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Comparison test of mid-range tourers

Green Week

Curves over curves in the midst of oxygen-rich forests and lush green meadows. The Thuringian Forest offers ideal terrain for a comparison test of very different touring concepts: BMW F 800 ST, Honda Deauville, Kawasaki ER-6f and Yamaha TDM 900 A.

The station master on the Rennsteig examines the four machines parked on the sidings with obvious interest. He doesn’t seem to see motorbikes very often up here. Embarrassed, he scratches his head and says: "We actually only know two seasons: It’s winter or it’s getting winter." By which he means that at a lofty height of around 900 meters, a few kilometers from the Oberhof winter sports center in the Thuringian Forest, the weather is seldom suitable for motorcycling.

But at the moment the conditions for two-wheelers are brilliant. Hundreds of kilometers of pique-fine paved roads scour the dense coniferous forests, wind up and downhill over countless bends and loops, meander through extensive valleys, squeeze through deep, dark gorges. A land of milk and honey for agile, rather narrow motorcycles such as the elegant sports tourer BMW F 800 ST, the limousine-like Honda Deauville travel machine, the lively, sporty Schmalhans Kawasaki ER-6f and the long-legged multifunctional bike Yamaha TDM 900 A.

Four different concepts, but they have a lot in common. In all cases, the models are more or less touristy and they are all powered by two-cylinder engines with moderate displacements of 649 cm3 (Kawasaki ER-6f) to 897 cm3 (Yamaha TDM 900 A). They also remain in the middle class in terms of performance. With 65 hp, the Honda Deauville’s V-Twin is particularly modest. But even the strongest drive in the bunch, the 86 hp in-line twin in the TDM, prefers to showcase itself with super-strong running culture than with high-speed performance. In any case, the performance potential of the quartet promises fun in curves.

But the gods put sweat before pleasure? or in this case, three hours on the motorway before arriving in Oberhof. Quickly pulled on the cable to quickly leave the boredom of the gray asphalt strip behind. It’s amazing how well the Deauville can keep up with its 65 hp on the highway. After a bit of a run-up, the speedometer shows almost 200 km / h, with the V-twin cylinder vibrating like an under load
old marine diesel. Similar to a wall unit, the interior cladding, including the cockpit, is built up in front of the driver, who resides on the wide, softly padded bench like in an executive chair and is hit by a mild breeze at best. That’s how good the windbreak is. In this regard, only BMW can keep up. Its slim fairing creates hardly any disturbing turbulence or wind noise even at over 200 km / h, which is why the driver after three hours of banging on the motorway on the 85 hp F. 800 ST still feels as fresh as it did shortly after the start. The touring windshield of the TDM 900, however, is not very convincing. Behind the accessory part from the Yamaha range, which is 145 millimeters higher than the original, the driver defies bad weather better, but at high speed there is a lot of noise on them Ears. And the part is not free from turbulence. The din pulls on the nerves in the long run, while the sitting position is relaxed and comfortable, so that you could endure for hours.
In contrast to the Kawasaki driver. The poorly upholstered seat of the ER tortures the very best after a short travel time. It’s annoying where everything else fits so well: the narrow knee, the ergonomics, a sitting position that looks like a piece. Only the tightly cut cladding can do little to counteract the wind pressure. On the other hand, it is remarkable how unmoved the ER-6f arrows over the motorway with the sweeping suitcases at the rear. Neither road steps nor sudden gusts of wind can seriously disturb your no-adjustable frame.
Case on the ER-6f? Sure, of course ?? whoever wants to travel must also be able to store luggage. The test machines were therefore provided with additional storage space. In the case of the Honda, of course, that wasn’t necessary. The suitcases have grown to the rear of the Deauville and cleverly even connected to each other so that a squash racket, for example, can be stowed across. Small items like the wallet fit perfectly in the two watertight storage compartments on the right and left in the panel. In addition to the price of 8240 euros, there is only 600 euros for an ABS.

At BMW (almost) everything costs extra. From the ABS to the main stand, the heated grips, the on-board computer, for money there are even white indicator glasses. All in all, 10,882 euros for the test motorcycle. A proud price. The sports cases (220 euros each), which keep the F 800 ST appear slim and compact, are definitely interesting. If necessary, they can be fanned out like an accordion by a full ten centimeters. With the TDM, the cases don’t fit so well into the picture, but you can even accommodate full-face helmets. Unfortunately, they are not included in the stately basic price of 9330 euros, but at least the ABS is part of the standard equipment. Yamaha then takes real pharmacist prices for the products from the in-house range of accessories. The suitcases alone cost 368 euros. The piece, probably-
noted. At that price there are two for the ER-6f. They come from Givi in ​​the accessories trade, because Kawasaki hardly offers anything for the ER. Unfortunately, there is also no main stand, which would be useful for easier maintenance of the chain drive. On the other hand, the Kawa with 7195 euros including ABS (without 6595 euros) is unbeatably cheap in this quartet.
From Oberhof, wind protection and high speed stability hardly play a role. Non-stop cornering is now the order of the day. Pointing at the wistful look of the railway official, he would have liked to go along in view of the glorious late summer weather and knowing the beautiful streets. There would have been three comfortable pillion seats. And even on the hard bench of the Kawa there was at least enough space for a companion.
The BMW is running ahead. The F 800 chassis feels in its element on freshly paved, flat roads. As if pulled on a string, the BMW steers through all curve radii, although the mounted Bridgestone BT 020 are not the first choice in terms of steering precision. The moderately sporty seating position and the precise feedback from the road encourage a brisk pace. Only with the quick angling in an inclined position is the 800 not that easy. The telescopic fork responds with exemplary sensitivity, and the compromise is still out for Bayern
tight chassis tuning and decent comfort quite well succeeded.

The chassis is also unmoved on bad roads and maintains full contact with the ground. Waves, heels, ruts ?? The F 800 scurries over it calmly. The only drawback is that they are bad
adjustable brakes. When used hard on bumpy ground, the ABS releases the front brake for an alarmingly long time.
As for the propulsion, there is little to complain about. The two-cylinder hangs nicely on the gas, pulls through powerfully from medium revs, turns willingly into the limiter. At least in the lower gears, the small "hole" at 4000 rpm is hardly noticeable when accelerating.
From the fourth onwards, however, you have to shift down a gear in order to get off to a good start. In the thicket of the forest, every gear change can be heard clearly, and in push mode, noises come from the depths of the BMW, as if someone were grinding coffee beans. The only thing missing is the aroma.
The Deauville driver could definitely treat himself to a cup of coffee, as there is a very pleasant atmosphere behind the Honda cover. Upright, in a stately posture, but with legs wide apart because of the width of the tank, he leaves
Drivers calmly pull the landscape by. The immense running culture and the gentle thrust of the V-Twin underline the willingness to enjoy leisurely turns. Load change reactions, slide jerks, hooked gears? Nothing. The Deauville moves well there. But nothing more. Overtaking maneuvers must be well thought out. It takes a few more meters to get past other vehicles and noticeably struggles up the mountain with a full load. Is
Having overcome the incline, the 680 plays again with the music. Nimble, it winds its way through the winding curves as if it weighed a good 50 pounds less instead of a massive 257 kilograms. Even if the lean angle is not unlimited, its neutral driving behavior quickly inspires confidence. Because the spring elements are well coordinated, the chassis is stable and the easily adjustable, very effective brakes provide good support. In an emergency, the ABS controls sensitively. The Honda glides over with stoic calm
undulating asphalt. Only on bumpy roads does the somewhat poorly appealing telescopic fork appear chunky.
The ER-6f has little in common with the Deauville. Although displacement and performance are not far apart, the two worlds separate. The pithy, hard-sounding parallel twin of the Kawasaki craves revs if things are going to move forward with taste. Powerful acceleration at the exit of a curve, fast sprints on the mostly short straights, all of this requires diligent manual work so that the thrust does not break and the gap to the more powerful BMW and Yamaha does not increase. Its slim outfit and low weight of 204 kilograms are almost tailor-made for narrow streets and tricky combinations of corners. It is the handiest motorcycle in comparison. Neither tilting nor the righting moment when braking in an inclined position hinder the course once it has been taken.

Unfortunately, the non-adjustable telescopic fork and the central spring strut that can only be adjusted in terms of spring preload are cheap. With a moderate driving style that does not bother. The responsive fork makes for pleasant comfort, and the shock absorber also absorbs individual bumps. But when the driving style is sporty or the payload increases,
the spring elements will soon reach their limits. The fork tends to hit the handlebars when accelerating on a bumpy road surface, and the swinging rear end shows that the shock absorber is clearly underdamped.
When it comes to spring elements, however, the TDM driver can keep calm. They are not only of high quality and have plenty of spring travel, but also have multiple adjustable damping and spring bases in the front and rear. Rag rugs, potholes as big as soccer balls? The Yamaha reacts to such things with incredible composure. Like a hovercraft over stormy seas, it hovers over the streets of the Thuringian Forest.
The comfortable coordination is, however, at the expense of the feedback. In addition, the upright sitting position and the inactive, high handlebar shape do not exactly benefit steering precision and accuracy. In alternating bends, the Yamaha demands physical effort and lazily turns. Nevertheless, thanks to its balanced chassis, it masters winding roads as well as fast, generously cut combinations of corners with decency. A multifunctional bike ?? as promised. Supported by an easily adjustable, transparent braking system including ABS, the TDM proves to be a pleasant one
Travel companion. The strong looking parallel twin vibrates almost not at all, shows no load change reactions. With perfectly coordinated injection, it pulls gently, evenly and constantly on command
emphatically. TDM is making progress, unspectacularly, but with giant strides. The Yamaha exhausts its performance potential in a more homogeneous and pleasant way than the BMW. The strenght is to be found in serenity. This is not noticeable in consumption. Like the others, it needs a good oven liters on the country road. In connection with the 20 liter tank, this adds up to a range of 465 kilometers for the TDM. In view of the winding area, it is hard to manage in one day. But the warm temperatures should last for a few more days. No way, there are only two seasons here: There is also a late summer in the Thuringian Forest.

Comparison test of mid-range tourers

Green Week

Technical data BMW F 800 ST

engine
Water-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, injection, Ø 46 mm, regulated catalytic converter, 400 W alternator, battery
12V / 14Ah, mechanically operated more-
Disc oil bath clutch, six-speed gearbox, toothed belt.
Bore x stroke 82.0 x 75.6 mm
Displacement 798 cm3
Compression ratio 12.0: 1

rated capacity
62.5 kW (85 PS) at 8000 rpm

Max. Torque 86 Nm at 5800 rpm
Pollutant values ​​(homologation) in g / km
Euro 3 CO 0.719 / HC 0.117 / NOx 0.051

landing gear
Bridge frame made of aluminum, telescopic fork,
Ø 43 mm, steering damper, single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 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
Tires in the test
Bridgestone BT 020, in front »UU«, in back »N«
mass and weight
Wheelbase 1466 mm, steering head angle 63.8 degrees, caster 95 mm, spring travel f / h 140 /
140 mm, seat height * 840 mm, full weight-
fueled * 218 kg, payload * 187 kg, tank-
content / reserve 16.0 / 4.0 liters.

Warranty two years
Service intervals every 10000 km
Colors blue, gray
Power variant 25 kW (34 PS)
Price 9150 euros
Price test motorcycle1 10,882 euros
Additional costs 262 euros

Technical data Honda Deauville

engine
Water-cooled two-cylinder four-stroke 52-degree V-engine, crankshaft lying transversely, one overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter, 452 W alternator, 12 V battery / 14 Ah, mechanical
actuated multi-plate oil bath clutch, five-speed gearbox, cardan shaft.
Bore x stroke 81.0 x 66.0 mm
Cubic capacity 680 cm3
Compression ratio 10.0: 1

Rated output 48.0 kW (65 hp) at 8000 rpm

Max. Torque 66 Nm at 6500 rpm
Pollutant values ​​(homologation) in g / km
Euro 3 CO 1.068 / HC 0.094 / NOx 0.075

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, single-jointed two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 296 mm, three-piston floating calipers, disc brake at the rear, Ø 276 mm, double-piston floating caliper, composite brake system.

Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 150/70 ZR 17
Tires in the test
Bridgestone BT 020, in front »J«, behind »U«
mass and weight
Wheelbase 1475 mm, steering head angle 61.5 degrees, caster 115 mm, spring travel f / h 115 /
120 mm, seat height * 810 mm, full weight-
fueled * 257 kg, payload * 197 kg, tank-
content / reserve 19.7 / 3.5 liters.

Two year guarantee
Service intervals every 6000 km
Colors gray, beige, blue, black
Price 8240 euros
Price test motorcycle2 8,840 euros
Additional costs 200 euros

Technical data Kawasaki ER-6f ABS

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, alternator 336 W, battery 12 V / 14 Ah, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 83.0 x 60.0 mm
Cubic capacity 649 cm3
Compression ratio 11.2: 1

Rated output 53.0 kW (72 hp) at 8500 rpm

Max. Torque 66 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
Euro 3 CO 1.044 / HC 0.170 / NOx 0.052

landing gear
Trellis frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central-
Suspension strut, directly hinged, adjustable spring base, 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
Bridgestone BT 020, in front »GG«
mass and weight
Wheelbase 1410 mm, steering head angle 65.0 degrees, caster 106 mm, spring travel f / h 120 /
125 mm, seat height * 795 mm, weight with a full tank * 204 kg, payload * 180 kg, tank capacity 15.5 liters.

Two year guarantee
Service intervals every 6000 km
Colors silver, black
Power variant 25 kW (34 PS)
Price 7195 euros
Price of test motorcycle3 7.759 euros
Additional costs 170 euros

Technical data Yamaha TDM 900 A

engine
Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, two on top
Horizontal, chain-driven camshafts, five valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, generator 441 W, battery 12 V / 10 Ah, 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
Euro 2 CO 1.930 / HC 0.170 / NOx 0.030

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–
minium, 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 calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 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 / h 150 /
133 mm, seat height * 825 mm, full weight-
fueled * 223 kg, payload * 201 kg, tank-
content / reserve 20.0 / 3.5 liters.

Two year guarantee
Service intervals every 10,000 km
Colors dark blue, black, silver
Price 9,330 euros
Price test motorcycle4 11,093 euros
Additional costs 165 euros

Performance chart

The BMW engine exceeds the official power rating by three hp. In contrast, the Yamaha Twin falls short of expectations. The homogeneous one, almost
linear power increase of the TDM and its voluminous torque curve underpin the bearish power characteristic. The dent in the torque increase of the F 800 at 4000 rpm is clearly noticeable when accelerating from higher gears. At a slightly lower level of performance, the Honda V-Twin and the lively Kawasaki-Twin face each other.

1st place – BMW F 800 ST

BMW F 800 ST Fast curve surfing, touring on bad roads, stubborn highway driving ?? the F understands many disciplines. Except for the transmission, there is little to complain about.

2nd place – Honda Deauville

HONDA DEAUVILLE A good touring bike with all the trimmings at an affordable price. A motorcycle far from the hustle and bustle and sporty ambitions.

3rd place – Yamaha TDM 900 A

YAMAHA TDM 900 A The worse the road, the better the TDM. The trainer
Funbike today is a comfortable tourer with a powerful engine? however unwieldy and expensive.

4th place – Kawasaki ER-6f

KAWASAKI ER-6f An agile cornering-
Predators with a high fun factor. Unfortunately fit
the poorly damped spring elements do not contribute to the sporty ambitions of the two-cylinder.

Scoring engine

The performance of the F 800 ST is better than that of the TDM 900, but the Bayern twin cannot keep up with the powerful power delivery of the Yamaha two-cylinder. In terms of strength, Deauville and ER-6f play in a lower league. Honda’s V-Twin sweaters evenly through the rev range like an electric motor, but it looks boring and tired. The Kawa is more agile, but it requires decent speeds if you want to move forward properly. Building well-functioning, low-noise gearboxes is (almost) a matter of course these days. Only BMW can’t do it yet.

Undercarriage scoring

BMW has put a balanced chassis on the wheels of the F 800 ST. With well-damped, sensitive spring elements, it fulfills sporting and tourist objectives. The Deauville also surprises with its balanced, easy drivability. Criticism from the competition: Unfortunately, the handy ER-6f gets in the way of the poorly damped shock absorber, and the comfort-oriented, somewhat stubborn TDM lacks steering precision.

Scoring security

They all have ABS, and TDM does not exist without it.
Their brakes are very sensitive and vehemently to the point with little effort. The Deauville can also draw attention to itself with easy-to-dose stoppers and a sensitive ABS. The ER-6f brakes work dough. Your ABS intervenes late, so stoppies cannot be ruled out. The BMW ABS sometimes kicks in a little too early. Activists among the touring riders will find the Honda a lack of lean angle
Be a thorn in the side. Against this, ruthless mirrors should like
she owns the ER-6f are a thing of the past.

Everyday scoring

Blessed with lots of storage space and low-maintenance cardan drive, the Honda makes it big. The BMW timing belt drive is also a clean affair. There are dirty fingers
with the chain-driven ER-6f and TDM 900. Non-stop driver
should keep an eye on the 450 km range of Honda and Yamaha. The Kawa lacks payload.

Comfort scoring

When it comes to traveling, drivers and passengers on the BMW and Honda are the most comfortable. Their cladding offers proper wind protection. Sore topic at BMW: the annoying load change reactions and noises in pushing mode. Vibrations have a disruptive effect on the Deauville and ER-6f. The TDM impresses with its pleasant running culture.

Scoring costs / environment

All four use expensive fuel sparingly. Only the high-density BMW wants high-octane
Great. Unless you have the dealer convert it to normal fuel and accept a slight loss of power. But it shines with the best emissions. However, if you look at the price list, the outlook is bleak. Depending on the equipment, the F 800 costs up to 11,000 euros. A TDM in full regalia
even surpasses this sum. Only the ER-6f is really cheap, but also poorly equipped.

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