyway. Because in extreme cases, such as undulating descents, the regulation is sometimes overwhelmed. And such situations cannot be predicted. The partially integrated composite effect, in which only the hand lever operates both brakes, is not a disadvantage. It is crucial that the rear brake can be operated independently using the foot pedal. The control behavior of the brake booster is mysterious. Sometimes the brake is extremely snappy, sometimes noticeably less.

Fall prevention
There is no doubt that the KTM is a robustly built motorcycle, but the glitter paint on the expansive tanks is ugly scratched after a hearty tour. With the BMW, the protruding cylinders are at risk, which act like crash bars if they fall over. If something needs to be screwed: Both machines have excellent on-board tools and space to take additional parts with you on the long-haul trip.

Conclusion
The target for the day has been achieved, Didi is surprised: "I would not have thought that the BMW would come up here." The new GS has made considerable gains, but the KTM is a step ahead in the field.

Comparison of the BMW R 1200 GS and KTM 950 Adventure S.

Massive mountains

Technical data: BMW R 1200 GS

Engine: air / oil-cooled two-cylinder boxer engine, injection, regulated catalytic converter, single-disc dry clutch, six-speed gearbox, cardan shaft, bore
x stroke 101 x 73 mm, displacement 1170 cm3, 72 kW (98 PS) at 7000 rpm, 115 Nm at 5500 rpm. Chassis: load-bearing motor-gearbox unit, screwed subframe, telescopic fork, Ø 41 mm, suspension strut, adjustable spring base, two-arm articulated swing arm made of aluminum, central spring strut, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, disc brake at the rear, Ø 265 mm. Measured values: Weight with a full tank of 242 kg, seat height 845 – 865 mm, tank capacity 20 liters, top speed 208 km / h, acceleration 0 – 100 km / h 3.9 seconds. Price: 13,512 euros *

Technical data: KTM 950 Adeventure S

Engine: water-cooled two-cylinder 75-degree V-engine, constant pressure carburetor, uncontrolled catalytic converter with secondary air system, multi-plate oil bath clutch, six-speed gearbox, chain, bore x stroke 100 x 60 mm, displacement 942 cm3, 72 kW (98 hp) at 8000 / min, 95 Nm at 6000 rpm. Landing gear:
Trellis frame made of steel, telescopic fork, Ø 48 mm, adjustable spring base, rebound and compression damping, swing arm made of aluminum, central spring strut, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, disc brake at the rear, Ø 240 mm. Measured values: Weight with a full tank of 224 kg, seat height 915 mm, tank capacity 25 liters, top speed 210 km / h, acceleration 0-100 km / h 3.3 sec. Price: 12,690 euros *

2nd place – BMW R 1200 GS

BMW R 1200 GS The latest revision has come out
the travel enduro has not made an off-road racing machine. But the
The new GS has undoubtedly also gained momentum in the field.

1st place – KTM 950 Adventure S.

KTM 950 Adventure S She stays in offroad
its class the measure of all things, is suitable for both the casual
Drive as well as for serious rally adventures.

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