Comparison test: travel enduro bikes in Sweden
Test: travel enduros on the way to the North Cape (part 2)
Seven enduros and 2000 kilometers of Scandinavian solitude – there are many hopes and questions attached to the second part of the route from Stockholm to the North Cape. Above all: Can the winner of the first stage, the Ducati Multistrada, the long-standing top dog in this segment, the BMW R 1200 GS, really dispute the territory?
The night was short, very short in fact. And the 1200 kilometers from Stockholm to here to Jokkmokk far, very far. On an ordinary day you would have let five people be, let your feet and soul dangle on one of the nearby lakes. But today is not an ordinary day. Today is the final spurt. Arctic Circle North Cape. A 1000 km long way to the midnight sun.
Until Fredrik, the Swedish colleague and here our tour guide, folded his map, a quick check. Even if oil consumption is hardly an issue in modern motorcycles, it is simply reassuring to know whether the water level is correct. Only with the KTM, the M.oto Guzzi and the Triumph must be unscrewed to check the dipstick. With the rest of the quartet, it is enough to look into the sight glass. Enjoyable.
Comparison test: travel enduro bikes in Sweden
Test: travel enduros on the way to the North Cape (part 2)
Yamaha only landed in the back field. A sensation. However: 1000 kilometers are still ahead of us. Enough to bring hardly less important aspects of motorcycling into play with aspects such as consumption, range, braking, luggage storage, i.e. the second half of the 1000-point test by MOTORRAD.
Enduro
Comparison test: travel enduros
Seven enduro bikes in Sweden
read more
Jahn
The landscape and weather in northern Sweden are at their best.
In addition to the neck and shoulders, the popometer, which had already been worn the day before, hits sensitively for the first few kilometers. Fortunately, the manufacturers have taken travel seriously. Because the basic rule is: ergonomically, the septet moves at an impressively high level. Right at the fore: the Super Tenere. The perfectly shaped and upholstered seat is even the fluffiest of all seat cushions, the BMW one more. In addition, the knee angle turned out to be pleasantly open, so that only the slightly wider knee joint compared to the GS is noticeable. Really cozy places. It also feels like a wellness holiday on the Honda and Moto Guzzi. Well-padded benches, pleasantly shaped fittings, that’s the way it should be. Only the handlebars of the Varadero were a bit narrow compared to the fellow campaigners. Here the KTM plays a special role. Slim, relatively thinly padded one-piece bench and low handlebars: the spirit of sport is also in the alpinist in this respect. Anyone who likes driving and off-roading will be thrilled. However, it is more comfortable to sit elsewhere. For example on the Triumph or the Ducati, which with their pronounced seat hollows literally suck the pilot into them. However, these hollows hardly allow you to change your sitting position. A shortcoming that should not be underestimated on long journeys.
In general, the seating comfort. A central theme for the traveling people. Upholstery, seat shape and seat height – every millimeter counts here. Especially on the travel enduros. After all, the lush spring travel does not only demand short-legged climbing skills. The Big Bikes place their personnel up to 875 millimeters high (BMW). It’s good that the Bavarians, like Moto Guzzi and Yamaha, offer a variable seat attachment and thus lower the seat height by about two centimeters. If that’s not enough, you will find what you are looking for in the range of accessories. BMW, Ducati, KTM and Yamaha offer flatter seating ex works. The seat height charts are: Honda, KTM, Triumph (850 mm), Moto Guzzi (840 mm), BMW (820 mm), Ducati (815 mm) and Yamaha (810 mm).
Jahn
Barren nature, lonely paths – a unique atmosphere in Finnmark.
And on hardly any other type of motorcycle does pillion comfort play such an important role as it does on these long-distance enduros. Top in this regard: BMW, Honda and Moto Guzzi. Wide seats, successful upholstery and comfortable knee angles ensure that the passengers are in a good mood. The Yamaha rear seat is also extremely comfortable, sloping slightly backwards on the rear bench of the Ducati, sparsely padded on the KTM sports seat, extremely high on the Triumph.
Fredrik is picking up the pace. 110 km / h is the speed limit in Sweden. We have settled at a slightly higher permanent pace. The penalties are draconian. Would the Scandinavian judicial put us in a cell of seven? Maybe we could talk ourselves out of a lack of sense of speed behind the well-protecting windscreens. Because – as with seating comfort – the field is also at a high level here.
Behind the sign of the Guzzi you feel best at home, closely followed by the BMW and the Varadero. The wind protection of the Yamaha and Ducati was also well done. It only gets draft behind the narrow window of the KTM and above all the low shield of the Triumph, which on top of that creates unpleasant turbulence on the driver’s back. No big deal, the huge range of retrofit discs offers enough options for fine adjustment for every model.
We are approaching the border with Finland. Settlement becomes sparser from kilometer to kilometer, the petrol stations are further apart. It’s good that Matthijs, the Dutch colleague, thought about the last gas station and deposited a reserve canister in the Guzzi aluminum case. Because at high speed on the rough, wavy asphalt, the moderate test consumption of five to six liters during the first stage (MOTORRAD 14/2010) now increases sharply. The BMW, Ducati, Honda, KTM and Triumph consume between 7.0 and 7.5 liters, the Yamaha consumes 8.1 liters, and with 9.0 liters the Moto Guzzi adopts excessive drinking habits. In addition, it has the smallest tank on the test field with a capacity of 18 liters, which means: every 200 kilometers pit stops at the roadside and after tilting. Because the rest of the team, with a more moderate thirst and tank sizes of 20 liters (BMW, Ducati, KTM, Triumph), almost 23 liters (Yamaha) and the record value of 25 liters (Honda) easily make it to the joint refueling break after about 250 kilometers. Where then the KTM stands out. Your two tank halves have to be filled laboriously through two separate nozzles.
Comparison test: travel enduros: part 2
Jahn
For relaxation, a detour to the rustic hotel in Galivare on the Arctic Circle is worthwhile.
The further north we advance, the more the petrol stations mutate into local supermarkets and thus into indicators of the local lifestyle. Thick all-weather clothing lies in stacks on the shelves even at the beginning of summer, entire forests of fishing routes are on offer. And in Karesuando, the border crossing to Finland, we could have a hunting rifle packed for us while refueling. However: A well-stocked video rental shop is not missing at any gas station, which shakes our image of the nature-loving trapper life a little.
There would be enough space for souvenirs on the bikes. Without a surcharge, however, only on the Moto Guzzi NTX, the Triumph SE and the Yamaha Super Tenere, which are equipped with cases as standard. Actually also on the Ducati Multistrada. But instead of the touring version equipped with suitcases, heated grips and main stand, Ducati Sweden provided the one offered at the same price but refined with carbon parts for this test "Sports"-Model available. This model variant lacks eight points in the evaluation of the Touring edition, which (see conclusion), however, have no effect on the overall placement of the Duc. Incidentally, this also applies to the recently launched travel version of the Honda Varadero without surcharge (with suitcases, top case, main stand and heated grips) in Germany.
The BMW Vario suitcases remain top class. The volume of the valuable parts can be expanded from 66 to 84 liters in a single movement. The Ducati cases (see top test in MOTORRAD 10/2010) require more bulky case lids (253 euros). The Triumph owner has to be content with the smallest and most fiddly to use suitcases.
The 150 kilometer loop through Finland is behind us. An abandoned customs building unadorned signals the border with Norway. The typical red and white wooden houses, which with their verandas are somewhat reminiscent of the architectural style of the American southern states, are increasingly interrupted by unadorned gray stone buildings, covering the small villages with a touch of dreariness.
Jahn
Finally curves – the last kilometers before the North Cape.
Fredrik is still pulling hard on the cable. Even if the speed limit in Norway is even lower, namely 80 km / h. And for good reason: The wild reindeer gradually become infected and suddenly cross the road in small groups. Less than 30 minutes go by without us having to get on the irons.
Fortunately with ABS, which all manufacturers offer as standard in this class with the exception of Honda (surcharge 900 euros). And from which a trio emerges. Pole setter in terms of deceleration performance is – read and be amazed – the Moto Guzzi. After 39 meters the Stelvio is at 100 km / h. The BMW needs 39.4 meters and the Yamaha 40.6 meters. Under ideal conditions. But experience shows: While telescopic forks pumping during full braking on bumpy country roads or suddenly changing ground significantly reduce the maximum deceleration, the BMW counters with the Telelever forehead wheel control. The concept prevents the front from submerging when braking, thus reducing the tendency to rollover and thus enabling greater deceleration performance even under critical conditions. The midfield is only reduced to the Ducati (42.9 meters) while the Honda (45.4 meters), KTM (45.9 meters) and the Triumph (46.5 meters) clearly have to give up.
In daily life – in which neither reindeer nor anyone else force emergency braking – other things such as controllability and manual forces come to the fore. And with it the Yamaha brake. Above all, their sensitive response is convincing. The rest of the troop hardly have to queue up at the back. Only the stoppers on the Honda and, above all, the KTM look a bit doughy, giving the impression of having lost the defined pressure point somewhere in the tangle of brake lines.
Jahn
13 minutes past midnight: you have reached the stylized globe, the symbol of the North Cape.
Time literally flies by. It’s shortly before eleven o’clock in the evening, but it’s still bright as day. The sun, which is just above the horizon in the north, has blinded us for hours. Honningsvåg, the last larger town in Finnmark, is behind us. From now on, the traffic signs are reduced to just one indication of the distance – that to the North Cape. As if the road builders wanted to stir up anticipation, they gave us something that had become scarce in the past two days: curves. The road winds around imposing rock formations in long arches. Not even the stubborn handling caused by the tires that are now completely flat in the middle can dampen our euphoria. And shortly after the coastal road has wound up to the 300 meter high slate plateau, Fredrik waves us past and lets us go ahead after more than 2000 kilometers. One last short ascent and the view of the stylized globe, the symbol of the North Cape, is free: we have reached the northernmost point in Europe to be approached by motor vehicle! 13 minutes after midnight – and you don’t even need a flash for the souvenir photo. Instead the wind whistles bitingly cold. We ignore the storm, let the midnight sun and the barren rocky landscape affect us.
The impressions push our mission into the background for a moment, make you forget that the ranking of the travel enduro comparison after the engine and chassis evaluation (see "What happened until now") was whirled around tremendously. With the weapons of reason, the BMW and the flagship tourer Yamaha, which could hardly be surpassed in their all-round qualities, cleared their way to the top, ultimately taking Ducati’s emotional driving machine by surprise.
The tour is far from over. There are three days for the return journey. Time to think about the fact that the new management trio has also turned the price spiral upwards in the travel enduro segment. Amounts from just under 15,000 (Yamaha) to a good 17,000 euros (BMW) up to more than 18,000 euros (Ducati) don’t just hurt in economically difficult times – and certainly put the qualities of the up to 6000 euros cheaper competition in a different light. Speaking of light. We’ll probably only need that in three days – in the underground car park of the Swedish MOTORRAD editorial office in Stockholm.
What happened until now
Jahn
Seven of the latest travel enduros are put through their paces on the journey from Stockholm to the North Cape.
Seven travel enduros, seven editors, five magazines and one destination: the North Cape. On a tour from Stockholm to the northernmost point of Europe, the answer to the question will be found: Can the new Ducati and the Yamaha pose a threat to the top dog, the BMW R 1200 GS? Part 1 of the comparison (MOTORRAD 14/2010) assessed the engine and chassis qualities, i.e. the first half of the 1000-point evaluation by MOTORRAD. The sensation: The Multistrada clearly distanced the GS and the rest of the field. Whether you manage to keep this head start in part 2 (everyday life, safety, costs) – that is stated on the following pages.
Previous placement:
1. Ducati Multistrada 1200 S Sport 356 points
2. BMW R 1200 GS 336 points
3. Triumph Tiger SE 333 points
4.KTM 990 Adventure 331 points
5. Yamaha XT 1200 Z Super Tenere 330 points
6. Honda Varadero 1000 297 points
7. Moto Guzzi Stelvio 1200 NTX 291 points
BMW R 1200 GS
Jahn
Equipment of the BMW R 1200 GS.
| SECTION | 1080 euros |
| Case system | 724 euros | Capacity per case (left / right) | 29/37 liters |
| Inside pockets | 170 euros | top box | 405 euros |
| Topcase capacity | 32 liters | One key system | 35 euros |
| Luggage rack | Standard equipment | Luggage hook | Standard equipment |
| Storage compartment in paneling | – | Height-adjustable disc | without tools |
| Adjustable seat height | two-stage | Adjustable handlebar position | – |
| Hand stand | Standard equipment | Width-adjustable brake and clutch levers | Standard equipment |
| Adjustable spring base at the back | electronically |
| Electronically adjustable chassis | 680 euros | Heated grips | 195 euros |
| Second trip odometer | Standard equipment | Consumption display | Standard equipment |
| Remaining range, fuel gauge, tire pressure control, gear indicator, oil level indicator, outside temperature | 145 euros |
| Board socket | Standard equipment | Time clock | Standard equipment |
| Headlight range adjustment | without tools | Automatic stability control (ASC) | 300 Euro |
| Immobilizer | Standard equipment |
Ducati Multistrada 1200 S Sport
Jahn
Equipment of the Ducati Multistrada 1200 S Sport.
| SECTION | Standard equipment | Case system | 684 euros |
| Capacity per case (left / right) | 27/31 liters | Inside pockets | 124 euros |
| Top case | 188 euros | Topcase capacity | 48 liters |
| One key system | Standard equipment | Luggage rack | 188 euros |
| Luggage hook | Standard equipment | Storage compartment in paneling | lockable |
| Height-adjustable disc | without tools | Adjustable seat height | – |
| Adjustable handlebar position | – | Hand stand | 198 euros |
| Width-adjustable brake and clutch levers | Standard equipment | Adjustable spring base at the back | electronically |
| Electronically adjustable chassis | Standard equipment | Heated grips | 237 euros |
| Second trip odometer | Standard equipment | Consumption display | Standard equipment |
| Remaining range | Standard equipment | Fuel gauge | Standard equipment |
| Tire pressure control | – | Gear indicator | Standard equipment |
| Oil level indicator | Sight glass | Outside temperature | Standard equipment |
| Board socket | Standard equipment | Time clock | Standard equipment |
| Headlight range adjustment | with tools | Automatic stability control (ASC) | Standard equipment |
| Immobilizer | Standard equipment |
Honda Varadero 1000
Jahn
Equipment of the Honda Varadero 1000.
| SECTION | 900 euros |
| Case system | 930 euros | Capacity per case (left / right) | 2 x 35 liters |
| Inside pockets | 85 euros | Top case | 532 euros |
| Topcase capacity | 45 liters | One key system | – |
| Luggage rack | Standard equipment | Luggage hook | Standard equipment |
| Storage compartment in paneling | lockable | Height-adjustable disc | with tools |
| Adjustable seat height | – | Adjustable handlebar position | – |
| Hand stand | 235 euros | Width-adjustable brake and clutch levers | brake lever only |
| Adjustable spring base at the back | by handwheel | Electronically adjustable chassis | – |
| Heated grips | 249 euros | Second trip odometer | Standard equipment |
| Consumption display | Standard equipment | Remaining tidy | from reserve |
| Fuel gauge | – | Tire pressure control | – |
| Gear indicator | – | Oil level indicator | Sight glass |
| Outside temperature | – | Board socket | 60 euro |
| Time clock | Standard equipment | Headlight range adjustment | without tools |
| Automatic stability control (ASC) | – | Immobilizer |
Standard equipment
KTM 990 Adventure
Jahn
Equipment of the KTM 990 Adventure.
| SECTION | Standard equipment |
| Case system | 742 euros | Capacity per case (left / right) | 2 x 32 liters |
| Inside pockets | 60 euro | Top case | 306 euros |
| Topcase capacity | 42 liters | One key system | – |
| Luggage rack | Standard equipment | Luggage hook | Standard equipment |
| Storage compartment in paneling | lockable | Height-adjustable disc | – |
| Adjustable seat height | – | Adjustable handlebar position | Standard equipment |
| Hand stand | Standard equipment | Width-adjustable brake and clutch levers | Standard equipment |
| Adjustable spring base at the back | by handwheel | Electronically adjustable chassis | – |
| Heated grips | 79 euros | Second trip odometer | Standard equipment |
| Consumption display | – | Remaining range | from reserve |
| Fuel gauge | – | Tire pressure control | – |
| Gear indicator | – | Oil level indicator | Dipstick |
| Outside temperature | Standard equipment | Board socket | Standard equipment |
| Time clock | Standard equipment | Headlight range adjustment | with tools |
| Automatic stability control (ASC) | – | Immobilizer | Standard equipment |
Moto Guzzi Stelvio 1200 NTX
Jahn
Features of the Moto Guzzi Stelvio 1200 NTX.
| SECTION | Standard equipment |
| Case system | Standard equipment | Capacity per case (left / right) | 2 x 37 liters |
| Inside pockets | 130 euros | Top case | 262 euros |
| Topcase capacity | 45 liters | One key system | – |
| Luggage rack | Standard equipment | Luggage hook | Standard equipment |
| Storage compartment in paneling | lockable | Height-adjustable disc | without tools |
| Adjustable seat height | two-stage | Adjustable handlebar position | – |
| Hand stand | Standard equipment | Width-adjustable brake and clutch the verse | Standard equipment |
| Adjustable spring base at the back | by handwheel | Electronically adjustable chassis | – |
| Heated grips | 231 euros | Second trip odometer | Standard equipment |
| Consumption display | Standard equipment | Remaining range | Standard equipment |
| Fuel gauge | Standard equipment | Tire pressure control | – |
| Gear indicator | – | Oil level indicator | Dipstick |
| Outside temperature | Standard equipment | Board socket | Standard equipment |
| Time clock | Standard equipment | Headlight range adjustment | with tools |
| Automatic stability control (ASC) | – | Immobilizer | Standard equipment |
Triumph tiger se
Jahn
Equipment of the Triumph Tiger SE.
| SECTION | Standard equipment |
| Case system | Standard equipment | Capacity per case (left / right) | 24/19 liters |
| Inside pockets | 96 euros | Tail bag | 187 euros |
| Topcase capacity | 27 liters | One key system | Standard equipment |
| Luggage rack | – | Luggage hook | Standard equipment |
| Storage compartment in paneling | – | Height-adjustable disc | – |
| Adjustable seat height | – | Adjustable handlebar position | – |
| Hand stand | Standard equipment | Width-adjustable brake and clutch levers | Standard equipment |
| Adjustable spring base at the back | with tools | Electronically adjustable chassis | – |
| Heated grips | 197 euros | Second trip odometer | Standard equipment |
| Consumption display | Standard equipment | Remaining range | Standard equipment |
| Fuel gauge | Standard equipment | Tire pressure control | – |
| Gear indicator | – | Oil level indicator | Dipstick |
| Outside temperature | – | Board socket | 32 euros |
| Time clock | Standard equipment | Headlight range adjustment | with tools |
| Automatic stability control (ASC) | – | Immobilizer | – |
Yamaha XT 1200 Z Super Tenere
Jahn
Features of the Yamaha XT 1200 Z Super Tenere.
| SECTION | Standard equipment |
| Case system | Standard equipment | Capacity per case (left / right) | 29/32 liters |
| Inside pockets | 71 euros | Top case | 348 euros |
| Topcase capacity | 30 liters | One key system | Standard equipment |
| Luggage rack | Standard equipment | Luggage hook | Standard equipment |
| Storage compartment in paneling | – | Height-adjustable disc | with tools |
| Adjustable seat height | two-stage | Adjustable handlebar position | – |
| Hand stand | Standard equipment | Width-adjustable brake and clutch levers | Standard equipment |
| Adjustable spring base at the back | by handwheel | Electronically adjustable frame | – |
| Heated grips | 358 euros | Second trip odometer | Standard equipment |
| Consumption display | Standard equipment | Remaining range | from reserve |
| Fuel gauge | Standard equipment | Tire pressure control | – |
| Gear indicator | – | Oil level indicator | Sight glass |
| Outside temperature | Standard equipment | Board socket | Standard equipment |
| Time clock | Standard equipment | Headlight range adjustment | with tools |
| Automatic stability control (ASC) | Standard equipment | Immobilizer | Standard equipment |
Conclusion
Jahn
Even if the road should get a little wetter, this doesn’t bother these cars.
1st place: BMW
The king is dead, long live the king – it has never been so difficult for the BMW R 1200 GS to maintain its leading position in the travel enduro segment. There is one main reason why she is ultimately continuing her reign: the fine-tuning of technology and conceptual orientation that has been maintained over decades. The GS is still the best all-rounder – but the lead over the competition is melting.
2nd place: Yamaha
What a final spurt. While the Super Tenere had to give up in the engine and chassis evaluation, the Yamaha ultimately convinced in the final. With the values of everyday life and travel. Whether it’s outstanding suspension comfort, silky smooth engine running, enormous range, excellently tuned ABS or the successful wind protection – the new Yamaha clearly focuses on touring.
3rd place: Ducati
One thing is certain: There has never been a more active and adventurous travel enduro. This is underlined by the victory in the combined engine and chassis classification. The fact that the Multistrada has to be caught by the BMW and the Yamaha on the home straight is down to details. A little fine-tuning (wind protection, pillion seat comfort, ABS coordination) and the Italian could become a regicide.
4th place: triumph
The Brit proves it anew every time: Her three-cylinder is one of the best motorcycle engines par excellence. Smooth running, power output, sound – the excellent drive clearly dominates the character of the mighty Tiger. The fact that the Triumph positions itself more as a fun bike in many areas (wind protection, comfort, luggage system), however, limits its spectrum, especially in comparison to the universal travel enduros.
5th place: Honda
Everything is relative. For a machine that has hardly been further developed since the 2003 model year, the Varadero does well. As for their travel qualities, even excellent. Nevertheless: The sedate performance and – above all – the clearly noticeable overweight no longer correspond to the state of affairs in the travel enduro segment. A major overhaul of the Honda is necessary.
5th place: KTM
While the competition only misuses the rally myth to maintain its image, KTM is aware of its genesis. Whether on the street or off-road – the subject of sport is made for her slim body. Nevertheless, seating comfort, pillion suitability or running culture do not have to suffer so much from the sporting spirit. A few tutoring lessons in it, and KTM could also become a force in this segment.
7th place: Moto Guzzi
Seventh place – sounds bad, but it’s not. Because the Moto Guzzi only has to admit defeat by the hair. As for the secondary virtues, not at all. Brakes, wind protection, driving behavior and seating comfort are at the highest level. And the V2 engine, albeit a bit sluggish, is what one expects from it: an emotionally strong drive with a high identification and addiction factor.
Overall rating
Category engine:
There are two deserved winners in this category: Ducati and Triumph. The brilliant V2 (Multistrada) or the elegant three-cylinder (Tiger) combines emotion, smooth running and performance at the highest level. The BMW drive, which vibrates from 5000 tours upwards, has to line up behind it despite years of fine-tuning. The weak point of the lively KTM engine is its smoothness. The Yamaha two-cylinder lacks a punch that is adequate for displacement, the Varadero simply lacks performance, the Guzzi unit lacks fine manners.
Winner engine: Ducati / Triumph
Category chassis:
Handling, steering precision and feedback – everything at its finest with the Ducati. Even the excellent chassis of the BMW can only stay tuned with great difficulty. For this, the Yamaha rehabilitated itself after the moderate performance in the engine classification with excellent suspension comfort and pronounced stability, can even put the ultra-handy KTM in its place. Respect: Balance and precise steering behavior bring the Guzzi ahead of the Triumph (limited suspension adjustment options) and the Honda (sluggish handling).
Chassis winner: Ducati
Category everyday life:
Seating comfort is one of the strong points of travel enduro bikes. The fluffiest seat cushions offer the BMW and especially the Yamaha. Good wind protection is also a primary virtue – which, by the way, the Guzzi has in particular. Good: The windshields on the BMW, Ducati and Moto Guzzi, which can be easily adjusted using a knurled screw. Rare: The Yamaha secures full points in terms of range. However, the country road consumption on the MOTORRAD test lap with moderate driving style serves as the basis for calculation.
Winner everyday: Yamaha
Category Security:
Again the Yamaha takes the stage. Well-coordinated ABS and easy dosing complement each other to make the best stoppers in the field. The ABS control behavior of the Ducati remains in need of improvement. The narrow tires on the KTM reduce the righting moment when braking.
Safety winner: Yamaha
Category costs:
Who would have thought? BMW and Ducati have the lowest inspection costs. Not up to date: maintenance intervals of 6000 (Honda) or 7500 kilometers (KTM).
Winner costs: BMW
| Max. | Bmw | Ducati | Honda | KTM | Moto Guzzi |
triumph | Yamaha | |
| Overall rating | 1000 | 701 | 680 | 629 | 629 | 627 | 643 | 695 | placement | 1. | 3. | 5. | 5. | 7th. | 4th. | 2. |
| Price-performance | 1.0 | 2.4 | 3.3 | 2.5 | 2.8 | 3.4 | 2.4 | 2.2 |
Price-performance winner: Yamaha
Another victory for reason: brand new and right at the front in this respect is the Yamaha Super Tenere.
Technical specifications
Gold chain gimbal
Jahn
One problem with chains is that they need constant lubrication.
The same ritual every evening: the colleagues on the Ducati, Honda, KTM and the Triumph pass the chain spray can from man to man like a joint. After the 1000-kilometer day’s stage, the chains ran dry. Even if O- and X-ring chains guarantee the lubrication that is crucial for wear, a jet of lubricant reduces surface wear and corrosion. Nevertheless: After 25,000 kilometers at the latest, a new drive train (material costs around 250 euros) is due. Expensive, complex, susceptible to contamination – the chain drive is only supported by low production costs and low weight.
Jahn
On the other hand, the cardan drive can play the chain on the wall, especially due to its ease of maintenance.
Tough running and strong load change reactions, which used to be the most convincing arguments against the cardan drive, only have a limited effect on modern concepts. Hypoid gears save space and weight, complex torque supports at BMW (Paralever) and Moto Guzzi (CA.R.C.) or a clever configuration without support (Yamaha) eliminate the influence on the suspension. The cardan drive is a pleasure without regrets, especially on machines designed for tourism such as travel enduros.
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