MotoGP – Statements and analysis of the GP of Catalonia MotoGP 2016 – Mourning and handshake in Catalonia …

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Kawasaki, KTM, Triumph and Yamaha

Comparison test funbikes

Steep coasts, narrow roads ?? when things get really tight, fun bikes live up to their name on every meter. And on some fun vehicles, you can now travel very well-mannered.

"Click", a Triumph Tiger case clicks into the carrier system. Winnie usually doesn’t have a crush on it, has both feet firmly on the ground as a mechanic. Maybe that’s why he only has a quick look at the ambience. The rest of the troop have this "Click" shaken awake from a dream that isn’t a dream. As if these lush green meadows, the typical villages with their slender, pointed church towers and the soft morning light weren’t enough, a corner of the deep blue Lake Garda completes the almost kitschy panorama. And: It’s spring here. If not here, then where should the name become the program?

Fun bikes, fun bikes. It was 21 years ago when the product planner of Yamaha invented this completely new type of motorcycle in 1988 with the TDR 250. Machines that finally rejected the tall, narrow wheels of their intellectual forerunners, the tourist-oriented enduros, in order to unmistakably commit to the new direction with modern 17-inch road pulled. The fashion of yore has long since established itself. People have found pleasure in the puristic corner scrapers. Has recognized that the combination of a comfortable, upright seating position and a sporty chassis intensifies the motorcycling experience like hardly any other motorcycle species.

Kawasaki, KTM, Triumph and Yamaha

Comparison test funbikes

Departure

Jahn

Only then is it fun – embankment with no traffic jams for early vacationers.

Click, Winnie pushes the second suitcase into the catch. Quasi the last request to leave. Understandable with these perspectives. The engines are still cold, the first cool exhaust fumes whirl around like small contrails behind the mufflers. Starting problems, rough concentricity or initially high idle speed are no longer worth a thought in times of well-coordinated injection systems. Press the button and forget. There is an opportunity to concentrate on other things during the warm-up phase. The sitting position, for example. Tea Kawasaki sucks the driver in deeply, holds out the handlebars piled high on a riser towards him. A bit too much for bigger people, especially since there is no adjustment option. After all, the hand levers of both the front brake and the clutch are adjustable. The KTM seating is also unusual. The sporty, smooth-surfaced space familiar from the Austrians gave way in the T version to a deep recess for the driver in favor of a lower seat height. The seat was wider and, despite the thinner upholstery, more comfortable. In addition, the bench step offers the extended back a pleasant support when accelerating. Handlebars, fittings? Butted handlebar, radial brake lever, hydraulic clutch, adjustable hand lever. First division, without a doubt.

Jahn

The converted: formerly touring enduro, now avowed fun bike.

The triumph was also a success. The Tiger feels a bit bulky only because of the wide knee joint. Apart from that: comfortable bench, adjustable hand levers, everything fits. Which is not always true for the Yamaha. The great distance between the seat and the handlebars spoils the joy of the fluffy bench and the open knee angle. Compared to the KTM, for example, the Yamaha rider has to stretch eleven centimeters further over the tank. A fact that can cause smaller pilots to stumble, for example when turning. The fact that the clutch lever cannot be adjusted within reach is only a minor issue. We are down at sea level. In sheltered corners, the sun-hungry holiday vanguard is already having breakfast outdoors. A few meters further a stazione, a gas station. Okay, fill up, oil check. We the Kawasaki and the KTM, all you need to do is look into the sight glass; on the Triumph and the Yamaha, the dipstick must be unscrewed. Annoying.

KTM 990 SM T

Jahn

The T-Model has become more suitable for touring without losing its supermoto character.

Top tester Georg uses the time for his beloved glow sticks and likes to philosophize about motorcycles. For example, how much motorcycle there is for how much coal. For example, you can get the Versys presented in 2007 for 7,400 euros. Technically, really not a cheap home. Proven parallel twin based on the ER-6 unit, measured 68 hp, aluminum banana swing arm, stainless steel underfloor exhaust and radial brake calipers. Not bad. A good two and a half thousand more, just under 10,000 euros, have to be invested for the TDM 900 A. Also with parallel twin, 83 HP peak power, aluminum frame and brakes from the early super sports car R1, all that doesn ‘ doesn’t sound bad? even if the evergreen was last updated seven years ago. And as early as 2002, an 18-inch front wheel was long out of fashion. The TDM still has it ?? perhaps a homage to the legendary TDR with 18-inch tires on the front. Almost 12,000 euros are due for the 2007 completely overhauled Tiger. Since then, the 119 hp 1050 three-cylinder has been pounding in the originally styled aluminum frame welded together from cast parts, with 17-inch wheels in the upside-down fork and aluminum swing arm, the Briton is a fun bike instead of a travel enduro. Tea KTM 990 SM T has also undergone a conversion. T stands for Travel and initially means a low seat bench, standard retaining lugs for luggage bags, spring travel reduced by three (rear) or four (front) centimeters and a frame-mounted front panel.

In the context of the fundamentally uncompromising orientation of all KTM models, this T also means almost a change in values ​​?? Although the technology of the Austrian, which costs 12,400 euros, is otherwise identical to the 990 SM: 75-degree V engine, measured 121 hp, tubular space frame. Georgie gasped out. Go on. Driver changes. With a seat height of 825 millimeters, the Yamaha ranks high in the popularity charts. It sits two and a half centimeters higher on the competition. Amazing: Even with reduced spring travel and seat recess, the seat height of the KTM SM T is only 25 millimeters lower than its thoroughbred Supermoto sister 990 SM (seat height: 875 millimeters). The reason: harder springs are used at both the front and rear. It’s only a few kilometers before the next junction from the quayside leads upwards. Finally. No mobile homes, no delivery vans or early bookers on holiday. Instead, narrow mountain roads. On the right the rock face, on the left a half-height boundary wall, in between there is hardly any space for two Fiat Panda ?? but more than enough for a motorcycle. Hit.

We are literally waving towards the sky

Jahn

Motorcycles for more than just the house tour – basically fun bikes more.

Tea Kawasaki wants to be turned. The displacement disadvantage is quickly noticeable in heavy-duty use. If a full pull is needed on the chain, the clock must be 7000 rpm. With a more restrained rhythm, the Twin surprises with enough power to pull up even from lower speeds without holes, powerfully and homogeneously. You wouldn’t necessarily have expected that from a 650 engine. Fortunately, this lightness is complemented by the chassis. It is sitting? as mentioned ?? not particularly active, but very neutral on the Versys. Tipping from one incline to the other is clearly the easiest with the little one in comparison. A merit of the narrow 160 mm rear tire, the moderate weight with a full tank of 211 kilograms and the balanced chassis geometry. The Kawa makes one thing clear: you don’t necessarily need a lot of displacement or a lot of money for a lot of driving pleasure. Even if the brakes with high manual force and moderate controllability hold less than their radial optics promise. An ABS is included in the basic price.

Tea KTM seems to be carved out of the wood of the mountain forests. If the reins of the V2 are let loose on these mountain roads, it’ll be off. The engine kicks in unrestrainedly, and thanks to its low centrifugal masses it hangs on the gas. As a tribute to the liveliness, the short-stroke reluctantly whips with the drive chain at speeds below 3000 rpm. The uncomfortably hard throttle response known when changing loads remains problematic. Which the KTM technicians probably tried to mitigate with a rather fat engine set-up. There is no other way of explaining the impressive consumption of 6.5 liters at moderate country road speeds. Both are annoying, especially since the chassis is more sporty than the 990 SM. Despite the lush spring travel of 160 (front) and 180 (rear) millimeters, the harder springs reduce the braking nod to a minimum and allow the SM T to whiz through the asphalt giant slalom precisely and effortlessly. Amazing: The SM T hardly loses comfort thanks to the new set-up. The five kilograms gained due to the front fairing are hardly worth mentioning. At 214 kilos, the big KTM is not only on par with the small Versys in terms of weight, it also almost achieves their playful handiness. Braking topic: It couldn’t be better ?? only an ABS is all the more missing in the tourism orientation of the SM T.

The Triumph is not impressed by any of this. From the first meter the three-cylinder demonstrates that this engine concept is obviously very close to the optimum. Already from the lowest speed cell? we are talking about the range from 1200 rpm! ?? the triplet attracts and pushes forward with cultivated, yet irrepressible force. The short, practice-oriented translation ultimately does its part to make the completely convincing appearance of the engine not only tangible, but also measurable. Top values ​​wherever you look. The only drawback: the overall width of the threesome, which forces the said wide knee joint. In any case, because of the round waist and the comparatively lush weight of 238 kilos, handiness is not one of the strongest points of the Tiger. Even if the steep steering head and short caster suspect otherwise and let the seating position be rather front-wheel oriented. At least the fork works very sensitively, but the shock absorber could use a little more compression damping.

Yamaha TDM and luggage sets

Jahn

The inconspicuously down-to-earth: Yamaha TDM 900 A.

While the concept change has clearly had an impact on the Tiger, the Yamaha remains true to the character it had chosen when the 850 TDM was introduced in 1991. The twin, with a crank pin offset of 270 degrees, is not very spectacular, but cultivated and ?? apart from noticeable load change reactions ?? good-natured. Of course, the TDM can’t keep up with the thump of the Triumph or the revving of the KTM. Which doesn’t necessarily have to be bad, because the elastic motor harmonizes with the extremely comfortably aligned frame. Cross joints or wild eruptions in the asphalt sniff the soft, conventional fork and the shock absorber in cooperation with the soft bench without leaving any residue. The fact that the TDM occasionally sways through the spring travel at breakneck speed and does not reveal any great achievements in terms of handiness is forgiven. As is the unusual 18-inch front wheel, by the way. Because in connection with the narrow 160 mm rear tire, the TDM circles accurately and without any tilting moment when braking in an inclined position. Nevertheless, to this day the descendant of the TDR has not become a fun bike in the true sense. If you need a comparison: The TDM feels more like the Honda CBF 1000 than Versys and Co..

It has gotten cool when it was turned up. Freezing ?? no thanks. Turn around. Page changes. Rock on the left, wall on the right. That means keeping a little distance in right-hand bends, not forgetting your suitcases in the leaning frenzy. Often a well-known tabloid no longer fits between the case lid and the stone wall. It would be a shame about the optics and the money. With 503 euros (Kawasaki), 772 euros (Triumph) and a hefty 1156 euros (Yamaha), the mobile storage rooms including carriers from the importers’ accessories range have a notable financial impact. Functionally, the Kawasaki suitcase set stands out with its high-quality locking system. The joy of the noble look of the Triumph case dampens the space it offers. Neither of the two containers painted in the vehicle color can hold a full-face helmet. And the Yamaha cases are simply calculated in a non-practical way at 1100 euros. KTM goes its own way. The two feather-light soft cases (366 euros) are pushed over the retaining lugs on the heat shields in a matter of seconds, but are neither waterproof nor theft-proof. And more than a few bottles of olive oil and two pounds of espresso powder do not contain the peppy designed parts. Small consolation: But they are narrow. A clear competitive advantage in the busy city center.

Against the current

Jahn

Fun company: with four fun bikes around Lake Garda.

Let’s go to the north bank. The long connection road to Trento is reminiscent of arriving on the motorway. Where fun is no longer an issue on original fun bikes. With a neck stiff from the wind pressure, one can judge more soberly about the stylistic consequences of cladding. Because one thing is clear: wind deflectors usually do not beautify motorcycles, least of all funbikes. And yet sometimes the form has to submit to the function. The result: The Tiger’s snub nose is the most effective way to keep the storm off, the KTM‘s shield is also okay, while the Kawa and, above all, the Yamaha windows are more rudimentary. None of the touring requirements met in the test field, but the upper body remains free from wind pressure and the head is protected from turbulence. This means that a constant speed of around 140 km / h can be maintained for hours. And no one demands more from a pleasure vehicle.

If so, then maybe that the pillion should at least occasionally like it on the back seat. The cutest will find it on the TDM, acceptable on the SM T and Versys, and it will be ??? the complete all-round view because of ?? maybe even forgive the acute knee angle on the high back seat of the tiger. Especially when the spring base can be quickly raised for two people to snake bends. On the Kawa and Yamaha this is quick and easy with stepped preload rings, on the Triumph even with hydraulic preload change (using an 8 mm socket wrench), and more cumbersome on the KTM with conventional screw nuts. Too much common sense for fun bikes? Depends on the point of view. And the implementation. Because despite all the concessions to the ratio, Triumph hit the spirit of the toy mobile with the Tiger and KTM hardly watered down the clear concept of the Supermoto models offered at the same time with the SM T. And although the Versys may appear radical, technically the direction is right. All that remains is the TDM, which has its own character and advantages. Only those of a fun bike are not. With or without a plus.

MOTORCYCLE test result

1st place: Triumph Tiger

Whether responsiveness, sprint, smooth running or sound? There are no words for the qualities of the three-cylinder. One thing is enough for the periphery: successful.

2nd place: KTM 990 SM T

With the T-model, KTM has significantly increased the range of applications for the two-cylinder supermoto while still maintaining its refreshing sportiness. With ABS it would have been enough to win.

3rd place: Kawasaki Versys

Great handling, sophisticated engine and amazing everyday usability ?? the Versys is doing great. What it lacks in this comparison is displacement. Then nothing.

4th place: Yamaha TDM 900 A

The optics are deceptive. The TDM has never been a fun bike. More of a good, unspectacular all-rounder ?? which is now noticeably getting on in years.

Kawasaki Versys specifications

Kawasaki

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, 344 W alternator, 12 V / 14 Ah battery, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:15.
Bore x stroke 83.0 x 60.0 mm
Cubic capacity 649 cm³
Compression ratio 10.6: 1
Rated output 47.0 kW (64 PS) at 8000 rpm
Max. Torque 61 Nm at 6800 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 41 mm, adjustable spring base and rebound stage damping, two-arm swing arm made of aluminum, spring strut, adjustable spring base and rebound stage damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, Single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Dunlop D 221 ?? G ??

mass and weight
Wheelbase 1415 mm, steering head angle 65.0 degrees, caster 108 mm, spring travel f / r 150/145 mm, seat height * 850 mm, weight with a full tank * 211 kg, load * 178 kg, tank capacity / reserve 19.0 / 3.0 liters.
Two year guarantee
Service intervals 6000 km
Colors orange, black, silver
Power varying 25 kW (34 PS) at 6500 rpm
Price 7395 euros
Price test motorcycle ** 7898 euros
Additional costs around 180 euros

* MOTORCYCLE measurement
** Including side case with holder (503 euros)

KTM 990 SM T – Technical Data

KTM

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, uncontrolled catalytic converter, alternator 450 W, battery 12 V / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, x-ring chain, secondary ratio 41:17.
Bore x stroke 101.0 x 62.4 mm
Displacement 1000 cm³
Compression ratio 11.5: 1
Nominal output 85.0 kW (116 hp) at 9000 rpm
Max. Torque 97 Nm at 7000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 305 mm, four-piston -Fixed calipers, rear disc brake, Ø 240 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Continental Sport Attack test

mass and weight
Wheelbase 1505 mm, steering head angle 65.6 degrees, caster 109 mm, suspension travel f / r 160/180 mm, seat height * 850 mm, weight with a full tank * 214 kg, load * 186 kg, tank capacity / reserve 19.0 / 3.7 liters.
Two year guarantee
Service intervals 7500 km
Colors black / orange, black / silver
Price 12,395 euros
Price test motorcycle ** 12,761 euros
Additional costs around 200 euros

* MOTORCYCLE measurement
** Including side pockets (366 euros)

Triumph Tiger Technical Specifications

Jahn

engine
Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 480 W alternator, 12 V / 12 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, x-ring chain, secondary ratio 44:18.
Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm³
Compression ratio 12: 1
Rated output 84.6 kW (115 hp) at 9400 rpm
Max. Torque 100 Nm at 6250 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 255 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Michelin Pilot Road test

mass and weight
Wheelbase 1510 mm, steering head angle 66.8 degrees, caster 88 mm, suspension travel f / r 150/150 mm, seat height * 850 mm, weight with a full tank * 238 kg, payload * 190 kg, tank capacity / reserve 20.0 / 4.5 liters.
Two year guarantee
Service intervals 10,000 km
Colors black, blue, orange, white
Price 11,740 euros
Price test motorcycle ** 12,709 euros
Additional costs around 240 euros

* MOTORCYCLE measurement
** Including side case with holder (772 euros), heated grips (197 euros)

Yamaha TDM 900 A – Technical Specifications

Jahn

engine
Water-cooled two-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 441 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain,
Secondary translation 16:42.
Bore x stroke 92.0 x 67.5 mm
Cubic capacity 897 cm³
Compression ratio 10.4: 1
Rated output 63.4 kW (86 PS) at 7500 rpm
Max. Torque 89 Nm at 6000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 298 mm, four-piston fixed caliper, disc brake at the rear, Ø 245 mm, Single-piston floating caliper.
Cast aluminum wheels r3.50 x 18; 5.00 x 17
Tires 120/70 ZR 18; 160/60 ZR 17
Tires in the test Dunlop Sportmax D 220 ST ?? J ??

mass and weight
Wheelbase 1485 mm, steering head angle 64.5 degrees, caster 114 mm, spring travel f / r 150/133 mm, seat height * 825 mm, weight with a full tank * 237 kg, payload * 187 kg, tank capacity / reserve 20.0 / 3.5 liters.
Two year guarantee
Service intervals 10,000 km
Colors: blue, black, silver
Price 9995 euros
Price test motorcycle ** 11,151 euros
Additional costs around 170 euros

* MOTORCYCLE measurements
** Including side case with holder (1156 euros)

MOTORCYCLE Comment Scoring

engine
The three-cylinder Triumph is convincing across the board. Responsiveness, elasticity and, on top of that, the sound leave nothing to be desired. Only with a respectful distance does the V2 from KTM follow, which inspires with top performance, bite and liveliness. The only drawback remains the hard load change reactions. The Yamaha twin is good. The joy of the cultivated engine running and the simple controllability are, however, tarnished by the somewhat tame start from the lower speed range. In this comparison, the 650cc Kawasaki two-cylinder simply lacks displacement. The Versys only loses its points in terms of performance.
Winner engine: triumph

landing gear
No question about it, KTM knows how to build chassis. Smooth road holding, excellent suspension with large damping reserves and excellent handiness make it the undisputed boss in the ring. And who would have thought: Second place goes to the Kawasaki. Above all, the playful handling is one of the Versys’ strong points. Just behind is the Triumph, which is inconspicuous in the chassis area. In accordance with its good-natured character, the Yamaha shines with very comfortable suspension settings, which make the TDM pleasant to use when traveling or in everyday life. With more cumbersome handling and diffuse feedback, the TDM still has to give up.
Chassis winner: KTM

everyday life
In terms of everyday standings, the quartet is in a head-to-head race. While the Kawasaki owes its joint top position with the Triumph mainly to its impressive range (475 kilometers), the Tiger benefits from its homogeneity, which is underpinned by successful driver ergonomics and an equally decent range. The Yamaha presents itself balanced, but its weak point is the stretched rider position. As a kind of compensation, the social partner feels most comfortable on the TDM. That has KTM ?? and be it a tourist-oriented one like the SM T ?? does not have its strengths in everyday operation is nothing new. After all: the seating position and workmanship are on a first-class level.
Winner everyday: Kawasaki / Triumph

security
If the KTM had an ABS, the situation would be clear. Because the KTM stoppers are among the best that is currently on offer. But this is how the Triumph Tiger, which like the Versys and TDM is equipped with a well-functioning ABS as standard, climbs to the top position. The good thing about the TDM: The combination of the narrow 160 mm rear tire and the unusually dimensioned 18-inch front tire completely eliminates the need to stand up.
Winner safety: triumph

costs
Inspection intervals of 6000 kilometers (Kawasaki) or 7500 kilometers (KTM) are no longer up-to-date, but ultimately the Versys is the most effective way of protecting the wallet thanks to its low consumption.
Winner cost: Kawasaki

Price-performance winner: Kawasaki
As is so often the case: The 600 series offers the most motorcycle for the money with modern technology at a moderate price.

Funbike history – how it all began

At the end of the 1980s, the first waves of the Supermoto movement swept from France to the rest of Europe. With them also the machines typical of this discipline: large-displacement singles in off-road chassis adapted for asphalt use. But what was good for racing did not necessarily have to be the first choice for ordinary consumers. Above all, the gruff manners of the single-cylinder vehicles required the pilot to be extremely capable of suffering.

The Yamaha product developers shared this opinion and creatively tackled this topic. You put the lively two-cylinder two-stroke of the street racer TZR 250 into a chassis with an enduristic touch with wide handlebars, overhead exhaust system and longer spring travel ?? The TDR 250 was finished. And with it the prototype of a completely new type of motorcycle: the funbikes. Off-road capabilities were only of marginal interest, but the smoothness of the running of the almost 50 hp parallel twin, the road-oriented tires (18 inches at the front, 17 inches at the rear), the moderate weight (153 kilograms with a full tank), the relaxed seating position and, of course, the attractive one, were convincing optics.

Although the demise of the two-stroke engine brought the TDR to an end in 1990, little has changed in the direction of the funbikes to this day. These roots can also be seen in all four test machines to this day? In contrast to its 17-inch tires, the Yamaha TDM 900 even retained the unconventional 18-inch front wheel of its legendary ancestor.

Comment on the performance curves

Two-class society: It is no wonder that the Kawasaki cannot keep up on the test bench with its displacement shortage. The massive increase in torque of the Triumph up to around 6000 rpm compared to the KTM can be felt as intensely in practice as the corners promise. The Yamaha keeps up with the big leagues up to mid-rev, but then pays tribute to its restrained revving.

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