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Comparison test of the Super Tourer, BMW K 1200 GT, Honda Pan European, Kawasaki 1400 GTR, Yamaha FJR 1300

Four travel professionals

When the wanderlust calls and stressed souls thirst for relaxation, then these super tourers are there. BMW K 1200 GT, Honda Pan European, Kawasaki 1400 GTR and Yamaha FJR 1300 A invite you to spend a relaxing holiday on the Mehr.

The scenery is as if painted, as if Im- and Expressionists had created a painting together. The sky shines fiery red, pastel green and deep blue, the water ripples almost black. As if spotted, bands of clouds lie over the horizon. Glowing orange, the sun drips into the sea, the waves lazily lapping against the quay. Take a deep breath. The air smells of summer. 800 kilometers of motorway, one day’s driving was enough to beam us into the middle of a parallel world. Far, far beyond the horizon. Different climate, different vegetation, different life. Chain spray was allowed to stay at home because of the cardan drives. Just pack a few clothes in the standard suitcase and off you go. The cargo holds of the BMW are very easy to use and particularly spacious, just like those of the GTR, see the equipment list on page 39. The Honda cases are the least likely to bunker, which for aesthetic reasons are best left on the motorcycle. It seems forever removed, the crammed A 8. Although the time machines BMW K 1200 GT, Honda Pan European, Kawasaki 1400 GTR and Yamaha FJR 1300 A make dull highway booby entertaining. So incredibly casual and relaxed. The Honda cockpit reports an air temperature of 16 degrees, the Kawa shows the tire pressure. Meanwhile, the BMW calculates the remaining range and can theoretically even drive hands-free thanks to cruise control, the FJR informs about the selected gear like BMW and Kawa. Welcome to the information age. The driving experience has something of the Mercedes S-Class: The heavy machines are fed up, suck on the asphalt.

Not completely decoupled and yet wonderfully comfortable to travel on them. Their solid metallic paints match this. Muted colors like in dark luxury sedans. Great dynamism meets high overtaking prestige. Unspectacularly fast. Strong, confident, comfortable. Was that really only a few hours ago? The sky over Bavaria in stone louse gray instead of white blue. Sprinter drivers who suddenly pulled out into the left lane. It’s good that ABS is on board everywhere. Especially when the streets were shiny with wetness. How was that in the rain? Slice up and down for it. You stay amazingly dry. Especially the BMW and the Honda score with very good wind and weather protection. On the pan, the mirrors with integrated indicators act as wind deflectors and hand protectors. Its huge square sail format disk extends at a record height. In addition, it is steep and rises far away from the driver. The Honda driver then enjoys heavenly peace even with the speedometer reading 240 and can drive with the visor open. Only the strong pull forward disturbs. The (somewhat louder) GT lacks this, but it does not shield quite as opulently. The FJR, which received a larger windshield in 2006, holds its own just behind. The brand new GTR offers the poorest wind protection. With the windshield down, electric as standard in this class, the shoulders of even smaller pilots are fully in the airstream. The high disc position is recommended for brisk kilometers. But even then, Kawa drivers feel more headwind than with the established tourer troika. In contrast to the two-part seating furniture from BMW, Honda and Yamaha, the one-part bench on the Kawa is not height-adjustable. The GTR bends the upper body a bit further forward – without ever becoming uncomfortable front-heavy. Tea captains of the three other tour steamers sit a little more upright. All four are great for watching the strip of asphalt scurrying under the front wheel for hours. Annoying on the K 1200 GT: The soft and narrowly contoured seat cushion with a small thigh support sits through. There are more comfortable steering positions for big cruises.

Annoying and surprising: the noticeable tendency of the GTR to oscillate beyond 200 km with loaded suitcases. This was really not to be expected with tea latest tourer construction. Where the mono-hull frame and motor are derived from the very stable ZZR 1400. No easy task to build a top tourer. Or is it? FJR and BMW finally bolted like clockwork with 250 items across the track. Quiet and unswerving, suitcase or not. The sometimes violent pendulum of the Honda is not new Pto European on (German) motorways. It starts between 160 and 180 km / h, sometimes even below. For example when passing the wake vortices of trucks or by other impulses. The perfidious thing about it: When you take off the accelerator or brake, the oscillation increases and rocks. Mostly harmless, but extremely uncomfortable. But in the here and now, on the Croatian coast, the Pan European shows other strengths. It turns very easily. When maneuvering and balancing off the side stand, it cannot hide its heavy weight of 329 kilograms. Once on the move, however, it outwits physics. When perfectly balanced, it then seems to shed ballast. A merit of the only longitudinal crankshaft. In addition, the wheelbase is particularly short at 1.49 meters.

Maybe the Honda is already trimmed too much for maneuverability? After all, your handling also benefits from the narrowest rear tire, a thin 170. And all four drivers by daylight headlights looking for a hotel in the dark. Particularly bright and glaring: the BMW xenon light (subject to a surcharge). The next morning. Dark green pine forests, warmth caresses the skin. Despite the fat 190 mm slippers, the 1400 series GTR feels astonishingly light and nimble as it sweeps so easily through the hinterland of the Istrian peninsula. The Kawa swings through the curves in a cheeky, happy and brisk manner. Despite a starting weight of 313 kilograms, which they mark as the second heaviest machine. Hard to believe that she is such a little girl. The GTR rolls sportily and lightly on a good surface, just as befits a Kawa. Only she carries an upside-down fork and a swing arm with double support to minimize the cardan reactions. However, when the stretches get bumpier, the tight and firm Kawa reaches its limits. She now wants to be kept on course in an inclined position. Feels like the front and rear wheels don’t want the same thing. Completely neutral is different. The suspension comfort on pothole passages is the lowest in this top-class field. On the other hand, the Pan European goes through as personified gentleness, offers the best suspension comfort on lousy terrain. There the FJR demands a restrained pace. She pokes around a little on bad roads, generally looking for the widest arcs.

Comparison test super tourer

Four travel professionals

Full speed ahead

fact, blacksmith (4)

Island hopping in Croatia, here from Istria to Cres, is pure pleasure.

And stands up the most when braking in an inclined position. The spring strut of the FJR does not offer enough reserves such as adjustment options: a two-stage lever for the spring preload in "soft" or "hard". The infinitely variable hydraulic handwheels on the Honda and Kawa are much more practical. This means that the suspension can be easily and precisely adapted to the load and road conditions. The electronic ESA suspension from BMW goes one step further for an additional 680 euros. At the push of a button, the spring base and damping front and rear can be set in three stages, i.e. nine combinations. Conveniently and quickly from the handlebar controls – as well as all other relevant functions. With this ESA, the GT copes with potholes and loads with superiority. Iron even the worst rag carpets into smooth tar parquet. The streets are not only narrower, but also more slippery. Liability is necessary. The GTR has the best tires in comparison. While the other manufacturers try to use the aging Bridgestone BT 020, albeit with special codes, Kawasaki relies on the much more modern BT 021. It shines with two different grippy rubber compounds in the middle and side and the best grip.

fact, blacksmith (4)

Moto-Fun at Motovun: The mountain village offers a wonderful panorama.

The nested town of Motovun is enthroned behind thick walls in the midst of forests and vineyards. Today, for once, tourers are allowed up into the upper town, along stone houses, churches and gates with a Venetian style. We enjoy the great view. Wind rushes through poplar groves. And we continue. On the straights, the BMW ensures an aha experience. Your drive measures "only" 1157 cm and is by far the smallest, but also the most agile and aggressive engine. Greedily on the gas. Man how that pushes. The GT plays in a higher league when it comes to pulling through, pulls better in sixth gear than the Japanese in fifth. While this is the last gear at Honda and Yamaha, the Kawa has a sixth gear, but it is designed to be extremely long as an overdrive: When the speedometer is 200, the crankshaft rotates only 6000 times per minute. The fact that the very short-stroke Kawa also lags behind the BMW in the fifth is gossip in view of the 200 cm increase in displacement and variable valve control on the intake side. The GT four-cylinder, which is strongly leaning forward, does not deny its origins in the sporty K 1200 S. It almost hisses angrily from the exhaust, growls grumbling from the airbox. BMW, how have you changed! Well not quite.

Despite the revised transmission, the K still rattles the most from the gearbox. The load change shocks when accelerating to accelerating, as well as fine vibrations are the strongest on the GT: In the long run, the hands sometimes become numb. But there have been worse test specimens. The ASC stability control comes into action when you accelerate fully on the smooth little lanes. If the rear wheel spins, if the wheel speeds differ by more than ten km / h, the electronics intervene. It curbs the gas command somewhat slowly with three control processes per second. A little doughy, but easy to move separates the clutch. Something like that is called simple operation. In contrast to the subtle whispering FJR. Like the throttle grip, which has been extremely stiff since the model update in 2006, its hand lever needs real lumberjack’s paws. Even at constant speed, it is exhausting to keep the throttle valve open. In pushing mode, they seem to be sucked tight, resisting the pull on the cable noticeably. This makes it more difficult to apply sensitive gas, the power comes into play hard. No wonder that there is a solid one at the apex of curves
Jerk going through the FJR. Yamaha calls this throttle "progressive", "counterproductive" says MOTORRAD.

Supertourer in their element

fact, blacksmith (4)

The world is a curve: so close to the sky, so connected to the sea.

Tea turbine-like high-revving 1300 runs rougher in the second half of the speed than the other two engines "made in Japan". And the Yamaha transmission produces stronger gear shifts. The four-of-a-kind works in the GTR in a velvety-soft manner, and can hardly be felt at low speeds. He also holds back acoustically. A consequence of the longest silencer in the world? Tea spread pistons of the Honda slide up and down extremely gently. Its V4 growl sounds calm and characteristic. Excellent! Just annoying and expensive that Honda calls the Pan every 6000 kilometers to the workshop to have it checked. Just like Kawasaki the GTR. The 10,000 service intervals from BMW and Yamaha are not only cheaper, they also make you more independent on long journeys. We enjoy great curve swing in the wide curves of the coastal road. You find yourself singing under your helmet. Because everything is so wonderful. And life so simple. Or driving? The BMW can no longer be held. Their handy chassis outclasses the competition. Precise, unshakable, stable. Another plus point: Only the GT saddles a full 221 kilograms, the other 193 (Honda) to 198 (Yamaha). Right in the middle: the GTR with 0.195 net register tons. In addition, the BMW shines with plenty of water, pardon: air under the keel.

The Bavarian lean angle cannot be explored, even greater than on the GTR, while Honda and Yamaha have long been making furrows in the asphalt with their footpegs. We follow the signs to Pula, park the quadriga in front of the amphitheater. It is almost 2000 years old and is the sixth largest Roman structure in the world. The arena built under Emperor Augustus rises up to 32.5 meters. Worthy and sublime. Just like the timeless FJR, which is already six years old in its basic construction. Your design was a milestone. It still looks fresh and dynamic. The 1300 with a fox-eye face cuts a fine figure from every angle. In contrast, Honda’s moving wing chair leaves a clumsy, scooter-like impression from behind. The low Kawa front with the wide ears is reminiscent of Joda, the senile Jedi knight from Star Wars. And the rugged design of the BMW, like the Croatian coast, really doesn’t show that it’s the lightest motorcycle because of its massive billboard and fairing. The fully equipped GT is the only one that remains just below the six-hundredweight mark: 299 kilograms. Amazing: The much more airy and filigree drawn FJR weighs 305 kilograms. Further, between sight and sea voyage: In the direction of Opatija, lush green column cypresses in red earth line the way to the ferry. A snow-white cube on the deep blue bed of the sea.

fact, blacksmith (4)

More than bread and games: the Roman amphitheater in Pula is impressive.

The island of Cres welcomes us with a completely different character: barren, rocky, unspoilt. And above all, quieter and more romantic, sparsely populated. The few island roads offer much better grip than those in Istria. And often a view of the Mediterranean in two directions. A lovely, Mediterranean touch wafts into the nose, scent of myrtle and thyme. A flock of sheep suddenly crosses the path. Brake quickly, whatever works. Still muddy at the beginning of the lever, the BMW stopper then climbs in all the more. No other machine in the quartet anchors so brutally. Which is why you should always leave a little distance behind the GT. This is especially true for the FJR pilot. The ABS regulates clumsily, releasing the combination brake repeatedly and abruptly. The foot pedal also activates two front brake pistons. Still, it’s going to be tight. The Yamaha brake is an unworthy helper in emergency situations, see page 40. The Pan European compound brake has the best control. And after the BMW the shortest braking distance. The GTR is a little disappointing here. And that although the following applies to hand pumps and brake calipers: Everything is so beautifully radial here. At the rear, ABS, which starts much too early, practically degrades the rear stopper to an extra, despite the high rear wheel load.

Nice prospects

fact, blacksmith (4)

Four worthy ladies on tour.

Just like us just like nature. Wow, griffon vultures are majestically circling over the cliffs above our heads. Without a single wing beat, seemingly weightless, the giant birds sail. We let it fly too. The GTR is making headway, followed by the GT and FJR. And even the much weaker Pan European accelerates better than a Porsche. Because of deliberate. Why exert yourself? She is a befitting, confident glider. Just like the griffin vulture. Cicadas chirp incessantly, olive trees stand gnarled, figs bear purple fruits. Our souls, they refuel. We are storing fuel in Cres on Cres. The fat Pan is the most economical, happy with just 4.7 liters for tourist country roads. Thanks to the huge 29-liter fuel tank, it gives a gigantic 617 kilometers of operating range. The GTR is also economical with 4.8 liters, but "only" 458 kilometers range. It just has the smallest tank (22 liters) that reaches down to the bottom of the seat. The FJR can travel exactly 500 kilometers with a consumption of five liters. So where do we want to go? The highly entertaining and supercharging BMW engine is easily forgiven for burning the most petrol. Especially since the 24-liter tank still allows a range of 471 kilometers with careful driving.

The knock sensor steps in when only 95-octane Eurosuper is available instead of expensive Super-Plus. Just like here under the brooding Croatian sun. Simply an upscale pleasure: watch the landscape pass by as a pillion passenger from the panorama armchair. Preferably at the Pan European. Upholstery, size, knee angle, handholds, steps, everything is just right here. Passengers from BMW and Yamaha hardly want to go down either. The back seat of the GTR is difficult to climb because it is high. Inconsistent: The handles are far back, the pillion pegs do not have rubber. Dream bathing bays with crystal clear water lead us to Mali Lošinj. Tourists from half of Europe meet and sunbathe here. Candy-colored facades exude the glamor of the k.u.k. epoch. Plus there’s plenty of Italian flair and cappuccino for one euro. Excursion steamers cast off. For us, too, it’s “cast off.” Oh dear, did we accidentally leave the ignition on? Honda and FJR make more noise. Low battery capacity. Embarrassing to have to push the heavy cruisers …

Complicated: The clunkiest ignition key of all time activates the Kawasaki. But only if an additional transponder is carried. Immobilers can also be made simpler. The other’s conventional keys prove it. Translate again, now to Krk. On the island we look for "Sobe" one last time, rooms in private quarters. A beautiful 20 kilometer motorcycle route leads over a 319 meter high pass to Baška, the most picturesque seaside resort on Krk. For us the turning point of this journey. It’s a shame, we got so used to fish platters and grilled squid. On the way back, suckling pig is served on a spit. The FJR also works as a grill station: its aluminum bridge frame heats up extremely. Lizards bask on meticulously layered, mortarless stone walls. We look back one more time, rolling relaxed and rich in experience over the bridge to the mainland (Rijeka). And take stock: The new Kawasaki 1400 GTR does not come close to the extreme quality of the MOTORCYCLE point king K 1200 GT despite the high design effort. In fact, she is just ahead of Pan and FJR. With a little facelift, the older duo could catch up quickly: higher high-speed stability for the Honda, better handling, more responsive shock absorber and better regulating ABS for the FJR. And maybe a sixth course for both of them. Even so, we would leave with the tourers at any time. Even if the cruise ticket costs a minimum of 16,000 euros, at BMW even 19,000 euros: the last shirt has no pockets. We are already looking forward to Grand Tourisme again.

Brake measurement with pillion passenger

It may well be that the braking power of an FJR 1300 is sufficient in 99 percent of all situations. But hardly in an emergency. The comparison of the braking distances with a pillion passenger from 100 km / h proves this impressively. While the BMW brakes grab brutally, the GT stops after 41.3 meters, the FJR needs a devastatingly poor 52.7 meters – under ideal conditions, on dry, grippy asphalt! The 11.4 meter difference can make the difference: At the point where the BMW comes to a stop, the FJR rushes into the obstacle with an average deceleration of 7.3 m / s² at 46.5 km / h; like the car that pulled out in front of you. Such moderate brakes, including gross ABS control, are simply unworthy of the world’s second-largest motorcycle manufacturer. The particularly fine-tuning Honda shows how it can be done better. Moderate: the braking performance of the brand new Kawasaki

How performance chart

Two faces of truth: the Kawasaki 1400 GTR spoils you with picture book values ​​when measuring the power on the crankshaft. Your buffalo back curve (measured in 5th gear) outclasses the assembled competition. In contrast, even the FJR, which is almost the same in terms of displacement, looks rather old. Especially since its curve, like that of the very powerful BMW at the top, is quite wavy. The Pan European marks the lower end of the spectrum when it comes to revving and developing power.

On the other hand, the whole thing is reversed when driving – with the engine power via the speed in the last gear: that is, the fifth for Honda and Yamaha, the sixth for BMW and Kawa. The relatively short translated Pan European shovels the greatest power to the rear wheel up to 170 km / h. Followed by the high-torque Benjamin BMW. Only mediocre: the FJR. And the strong GTR? It suffers from the extremely long ratio and then locked sixth gear at 8900 rpm.

Comments scoring and test result

fact, blacksmith (4)

All four deserve the title "Great tourer" without a doubt.

Engine:
Tea smallest motor shines. The BMW pulls through better in sixth gear than the rest of the test field in fifth, including Kawasaki. Not to mention its sixth gear, which is translated for a long time. After all, the 1400 accelerates rapidly, and theoretically it reaches the highest top speed. The GTR also shines with the smoothest-running engine – after the Pan European. The only thing that spoils the joy of the BMW is the still somewhat coarse gearbox with its heavy load change reactions. On the FJR, the stiff clutch and the hard use of power during the pushing operation bothers.
Winner engine: BMW K 1200 GT

Landing gear:
The BMW proves its impressive superiority: In nine out of eleven chassis criteria it beats the competition. It is the handiest, most precise steering and the most stable in curves and on the motorway. In addition, thanks to ESA, it can handle a pillion particularly easily and quickly. And the GT shares the best suspension comfort with the Honda. However, the Pan European is already commuting at a moderate motorway speed. The straight-line stability of the new GTR is disappointing for a brand new motorcycle. In need of improvement: handling and reserves of the shock absorber on the FJR.
Chassis winner: BMW K 1200 GT

Everyday life:
All four tourers are unlikely to be strong every day. They offer dream ranges, problem-free luggage storage and great seating comfort both front and rear. Even if the one in the saddle of the Honda (and BMW) is a bit more comfortable. These two also dominate when it comes to wind protection. However, the Pan European is heavy as lead and refilling with oil is very cumbersome. Top equipment is only available on board BMW and FJR, opulent payload on the K 1200 GT alone. The moderate consideration in the mirrors of the Kawasaki is not convincing.
Everyday winners: BMW K 1200 GT

Security:
Honda can do it easily. Even with a compound brake, it ensures great controllability and the best ABS function. The GT is ahead of the Pan European only when it comes to decelerating, see box on page 40. The FJR has some catching up to do in the braking section: it decelerates poorly, regulates roughly and leans heavily when braking in an inclined position. Always in the middle: the GTR.
Safety winner: Honda Pan European

Costs:
The short 6000 maintenance intervals from Pan European and GTR are out of date. This doesn‘t tear out the three-year guarantee for the GTR and the low maintenance costs of the Honda. The very thirsty BMW enjoys a mobility guarantee.
Winner cost: Yamaha FJR 1300 A

fact, blacksmith (4)

In this test, the BMW is right at the front, closely followed by the Kawasaki, followed by the two Supertourer models from Yamaha and Honda.

Test result:

1st place: BMW K 1200 GT
A clear victory: the most agile engine, supreme suspension, maximum suitability for everyday use. But the price is steep.

2nd place: Kawasaki 1400 GTR
Made-to-measure start? For the sporty brand Kawasaki, yes. Measured at 1400 cm³: rather no.

3rd place: Yamaha FJR 1300 A
In principle, the oldest motorcycle is still a great tourer. Even if the ABS needs fine-tuning.

4th place: Honda Pan European
If you are not afraid of commuting at high speed and heavy weight, you will find the absolute top tourer here.

Technical data – Yamaha FJR 1300 A

Engine: water-cooled four-cylinder four-stroke in-line engine, two balance 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, generator 490 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, cardan shaft.
Bore x stroke 79.0 x 66.2 mm
Cubic capacity 1298 cm³
Compression ratio 10.8: 1

Rated output 105.5 kW (144 hp) at 8000 rpm

Max. Torque 134 Nm at 7000 rpm

Chassis: 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, semi-integral composite brake with ABS.
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 front »CC«, rear »N«

Dimensions and weights: wheelbase 1515 mm, steering head angle 64.0 degrees, caster 109 mm, spring travel f / r 135/125 mm, seat height * 790 810 mm, weight with a full tank * 305 kg, payload * 198 kg, tank capacity 25.0 liter.

Warranty two years

Service intervals every 10000 km

Colors: blue / white, silver, gray

Price15,742 euros

Additional costs 230 euros

Furnishing

Equipment BMWK 1200 GT * HondaPan European Kawasaki1400 GTR YamahaFJR 1300 AT
SECTION ?? ?? ?? ??
Case system painted? ?? ?? ??
Capacity per case (left / right) 2 x 32 liters 2 x 16 liters 2 x 35 liters 2 x 30 liters
Inside pockets 64.00 euros 109.77 euros Price not yet stated 92.50 euros
One key system ?? ?? ?? ??
Luggage rack ?? ?? ?? ??
Topcase (volume / price) 49 l / 493 euros 45 l / 408 euros 39 l / not yet specified 39 l / 507 euros
Luggage hook ?? ?? ?? ??
Storage compartments in paneling / tank 1 (lockable) 2 (1 x lockable) 1 (not lockable) 1 (lockable)
Height-adjustable window electric electric electric electric
Adjustable seat height ?? ?? ?? ??
Hand stand ?? ?? ?? ??
Width-adjustable handbrake levers ?? ?? ?? ??
Width-adjustable clutch lever ?? ?? ?? ??
Adjustable spring base at the rear, electronically, continuously variable by handwheel, continuously variable by handwheel, two-stage
Electronically adjustable chassis ?? ?? ?? ??
Heated grips ?? 355.90 euros ??
Second trip odometer ?? ?? ?? ??
On-board computer with remaining range display ?? ?? ?? ??
On-board socket ?? 86.17 euros ??
Clock ?? ?? ?? ??
Two-stage headlight range adjustment, continuously variable by hand wheel, continuously variable by hand wheel
Cruise control ?? ?? ?? ??
Automatic stability control (ASC) ?? ?? ?? ??
Consumption display Ø Ø / currently Ø / currently Ø / currently
Immobilizer ?? ?? ?? ??
Gear indicator ?? ?? ?? ??
Tire pressure control 205 euros ?? ?? ??
Other height-adjustable handlebars, seat heating, crash bars ?? display parts, adjustable handlebars

Data Kawasaki 1400 GTR

two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 40 mm, controlled catalytic converter with secondary air system, 490 W alternator, 12 V / 14 Ah battery, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, cardan shaft.
Bore x stroke 84.0 x 61.0 mm
Cubic capacity 1,352 cm³
Compression ratio 10.7: 1

Rated output 114.0 kW (155 hp) at 8800 rpm

Max. Torque 136 Nm at 6200 rpm

Chassis: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base and rebound damping, four-joint two-armed 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 rear, Ø 270 mm, two-piston fixed caliper, ABS.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test Bridgestone BT 021 »E«

Dimensions and 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 * 313 kg, payload * 195 kg, tank capacity 22.0 liters.

Warranty three years

Service intervals every 6000 km

Colors silver / gray, black

Price15 750 euros

Additional costs 180 euros

Data BMW K 1200 GT

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, injection, Ø 46 mm, regulated catalytic converter, alternator 945 W, battery 12 V / 19 Ah, hydraulically operated multi-disc Oil bath clutch, six-speed gearbox, gimbal.
Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm³
Compression ratio 13.0: 1

Rated output 112.0 kW (152 hp) at 9500 rpm

Max. Torque 130 Nm at 7750 rpm

Chassis: Bridge frame made of aluminum, double longitudinal control arm made of aluminum (with ESA adjustable rebound damping), two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring based and rebound damping (with ESA adjustable 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, semi-integral composite brake with ABS.
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 »UU«

Dimensions and weights: wheelbase 1572 mm, steering head angle 60.8 degrees, caster 112 mm, spring travel f / r 115/135 mm, seat height * 820 – 840 mm, weight with a full tank * 299 kg, payload * 221 kg, tank capacity / reserve 24 .0 / 4.0 liters.

Warranty two years
Mobility guarantee one year
Service intervals every 10000 km
Colors: gray, blue
Price 17,440 euros
Price test motorcycle ** 19,085 euros
Additional costs 269 euros

Data Honda Pan European

Engine: water-cooled four-cylinder four-stroke 90-degree V-engine, two balance shafts, two overhead, chain-driven camshafts each, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter with secondary air system, 742 W alternator, Battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, cardan shaft.
Bore x stroke 78.0 x 66.0 mm
Cubic capacity 1261 cm³
Compression ratio 10.8: 1

Rated output 93.0 kW (127 hp) at 8000 rpm

Max. Torque 125 Nm at 6000 rpm

Chassis: Bridge frame made of aluminum, telescopic fork, Ø 45 mm, 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, three -piston floating calipers, disc brake at the rear, Ø 316 mm, three-piston floating caliper, fully integrated composite brake with SECTION.
Cast aluminum wheels 3.50 x 18; 5.00 x 17
Tires 120/70 ZR 18; 170/60 ZR 17
Tires in the test Bridgestone BT 020 »F«

Dimensions and weights: wheelbase 1490 mm, steering head angle 64.0 degrees, caster 98 mm, spring travel f / r 117/120 mm, seat height * 775 805 mm, weight with a full tank * 329 kg, payload * 193 kg, tank capacity / reserve 29, 0 / 3.0 liters.

Warranty two years

Service intervals every 6000 km

Colors: red, blue, silver

Price 16,390 euros

Additional costs 170 euros

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