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Test comparison: BMW K 1300 GT, Kawasaki 1400 GTR, Yamaha FJR 1300 A

Great tourers in Corsica

In the touring segment, there is hardly a way around the flagship BMW K 1300 GT and Yamaha FJR 1300 A. Kawasaki is looking for a solution with the modernized 1400 GTR. MOTORRAD checked – in Corsica.

KThe tailgate of the Sardinia Regina lowers with a shriek. "Blindfolded, I recognize my homeland by the scent of the macchia", said Corsica’s most famous son, Napoleon Bonaparte 200 years ago. Are you kidding me? Are you serious when you say that. The wind blows the diesel stink of the waiting semi-trailers into our noses. Visor down, let’s get out of the ferry. Bastia is behind us in no time. The road climbs steeply. Right, left, right we shimmy upwards through the fluid curve combinations in no time at all. It only takes a quarter of an hour for the 500 meters in altitude to climb the Col de Teghime. Stop, take a deep breath, look. On the left the flat coastline, on the right the Monte Asto massif and the vineyards around St. Florent. Corsica! We have arrived.

Test comparison: BMW K 1300 GT, Kawasaki 1400 GTR, Yamaha FJR 1300 A

Great tourers in Corsica

Kawasaki 1400 GTR and the Yamaha FJR 1300 A. Inline four-cylinder engines, aluminum bridge frames, cardan drive, sweeping fairings and all kinds of luxury are also reflected in the price. BMW is calling for almost 20 grand for the fully equipped GT, the Yamaha costs just under 16,500 euros. At the time of going to press, Kawasaki was still calculating the tariff for the GTR, which has also cost almost 16,500 euros to date. While the Yamaha technicians have only cautiously laid hands on the FJR in recent years, the BMW was increased from 1157 to 1293 cm³ displacement at the beginning of this season and updated with a low-noise and less reactive cardan drive, the Kawasaki, which was modified for 2010, is moving in Focus. Traction control, combination brakes, fuel-saving mode, improved wind protection and a lot of detailed work should make the GTR more attractive. This view is wonderful. Only the macchia still doesn’t smell. Understandable, in mid-November. The ferry economy tariffs from Livorno – 31 euros for the eight-hour return trip per motorcycle and driver – have to have some catch. But also a decisive advantage: We feel like the only three tourists on the island.

The back streets are empty as we swing in the direction of Porto. There are less than a hundred meters between the apex of the curve. The vertical degenerates into a mere transit station during the change of incline. A paradise. Sorry? For supermotos maybe, but not for 300 kilo vapers. And yet: The myth of thick-cheeked tourers who behave as clumsily as whales washed ashore in the winding curve has long since served its purpose. Even mobile homes can be slanted these days. The sitting position alone lets any stress slip away. The three of them place their staff upright and relaxed. This allows you to concentrate on the essentials and provides an overview of the game. The clear team captain in this regard is the BMW. The slim waist underlines the feeling of this never suspected lightness. Subjectively, there is a whole sack full of pounds between the fully fueled 302 kilogram Bavarian and the equally well-fed competition with 305 (Yamaha) and 314 kilos (Kawasaki). As nimble as the BMW can be thrown into the bends and straightened up again, as effortlessly and precisely as it holds the targeted line, the GT clearly distances its two colleagues in this regard. Above all, the Kawasaki, which has so far been rather stubborn in tight turns, cleared itself through the latest facelift. The often criticized sluggish steering behavior is effectively supported by the Bridgestone BT 021 (special specification U), which is equipped with a thicker tread – and therefore also more stable. The heavy front only remembers very shyly with a little resistance when turning. Fortunately, because the Kawa cannot deny its layer of fat. In this respect, the active sitting position, which is slightly inclined forwards, also makes sense and allows the GTR to be kept clean. Just like the Yamaha. It gives its rider even more space thanks to the handlebars that are a little further forward. Only the broad knee joint looks antiquated. Just like the clearly noticeable tendency of the Bridgestone BT 021 (special specification F) to erect due to warping and when braking in an inclined position. But apart from that: all due respect, how precise and nerve-friendly the FJR also turns the corner.
However, the staccato curve demands full concentration and the bizarre rock formations of the Scala di Santa Regina, which resemble an underwater reef, or the still orphaned ski lifts on the Col de Vergio can only be seen in the corner of your eye. Time flies like in flight. It dawns. Cheers to the trio’s floodlights. Only the Kawa illuminates the middle of the lane a little poorly with the low beam. Complaints at a high level. We arrive in Porto. In summer, the scene get-together is bursting at the seams. Two hotels are now open. We count six overnight guests – including ourselves.

Gargolov

Mountains and sea, cliffs and sandy beaches – Corsica, island of contrasts.

It’s remarkable what the standard cases swallow up. The Kawasaki has the largest with 35 liters each. For a smooth surface with plastic hooks on the top of the tank that hold the tank bag, the storage compartment was even moved to the left side of the fairing.
The next morning. Full of sun, the digital displays show 19 degrees – at nine o’clock. The perfect time for the Calanches. The soft light covers the monumental rock formations with a red-brown shell. This sight alone is worth the trip, makes us travel more slowly than the day before. And still enjoy. Because the curve dance continues. Right, left, right, incessantly. What counts here is draft. And running culture. The Yamaha unit purrs like a kitten, grabs silky smooth even under 2000 rpm, pushes easily controllable, and can also be switched precisely. The fact that the often scolded progressive throttle grip has been swapped for a smooth-running conventional one since the 2008 model year makes the FJR softer in the transition at the apex of the curve. The fact that you lack 138 HP (factory specification: 144 HP) 30 HP on the BMW and almost 20 on the Kawasaki only plays a minor role in these performance regions. The BMW is rougher to work. Their enormous thrust is available just as early, but below 2500 rpm you can literally feel how the transmission shafts, tormented by resonance vibrations, sag. After this mark, the imposing entrance makes you forget everything. The four-wheeler, now strengthened to 168 hp, hangs on the accelerator with high speed and lively, dampening the euphoria about this famous march only through the familiar rough and noisy gear changes. And the kawa? It can be sagged a bit in this discipline. No question about it, smooth running, gearshift, everything is great. But from a 1352 cm³ four-cylinder, which was also trimmed with variable valve control for touring suitability, the tourist expects more pressure on the lower levels of the speed ladder. Especially from these tight bends in the Calanches, the start is a bit tough, the GTR only kicks in at 3500 rpm, as befits its status and expectations. It cannot be due to the petrol-saving mode, a lean engine setting that can be activated by a switch on the handlebars when accelerating below 6000 rpm. That is not clicked.

Gargolov

Swinging curves every five seconds – typical for Corsica.

Not yet. One push of the button and one "Eco"-Sign signals the austerity course. The difference can be felt, but remains marginal. Driver change clears up doubts about the subjective sensometer in the right hand. The opinions agree: Hardly felt. Bluff? Later, the MOTORRAD test bench will attest to up to seven hp less power and ten Newton meters less torque in the relevant speed tidy. Facts that the GTR engine knows how to skilfully conceal in practice. Especially since the eco-trip actually works. So should he. Because on MOTORRAD’s country road consumption round, the Kawasaki only settled down to the usual values ​​for its class in eco mode (4.9 liters), which it cannot achieve with the standard setting (5.6 liters). The Knauser button remains on the motorway at a constant 130 km / h without any effect. The four-cylinder has a capacity of 5.8 liters – with or without an eco setup.

Back to the here and now. At the top of the pass, the road widens in a flash, swings in – you can hardly believe it – open arches down to the coast. Happy too early. Corsican farmers literally understand free-range animal husbandry. Already after turn four the time has come: a cattle doze on the warm asphalt. We panic on the brakes. Lucky, ABS is a good form for touring bikes. Combination brakes too. The BMW almost slaps its pilot on the windshield. Impressive, more is hardly possible. The competition follows with a respectful distance – but still in the green area. For more information on delay, see the box on page 24. Next. Who knows when the speedometers on this island will be able to display three-digit numbers again. Fast streets remain the favorite terrain of this trio. The three of them arrows down like clockwork. But from the high-speed approach on the German motorways, we know that at speeds over 200 km / h, the second generation of the GTR also tends to commute. The remarkable and ultimately of course not helpful attempt at healing by the Kawasaki managers: By limiting the maximum speed in fifth and sixth gear – on the previous model, this only affected the sixth gear – the top speed was quickly reduced from 255 km / h to 246 km / h.

The new, seven centimeter higher windshield of the Kawasaki perfects the wind protection. Even taller drivers are completely in the slipstream. Even behind the BMW shield, the hurricane tugs only tentatively at the shoulders and the top of the helmet. The Yamaha windshield could protect a little better in a hurry. Well done, keyword cows.
And people. They still exist in large numbers. At least here on the coast. In the capital Ajaccio the loneliness of the mountains is forgotten. Napoleon Bonaparte, who was born here in 1769, acts posthumously as an economic stimulus package. Cours Napoleon, Maison Napoleon, Musee Napoleon, there is hardly a spot that does not remind you of the general. Tea fact that the Corsicans hated the despot and dumped his busts into the sea after the lost battle of Waterloo is hidden from the tourist business model.

We are drawn back east into the mountains. Less than ten kilometers after Ajaccio it starts again, the curve boogie woogie. However, the road quickly mutates into a bumpy road. BMW advantage again. With Electronic Suspension Adjustment (ESA) you are guaranteed to find the perfect suspension setting – at the push of a button. However, ESA does not improve the decoupled driving experience and the rear that stamps on bumps in rapid succession. Nevertheless, in comparison, the Yamaha rumbles significantly rougher over the faults running in all directions, and on top of that only has two adjustment options for the spring stiffness on the shock absorber. In spite of everything: In normal operation the FJR runs smoothly, offers solid suspension comfort. According to its sporting orientation, the Kawasaki is the most tightly tuned. The spring base of the monoshock, which can be adjusted using a handwheel, changes this little. When it comes to passenger operation, the Kawasaki – together with the BMW suspension, which is already perfectly tuned by ESA – offers greater reserves than the FJR. After all, passengers can only rave about the luxury on these tourers. Fluffy seat cushions, open knee angles, practically mounted handles. The BMW succeeds in the combination best, Kawasaki and Yamaha follow at a high level.
Construction site. We roll over smooth clay. Is there a need for traction control now – or at all? Brief attempt, gas on. The BMW and the Kawasaki suppress every attempt to break out the rear in the bud, the Yamaha is left out without ASC – but just as on course with sensitive throttle hand. Nevertheless: Electronic driving aids are trendy. MOTORRAD will soon dedicate itself to the topic more intensively.

From the so-called Corsican Dolomites around the Col de Bavella we screw our way down one last time. The way back to Bastia leads along the straight coastal road. The reserve for tourers? If we had said that three days ago.

Data: BMW K 1300 GT

Sdun

BMW K 1300 GT.

Engine:
Water-cooled four-cylinder, four-stroke in-line engine, two balance shafts, two overhead, gear / chain-driven camshafts, four valves, rocker arms, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 945 W alternator, 12 V / 19 Ah battery, hydraulically operated multi-disc Oil bath clutch, six-speed gearbox, cardan, secondary gear ratio 2.947.
Bore x stroke 80.0 x 64.3 mm
Compression ratio 13: 1
Displacement: 1293 cc
Rated capacity: 118 kW (161 hp) at 9000 rpm
Max. Torque: 135 Nm at 8000 rpm

Landing gear:
Bridge frame made of aluminum, double longitudinal control arm made of aluminum (with ESA: adjustable rebound damping), steering damper, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping (with ESA: adjustable spring base, rebound and compression damping), double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 294 mm, double-piston floating caliper, partially integral brake system with ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 020 tires tested "UU"

Dimensions + weights:
Wheelbase 1572 mm, steering head angle 60.6 degrees, caster 112 mm, spring travel f / r 115/135 mm, seat height * 820-840 mm, weight with a full tank * 302 kg, payload * 218 kg, tank capacity / reserve 24.0 / 4, 0 liters.
Warranty: two years
Service intervals 10,000 km
Colors beige, red, blue
Price 17,600 euros
Price test motorcycle ** 19,700 euros
Additional costs around 206 euros

Data: Kawasaki 1400 GTR

Gargolov

Kawasaki 1400 GTR.

Engine:
Water-cooled four-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V / 14 Ah battery, hydraulically operated multiple discs – Oil bath clutch, six-speed gearbox, cardan, secondary transmission, 2.036.
Bore x stroke 84.0 x 61.0 mm
Compression ratio 10.7: 1
Displacement: 1352 cc
Rated capacity: 114.0 kW (155 hp) at 8800 rpm
Max. Torque: 136 Nm at 6200 rpm

Landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base and rebound damping, two-jointed 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 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 270 mm, two-piston fixed caliper, composite brake, ABS, electronic slip control.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Bridgestone BT 021 tires tested "U"

Dimensions + weights:
Wheelbase 1520 mm, steering head angle 63.9 degrees, caster 112 mm, spring travel f / r 113/136 mm, seat height * 820 mm, weight with a full tank * 314 kg, payload * 218 kg, tank capacity 22.0 liters.
Two year guarantee
Service intervals 6000 km
Colors gray / black, brown / black
Price k. AT..
Additional costs around 180 euros

Data: Yamaha FJR 1300 A

Gargolov

Yamaha FJR 1300 A.

Engine:
Water-cooled four-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V / 12 Ah battery, hydraulically operated multiple discs -Oil bath clutch, five-speed gearbox, cardan, secondary transmission, 2.773.
Bore x stroke 79.0 x 66.2 mm
Compression ratio 10.8: 1
Displacement: 1298 cc
Rated capacity: 105.5 kW (144 PS) at 8000 rpm.
Max. Torque: 134 Nm at 7000 rpm.

Landing gear:
Bridge frame made of aluminum, telescopic fork, Ø 48 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 282 mm, double piston – Floating caliper, partially integral brake system with ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 021 tires tested "F."

Dimensions + weights:
Wheelbase 1515 mm, steering head angle 64.0 degrees, caster 109 mm, suspension travel f / h 135/125 mm, seat height * 790–810 mm, weight with a full tank * 305 kg, payload * 198 kg, tank capacity 25.0 liters.
Two year guarantee
Service intervals 10,000 km
Colors gray, silver, black
Price 16,250 euros
Additional costs around 230 euros

MOTORCYCLE brake measurements

TRILLION

ABS is part of the standard equipment on tourers like the combi brakes.

The braking systems of the BMW and Yamaha work partially integral – albeit in different constellations. The BMW driver brakes both wheels with the hand lever and only the rear wheel with the pedal. The Yamaha rider only decelerates the front with the hand lever, but both wheels with the foot. Fully integral (hand and foot brake levers activate both brakes) decelerates the Kawasaki.

The result: Thanks to the excellent ABS control and the non-submerged Duolever, BMW sets the record. The rear brake in solo use is only good for moderate decelerations. The braking distances of the Kawasaki are higher because of the somewhat coarser ABS regulation. The small influence of the two K-ACT adjustments on the braking distance is due to the fact that these variants only regulate the sensitivity of the system in normal operation. With moderate braking forces, a pump unit acts on the front brake disc proportionally according to the brake pressure measured by a sensor on the foot brake pedal – less with the standard setting, more with the front-wheel-oriented version. In the present emergency braking, however, the K-ACT system maximizes the brake pressure – regardless of the selected setting. The longer braking distance in standard mode is due to the greater time delay before the detection of the "Emergency braking situation" in this variant. The Yamaha brakes, which are very effective in normal operation, suffer from the roughly regulating ABS during emergency braking and in this case also requires horrendously high actuation forces.

C-ABS technology in detail

Braking at the limit

read more

Furnishing & Prices

TRILLION

MOTORCYCLE measurements

TRILLION

Eco system: The diagram clearly reflects the influence of the fuel-saving mode on the Kawasaki. The torque of 60 to 180 km / h measured in the very long sixth gear is extended by 2.9 to 19.9 seconds in eco mode. However: the high absolute level of performance puts these losses into perspective. Hardly any of this can be felt in normal driving.

MOTORCYCLE test result

Gargolov

Test result of the three tourers.

1. BMW K 1300 GT Precision landing. The GT leaves no doubt about its supremacy in the touring segment. However: luxury can be rewarded well for BMW.

2. Kawasaki 1400 GTR The GTR has improved almost all aspects of its first model revision. Only one wish remains: the engine needs more pressure in the lower speed range.

3. Yamaha FJR 1300 A The FJR just barely missed second place – and that despite their long overdue facelift. Thanks to the cultivated engine and good workmanship.

MOTORCYCLE scoring

TRILLION

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