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Concept comparison: enduro / fun bike

Wrong world

Austrian two-cylinder engines stir up the naked bike scene, birds need a flu shot, and now a kind of enduro with a Harley engine is supposed to make the world a better place …

Let’s imagine, in the mid-seventies, someone had predicted that one day one of the most daring motorcycles would come from Austria, 150 HP could no longer scare anyone, and there would be loads of hybrid motorcycles, all-rounders. Fast. Practically. Sporty. Almost all-terrain suitable and comfortable on top of that. Such a thing is even available with a Harley engine, this person fantasizes. He would have been brought in.
Thirty years didn’t have to go by. As early as 1992, Yamaha offered the TDM, a motorcycle that combined elements of road machines and enduros and was intended to act as a cross on the smallest country roads. Did it too. In Italy and France, the TDM was a hit, the two-in-one bike has been sold around 64,000 times across Europe. In 1994 BMW presented a real high-flyer in terms of all-rounders with the R 1100 GS. The concept was convincing, and the GS and its successors became an absolute top seller with 62,000 copies registered in Germany alone.
The cake that was handed out at the Zwitterbikes seemed enormous.
So huge that Ducati with the Multi–
strada 1000 S from 2003 also a piece
wanted to have it. A year later, KTM also interpreted the topic in the form of a pure fun pill and sent the Superduke to the front. last but not least
Erik Buell even worked in his halls and recently presented with tea
Ulysses his fat 1200 V2 in a kind of enduro chassis. Wrong world.
The Americans consciously avoid the word enduro. There is talk of adventure sports. Well formulated. Because the adventure begins as soon as you climb the seat: 885 millimeters high and quite wide. If you don’t have a leg length like supermodel Nadja Auermann, you can hardly get both feet safely on the ground. And that with a vehicle that has Harley genes! The engine is originally from the Sportster models: 1200cc, 45 degree V2, bumpers, two valves per cylinder. The air-cooled unit also accelerates the sister models of the Ulysses, the XB12S and R. It is undoubtedly an experience for
every motorcyclist when the starter makes the connecting rods of the Vau kick and you can feel the pistons slide through their dwellings.
Pull clutch ?? well, isn’t it really easy ??, enter the corridor. Shifting also demands emphasis. There is nothing of Japanese filigree and gentleness to be felt, where many levers or switches move just by looking. With a full tank of 228 kilograms, the Buell is a toy for grown men with pressure in their arms and the disposition to banish fear forever.
And so should they. Because the theme of adventure sports continues seamlessly. Fourth gear, 100 km / h, curve ahead. Braking alone is an adventure. Above 80 km / h the Ulysses has its own movement, a slight wind. As if she were swinging to music that she could only hear. It feels a lot like a couple of screws aren’t tightened properly somewhere.
So the driver hammers towards the corner in an inaudible beat. Six pistons press the pads against the front 375-millimeter disc flanged to the right of the rim. The wheel jerks slightly to the right. The comfortably coordinated fork is deeply immersed
the short wheelbase of only 1,370 million-
meters the Buell shoots up behind.
So a lot of movement, Saturday night fever. Pivots, nods and bows that want to be consciously integrated into driving. Therefore it is better not to drive too extreme with the Buell.
If you still want to let it rip, you will miss the power at the exit of narrow turns, which such a fat V2 should shovel out of the speed limit. Only from 4000 rpm does the engine get rich-
tig awake. Then something goes up to 6700 rpm, that’s where the maximum performance is finally
from 93 hp. Down below, the 1200 cubic meters are fighting with sometimes rough throttle response and a drop in torque and power ?? Consequences of an extremely lean vote? After all, the Buell undercuts the Euro 2 emissions limit values ​​without a catalytic converter. Strange. Similar problems are not known from the sister model, the XB12S, with their identical engine settings.
From a driving dynamics point of view, the Ulysses clearly belongs in the “takes getting used to” drawer. Tall, headstrong, exotic. And guaranteed interesting. Because to pilot this unique piece
is worlds more adventurous than gliding on some functional machines that are only designed with one goal in mind
was: to transport you from A to B with kid gloves.
When it comes to adventure, the KTM 990 Superduke also comes into play.
As a KTM the V2 for the first time by injection
fed and 120 hp in the from the
Enduro sister Adventure took over, presented a slightly modified chassis, the testers still had a grin on their faces weeks later. Something was unleashed on humanity here that could serve as an escape vehicle in trash comics. In the first two gears, the fun bike from Austria did not want to leave the front wheel on the ground. Tea
water-cooled two-cylinders hung on the gas as if there was no tomorrow. And drank
even so. In terms of consumption, it was hardly inferior to that of a regular Luden cruiser.
That has changed. Not in principle, but in nuances. The Superduke is still greedy and easy to turn. But with modified engine management, it no longer depends so directly on the gas and therefore consumes less:
If you doze around, 5.8 liters flow out of the 15-liter tank over 100 kilometers of country roads. And around ten liters if you shoot out of every corner on the rear wheel. Because that still works.
Comfortable touring with the Duke? Theoretically possible. Although, according to the reserve light, the next tank should be approached after 150 kilometers at the latest … The engine has a sometimes rough, delayed throttle response in the partial load range, but it generates its power over 3000 rpm very evenly, runs silky smooth and looks powerful. Despite the immense greed exuded by the fun bike due to the aggressive and extremely front-wheel-oriented seating position and the easy-to-turn motor, the Superduke not only encourages heating.
But feels like it when walking hard
very good. The spring elements are crisp and tight, they can handle the hard braking like the worst asphalt acne like nothing, the brakes have a crystal clear pressure point and decelerate brutally. The song “Born to be wild” has never been better suited to a motorcycle than to the Superduke. Curves? Professionals knock down two or three gears in the precise and easy-to-operate gearbox, gently engage, slide across the bend and then pull on
Electric wire. If you don’t master the supermoto pace, the Duke annoys you in tight turns. It turns slightly stubborn and looks wobbly, especially on bumps. Under such conditions, the adaptation of the former enduro chassis to the street car does not seem to have worked out optimally. Interim conclusion: the hyper-sporty Superduke and the multi-way touring bike Buell Ulysses are as far apart in character as Austria is from America.
The connection between these extremes comes from Italy. The expressions of life of the Ducati engine are somewhere between lumpy, sluggish (Buell) and sinewy, nervous (KTM). The air-cooled V2 from Italy inspires with power and rotation-
joy and transfers its measured 90 PS linearly to the throttle position and perfectly to the rear wheel via an optimal gear ratio. No coordination problems in the partial load range. Despite a seat height of 850, even giants can reach the floor. Simply on the hard, no: in the long run swing much too hard a seat, step through the six precisely locking gears and indulge in the pleasure of sloping. The elegant, fully adjustable Ohlins frame keeps almost all ground attacks away from the driver and guides the wheels over the road as if tires and asphalt were magnetic.
Unfortunately, the 180 mm rear tire of the Multistrada causes very rough disturbances in the chassis when there are severe bumps. In connection with the handlebars similar to sailing rods, this makes for a fidgety, restless ride. In general, the offset and the positioning of the handlebars take getting used to: close to the body,
right above the front wheel. Maybe a pinch too direct.
And where we already at Lenkge-
feel are: watch a dog that carries out the command to make a male. This is roughly how you hold the handlebars of the Yamaha TDM 900. That is good, but sporty cornering is as beneficial as Rudi Assauer of the national team. To the right
inactive sitting posture is joined by a fork that is designed to be comfortable. The driver does not receive any clear feedback from the front wheel. But stop! Away from racing. Because the TDM fulfills its purpose perfectly. The crazy thing: Despite the
Inactive sitting position, she masters even the smallest and most winding streets with flying colors. And of all the bikes in this concept comparison it is the easiest to ride despite its weight of 223 kilograms. The ABS works foolproof, the braking effect is very easy to dose and transparent. The operation of all components is child’s play. In addition, the 900 parallel twin runs smoothly, hardly vibrates at all and produces its measured 81 hp like a warm south wind that caresses the skin.
Can’t you imagine anything underneath? Completely even, pleasant, little mechanical noise or external appearance-
resistance, hardly any load changes, perfectly-
tuned injection. The downside of all these positive characteristics: Compared to the character actors mentioned above, the TDM seems less entertaining.
Which in turn has its good points: While the perspective on the sporty machines tends to focus on the
Concentrated asphalt belt in front of the wheel,
the Yamaha expands the horizon. She doesn’t give her driver the leeway
only the course of the road, but also
to enjoy the scenery. Up to
TDM tolerates light gravel
all genera ways. She never behaves
insidious, bitches in curves or
surprised by sneaky attempts at setting up. The chassis more than lives up to tourist demands. The central spring strut is fully adjustable, swallows almost everything and is even happy to have a passenger or a lot of luggage.
Just like the last motorcycle in the comparison, the BMW R 1200 GS, which is actually the only true all-rounder. No, the author doesn’t wear blue and white glasses. But no matter which of the other four you switch from to the GS, you are always surprised how Bayern have managed to 241
To optimally balance the kilograms. Critics chalk the R. 1200 GS a hooked transmission and a decoupled driving behavior. Sure, the Telelever front suspension works differently than conventional ones
Forks. The cardan drive tramples, harsh load change reactions stand in the way of extremely crisp driving dynamics.
In short: for the one from one
Motorcycle with fork and chain drive on
the GS changes is the feedback ticket-
cash diluted. Why do it anyway
can crack? First, the mounted Metzeler Tourance stick brilliantly even in the wet and behave good-naturedly at the limit. Second, you just have to have confidence, the GS doesn’t disappoint. Third: Although the BMW weighs the most weight in this comparison field, it is the handiest. The maximum steering angle is phenomenal, turning extremely easy and precise? the 1200er drives like on rails. It can be swirled through alternating curves as if it were two hundredweight lighter. And the boxer is already pushing
powerful at the lowest speeds. This is what the machine does very quickly, especially in the maze of curves, because it delivers powerful acceleration out of the curves.
So the visionary was right. With the GS, BMW has created an almost perfect motorcycle for travel, cruising, sport and enduro. The 1200 is the only one in the comparison that not only puts away fourth-order country roads without grumbling, but also off-road deposits or rough gravel. What can the others do better? Okay, the V2 of the Buell has a higher entertainment value, the KTM pumps more adrenaline into the blood of its rider, the Duc is faster when it comes to sporty heating on flat asphalt asphalt. And to drive the TDM a tad less complicated. But otherwise?
By the way: the visionary is about to be arrested again. In 20 years
There would be motorcycles with USB-8 connections, he fantasizes. After going out together, parameters such as the cure taken-
Superimpose venspeed, incline and braking points on the mobile phone display and compare them with the first cigarette break…

Concept comparison: enduro / fun bike

Wrong world

Technical data: BMW R 1200 GS

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, each with a high-lying chain transmission-
flat camshaft, four valves per cylinder,
Bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, 12 V / 14 Ah battery, hydraulically operated
Single-disc dry clutch, six-speed gearbox, gimbal.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1

Nominal output 72 kW (98 PS) at 7000 rpm

Max. Torque 115 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.089 / HC 0.075 / NOx 0.039

landing gear
Load-bearing engine-gearbox unit, screwed subframe, telescopic arm guided tele-
fork, Ø 41 mm, adjustable spring base, double-jointed single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable-
bare spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
110/80 H 19 tires; 150/70 H 17
Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / h 190 /
200 mm, seat height * 845 – 865 mm, weight with a full tank * 241 kg, payload * 184 kg, tank capacity 20 liters.

Warranty two years

Service intervals every 10000 km

Colors blue / silver,
Yellow / gray, red / black

Power variant 74 kW (100 PS)

Price 11,700 euros

Price test motorcycle1 13,115 euros

Additional costs 262 euros

Technical data: BUELL ULYSSES XB12X

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, crankshaft lying transversely, four lower, gear-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 49 mm, alternator 520 W, battery 12 V. / 12 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt.
Bore x stroke 88.9 x 96.8 mm
Cubic capacity 1203 cm3
Compression ratio 10.0: 1

Rated output 74.6 kW (101 hp) at 6600 rpm

Max. Torque 110 Nm at 6000 rpm
Pollutant values ​​(homologation) in g / km
CO 4.693 / HC 0.165 / NOx 0.942

landing gear
Bridge frame made of aluminum, screwed rear frame, upside-down fork, Ø 43 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, internal disc brake at the front, Ø 375 mm, Six-piston fixed caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dunlop D 616 tires tested

mass and weight
Wheelbase 1370 mm, steering head angle 66.5 degrees, caster 122 mm, spring travel f / h 165 /
163 mm, seat height * 885 mm, weight with a full tank * 228 kg, payload * 203 kg, tank capacity /
Reserve 16.7 / 3.1 liters.

Two year guarantee

Service intervals every 8000 km

Orange, black colors

Price 11,499 euros

Additional costs 310 euros

Technical data: DUCATI MULTISTRADA 1000 S

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt-driven camshaft, two valves per cylinder, desmodromic
actuated, wet sump lubrication, injection, Ø 45 mm, uncontrolled catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically actuated multi-plate dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 94.0 x 71.5 mm
Displacement 992 cm3
Compression ratio 10.0: 1

Nominal output 62 kW (84 PS) at 8000 rpm

Max. Torque 84 Nm at 5000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.279 / HC 0.221 / NOx 0.059

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided 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 320 mm, four-piston Fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Scorpion Sync tires tested
mass and weight
Wheelbase 1462 mm, steering head angle 66 degrees, caster 109 mm, spring travel f / r 165/141 mm, seat height * 850 mm, weight with a full tank * 221 kg, payload * 189 kg, tank capacity /
Reserve 20 / 6.5 liters.

Two year guarantee

Service intervals every 10000 km

Colors gray, red, black

Price 12,795 euros

Additional costs 250 euros

Technical data: KTM 990 SUPERDUKE

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 101.0 x 62.4 mm
Displacement 999 cm3
Compression ratio 11.5: 1

Rated output 88 kW (120 PS) at 9000 rpm

Max. Torque 100 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.996 / HC 0.140 / NOx 0.120

landing gear
Trellis frame made of steel, screwed rear frame made of aluminum, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression stage damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression stage damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 240 mm, single-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 test Pirelli Diablo "T"

mass and weight
Wheelbase 1438 mm, steering head angle 66.5 degrees, caster 103 mm, spring travel f / h 135 /
160 mm, seat height * 850 mm, weight with a full tank * 199 kg, payload * 181 kg, tank capacity 15 liters.

Two year guarantee

Service intervals every 7500 km

Orange, black colors

Price including additional costs 11,990 euros

Technical data: YAMAHA TDM 900 A

engine
Water-cooled two-cylinder four-stroke in-line engine, two balance 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-plate oil bath clutch, six-speed gearbox, O-ring chain.
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
Pollutant values ​​(homologation) in g / km
CO 1.930 / HC 0.170 / NOx 0.030

landing gear
Bridge frame made of aluminum, load-bearing motor, 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-
basis, rebound and compression damping, double disc brake at the front, Ø 298 mm, four-
Fixed piston calipers, rear disc brake, Ø 245 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 18; 5.00 x 17
Tires 120/70 ZR 18; 160/60 ZR 17
Tires in the Metzeler ME Z4 test
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 * 223 kg, payload * 201 kg, tank capacity / reserve 20 / 3.5 liters.

Two year guarantee

Service intervals every 10000 km

Colors dark blue, black, silver

Price 9335 euros

Price test motorcycle2 10,090 euros

additional costs 165 euros

Performance chart

At first glance, you tend to think of the KTM as the top dog-
do. But the world is an adventure playground with rules. When driving, the BMW can best show itself off at the lowest engine speeds thanks to its pressure. With the KTM-V2, nothing works below 3000 rpm. Only very committed drivers can realize the Superduke’s potential. The torque drop of the Buell-V2 at 3500 rpm is clearly visible, while the slight hitch at 5500 rpm is not noticeable when driving.

BMW R 1200 GS

BMW R 1200 GS Feel the tingling sensation when Winnetou is looking for treasure in the Silbersee, Reinhold Messner looks down from the 8000 or palm trees over turquoise salt water at Vox Tours
wag Make no mistake about it: at the bottom of your heart you are looking for constant confirmation of your dreams and you are constantly on the move. No matter where, how far or how long ?? the GS will quench your thirst for life. The dreary wait finally becomes real life.

BUELL Ulysses XB12X

BUELL Ulysses XB12X The kids are out of school, your wife is in fitness-
studio, your two-wheeler career is endless. Nothing that you haven’t already owned or driven. You are only marginally interested in topics such as the ideal line or tenths of a second. you
have full hair, maybe a battered Guzzi on the front wall of the garage and often have the feeling that something extraordinary is about to overtake you in life. Right! It’s this Buell.

DUCATI Multistrada 1000 S.

DUCATI Multistrada 1000 S You know your way around. Dolce & Gabbana, Gucci and Armani hang in your closet. You don’t order two expressos, you order due espressi and you are not satisfied with a disdainful valve train. At night you dream of sophisticated ice cream parlors
and a black-clad pillion passenger with clothing size 34. Because they are not only notoriously, but also motor-driven, they prefer to drive an ugly Ducati than a beautiful BMW.

KTM 990 Superduke

KTM 990 Superduke At some point you decided not to get older
will. Her life revolves around fashion accessories, performance in sports and living in the left lane. You need the right vehicle for this. One that preserves its youthful genes at least as well as you do. If you’re crazy enough, im your home route if possible
Doing wheelie and stoppie, then the Superduke is the missing piece in your life puzzle.

YAMAHA TDM 900 A

YAMAHA TDM 900 A Your boss likes you. Still, you can sleep soundly because
You know: my boss doesn’t know me. Because from outward appearances he bluntly concludes your being. But behind your inconspicuous, friendly facade is an obsession. You want to drive, nothing goal drive. Drive problem-free, safe and comfortable. With one machine,
which can do almost everything. Just don’t specify. The TDM is the key to your happiness.

Scoring: engine

Power up, power down, no slack and full draft ?? the KTM cannot do a machine of the
Comparative tests on the engine side on the leather. Your responsiveness to everyone-
things still have to improve. Heavy deductions in terms of overall gear ratio are there for the Buell ?? the specified value of 219 km / h top speed is purely hypothetical, at 209 it runs into the limiter. The Ulysses has only minor load change reactions, but it goes really hard on the gas and chokes in part load-
area sometimes. Unwanted goal effective forearm training is the result of the clutch forces that the Buell and Ducati have to use.

Scoring: chassis

If it weren’t for the petite KTM with a pillion passenger
nervous if it were still ahead of the BMW on the chassis side. But one
Toys can never be the quality of a tool. The other way around. The Buell has to accept hard compromises when it comes to straight-line stability. The American leads a considerable life of its own, especially at speeds above 140 km / h. The BMW proves that nearly five hundredweight can be extremely handy.

Scoring: Security

Especially when braking, the KTM runs in
their own world. Your radial pump delivers the most extreme deceleration
at a very low level that can be reached with just one finger
Actuation force. And in contrast to the BMW without a vulnerable brake booster. But where there is light, there is also shadow:
Inexperienced users are easily overwhelmed with the power brake, in a jiffy
the wheel is over-braked. Yamaha chooses a completely different approach:
The extremely good stoppers are ABS-secured and even work foolproof on very wavy surfaces. The downside
Power combined with low weight is evident in the KTM’s tendency to hit the handlebars. The view in the mirrors of the Multistrada tends to zero.

Scoring: everyday life

Full on the twelve: with her especially with
sharp driving style, the KTM has high consumption at the Reich-
widen the hindrance. And the low payload of the KTM (181 kilograms) and the BMW (184 kilograms) are not convincing either.
Ease of maintenance, range and features are clear
Virtues of the almost optimal all-rounder, the BMW.

Scoring: comfort

Silky smooth, hardly any vibrations,
mechanically quiet ?? the running culture of the TDM twin is pleasant. Buell as well as BMW and TDM spoil their driver with good to very good seating comfort. The hard seat of the Ducati
is not the first choice. The pillion rider finds luxury on the BMW, while the conditions on the KTM are extremely poor.

Scoring: costs / environment

Consume when cruising on country roads
both the KTM and the Ducati significantly more than the competition. With the mobility guarantee, BMW scores five additional points and is also one step ahead thanks to the lowest inspection costs. With the current high levels of pollutants, the Buell will not meet the Euro 3 standard that will apply from 2007. Without
this can hardly be achieved with a regulated catalytic converter. That fun and low emissions are not mutually exclusive,
proves the successful engine management of the KTM.

Test result: BMW R 1200 GS

BMW R 1200 GS The deserved winner. The GS scores with neutrality wherever asked
is performance where it matters, as well as comfort that doesn’t exclude sportiness. Also is
it is the only true all-ground bike in the field.

Test result: Yamaha TDM 900 A

Yamaha TDM 900 A Who would have that
thought? A wallflower in front of three characters-
perform. Last but not least, the TDM impresses with its easy handling: sit on it, drive off,
everything fits. It is also fully developed and has an ABS.

Test result: KTM 990 Superduke

KTM 990 Superduke The MOTORRAD points system placed the clear winner in the categories engine, irrationality and fun in third square. It is clear that the radical implementation of fun under rational criteria cannot score.

Test result: Ducati 1000 S.

Ducati 1000 S A great motorcycle,
in which there is a mood maker from motor. Tea
Multistrada loses points especially in terms of security. An ABS would not be a contradiction
to the fun this bike brings.

Test result: Buell Ulysses XB12X

Buell Ulysses XB12X The
Special is rarely able to win a majority. In direct comparison with the four other motorcycles, the Ulysses had to be devalued by 17 points compared to the top test (issue 20 /2005). Nevertheless:
A test drive is worth it.

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