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Comparison test: touring motorcycles 2010

Seven luxury tourers in comparison

No, the vampires didn’t show up. Even bears and wolves let the testers sleep peacefully. But the trip with seven luxury tourers to Transylvania (Transylvania) in Romania was not about fabulous experiences, but about fabulous experiences – the big two-part test of travel motorcycles.

Shortly before Vienna: It is 5:12 p.m., the on-board thermometer reports 32 degrees, and the first 595 kilometers are behind the MOTORRAD test team. Many little helpers in the lavishly equipped cockpits provide the pilots with current information, while the on-board music system plays an Austrian entertainment program. The big engines purr happily with the cruise control switched on at 130 km / h. Life on board these seven luxury liners makes even long stretches of the motorway an experience. Cruise control, radio? This is available from the BMW R 1200 RT, Honda Gold Wing and Harley-Davidson Electra Glide Ultra Limited.

Comparison test: touring motorcycles 2010

Seven luxury tourers in comparison

Sprint GT and Yamaha FJR 1300 A distances are shrinking. Just like now, on the cruise to Transylvania. All seven machines are each the best touring models of their brands. These travel giants represent the complete range of concepts, from sports tourers to super luxury gliders, all equipped with ABS and a standard luggage system. Motorcycles from three continents. Their range of engines is immense: two-cylinder V-shape and boxer, in-line engines with three and four cylinders and a six-cylinder boxer.

Tourer

Comparison test: touring motorcycles – part 2

Seven luxury tourers in comparison

read more

The incomparable Honda six-pack in particular shines with glorious running culture from another galaxy; an engine like velvet and silk. It just casually pushes 135 Newton meters from idle. A guaranteed relaxation program. In addition, there is an inimitable sound, every throttle, every start a barking"Wwwooouuu", between Porsche and BMW M3. The US-made Gold Wing is the Queen Mary on wheels. It punches a huge hole in the atmosphere. Behind the huge pane you sit enthroned without any turbulence; a flap in it ensures well-measured ventilation. However, smaller captains have to constantly look through the plexiglass. Doesn’t matter as long as it doesn’t rain. The seating comfort in the deep, wide saddle is outstanding. A moving wing chair. Big guys, however, are already sitting too close to the towering halves of the handlebars and feel the pronounced lumbar support too close to the body.

On the way to the Pass of the Passes

Rainer Froberg, 46, fleet manager: "The Harley is a lot of fun. You can enjoy every meter on it. For me, the sound, sitting position and good vibrations are simply unmatched."

Fleet manager Rainer Froberg on the Harley grins happily. The Electra Glide Ultra Limited electrifies, the top model of the Touring series from Milwaukee is a fully baffled, limited special edition. An archetype of a motorcycle, this touring cruiser. For driving pleasure in Cinemascope. The 45-degree V2, an icon of an engine, bubbles gently "potato-potato" from the two unequal sized exhaust ports. As the only mass-produced Harley has the "Ultra Limited" a 103 cubic inch engine. Power in the metric system 1690 cm3, result of 98.4 instead of 95.3 millimeters bore with an unchanged length of 111.1 millimeters.

The nominally 84 hp V2 is a real soul masseur, stomps and pulsates at low frequencies. A big heart beats here, and an oil cooler keeps a cool head. Heated grips, cruise control and a chrome-plated luggage rack are also standard on the topcase. The rolling industrial sculpture weighing 407 kilograms has a timelessly classic effect: square meters of chrome, real metallic mudguards and opulent ones that have been installed since 1969 "Batwing"-Disguise. These black and red painted bat wings with ventilated leg shields and extremely effective adjustable wind deflectors are predestined for this trip to Transylvania.

Romania is considered an enduro paradise among insiders. But it would be laughable if you couldn’t follow Dracula’s footsteps with these great tourers. The Romanian Carpathians promise the highest level of cornering pleasure, the Transfagarasan is said to be one of the most beautiful passes in Europe. Over a length of 92 kilometers, it overcomes almost 1,600 meters in altitude. Georg, who drives the Suzuki, had a YouTube clip of the English car cult series at home "Top gear" discovered. It said that the Transfagarasan looked from above as if someone had "A dreamlike Carrera track for adults was assembled from the greatest curves of the world’s best racetracks". That’s the goal, that’s where we want to go! Vienna remains on the left.

Keep on going. Sven Loll has switched on the cruise control on his BMW R 1200 RT and has his hands free to eat and drink while driving. Bavaria’s wholefood tourer has a long tradition. The R 100 RT from 1978 is considered to be the mother of all modern touring motorcycles with suitcases and full fairing. For 2010, the 1200 has been heavily revised. Cylinder heads with double overhead camshafts give the boxer more punch and top performance, real 108 hp. A flap in the exhaust now makes the sound a little more pithy, no longer so tinny. When Sven raises the new, more stable and larger window completely, there is no wind, he can listen to the radio on the A 10.

Thomas Schmieder, 43, test editor: "Even for unbelievers: the six-cylinder is adorable. Not because of the lavish features, but because of the silky smooth running and great sound."

The RT is a 282 kilogram (light?) All-round feel-good package for over 18,000 euros, "Safety"- and "Touring"-Package included. This includes cruise control, seat heating (as with the Gold Wing, which can be controlled separately for driver and pillion passenger), electronically adjustable suspension (ESA) and anti-slip control.

The 2010 Kawasaki 1400 GTR also has them as standard. In addition, a fully integral brake system and petrol-saving mode. Her 1352 cubic four-cylinder sounds full. And the 155-hp, 314-kilogram power tourer that is driven by Gabriel Winter, Brosel in Baden, is fed up. He is a little surprised at the power output of the most powerful of the seven engines. The draft values ​​are not that intoxicating. The lower gears are torque limited, the sixth speed limited. Just don’t get too fast. The 1400 staggered slightly on the German autobahn. The GTR only comes off fully in fifth gear. The easy-to-swallow Kawa chassis can take a lot. However, it should offer more feedback. Anyway, the GTR is a great mile eater. Comfortable, fast, with good wind protection. Slice up and down for it.

The Yamaha FJR 1300 A is similar in terms of concept and price. The experienced Rhenish jeweler Johannes, 65, controls this prototype of all power tourers. Like the GTR, the nominally 144 hp FJR costs a good 17,000 euros, weighs a good six hundredweight, has a cardan shaft, electric disc and top seats. Johannes is happy about the tidy, well-structured Yamaha cockpit, which can be read at a glance. The disc does not work optimally. If it is all the way down, the shoulders are fully immersed in the flow, when fully up it produces a slight suction. In addition, it wobbles quite unstably in the wind, which does not fit the dignified motorcycle. The FJR four-cylinder revs up as easily as a turbine. Still a strong drive even after nine years of construction. But just at 130 km / h in the final fifth gear, it vibrates extremely. On the country road with gear changes and changing speeds, the annoying tingling sensation hardly bothers; on the track it quickly leaves its hands numb. If only she had sixth gear.

The slightly different kind of touring

Stefan Gluck, 43, universal employee in the test: "The Sprint GT can do both: touring or touring. And the tense neck relieves a sound therapy of the famous three-cylinder."

Stefan Gluck, pilot of the Triumph Sprint GT, has another problem: the windshield of the brand new sports tourer blows the wind into the neck of the 1.87-meter man. An hour without a scarf, even in midsummer you are completely stiff on top. But the windshield of the Triumph, like the Harley, which is strongly distorted at the top, cannot be adjusted. Because Stefan has long arms, the comparatively low handlebars hardly bother him. However, during slow speed, when the wind pressure is not yet sufficient, as when driving down in Stuttgart city traffic, there is a lot of load on the wrists.

The Triumph-Triple is a real great guy. It shines with fine throttle response, low consumption – less than in the previous Sprint ST – and a special sound. The three-cylinder hisses, rattles and roars wonderfully. The smallest motor in the septet measures "just" 1050 cm3, but he pampers with linear power development, goes off like Schmidt’s cat. After Kawasaki and Yamaha, the Triumph achieves the third highest peak power (130 hp) and accelerates best after these. The three-cylinder doesn’t take it easy that you have to turn it a little more, twirl it. Even under 4000 tours, however, the vibrations are somewhere between noticeable and no longer quite as pleasant. There have been smoother, gentler triplets.

Comparative test tourer: part 2

Georg Jelicic, 43, top tester: "The powerful Suzuki is a good all-rounder. Whether long tours with a suitcase or the way to work, it can be used universally. A lot of motorcycle for little money."

A real bull engine powers the Suzuki GSX 1250 FA GT. It stacks deep, nominally only delivers 98 hp, but actually releases 108 cold-blooded horses. In addition, the four-cylinder pampers with a soft throttle response and the best torque values, pushes and pushes. Every little twist of the throttle zooms in on the endless horizon a bit faster. The other side of the coin: Suzi always has to refuel with her smallest tank as the first fuel. It also reports low tide if there is still fuel in the 19-liter steel tank for 80 kilometers. A remaining range display is missing in the simple cockpit. The wild blinking of the reserve makes you nervous and drives Georg Jelicic to the gas station much too early.

Maybe that’s a good thing, because the too little thigh support can hurt your butt after an hour and a half. And the unfortunate cranked tubular handlebar hurts the palm of your hand in the long run. In itself, the GSX is a Bandit 1250 with full fairing and unchanged four-cylinder. But your handlebars are three centimeters flatter. As a GT version, the GSX mutates into a low-budget tourer with the Givi case system, top case, Vario lens attachment and tank pad. 10,600 euros is a real competitive price for the all-round carefree package. Suzuki wants to offer just 200 GTs in Germany, all other GSX prospects have to put the accessories together individually and therefore more expensive.

Puszta, pampas and peppers

Gabriel Winter, 45, youngtimer mechanic: "The Kawa impresses with its relaxed seating position and powerful engine. But with electronics and a fully integral brake system, less would have been more."

We are already in Hungary, outside the euro zone. Exchange money, smoke, buy new vignettes. Twelve euros for ten days. "Tour riders are more likely to be smokers, drinkers and tankers", says Dave Schahl, the photographer. In plain language: He’s moving too slowly. So quickly back on the track. The place names on the signs are unpronounceable: Fertoszentmiklós, Szekesfehervár or Hódmezovásárhely.

The sun drips blood-red into the Danube near the Hungarian capital Budapest. At 8:18 p.m. this is also recognized by the Gold Wing’s navigation system. It reports "sunset" (literally) and switches the display of the multifunctional instrument to night mode. For a surcharge of € 3,000 on the basic version, which costs € 28,300, there is also a navigation system and the only motorcycle airbag that is exclusive to the world.

We tore down the first 1000 kilometers completely relaxed. Time to look for a hotel. The hotel search function of a Garmin navigation system shows us a 25-kilometer detour via deep sand passages to a hotel that no longer exists. Soon the eight-and-a-half pound Honda has buried itself, stands without a stand. Thanks to combined forces, it goes out again. So just like before, without GPS, drive into the city center of Kecskemet and spontaneously look for rooms for seven drivers, passenger Michelle and photographer Dave. It’s getting late, narrow and cozy. International understanding works as always, in the evenings at the bar. Hungarian is the third most difficult language in the world, say the locals.

The next morning. From now on we continue on country roads. Finally you get that holiday feeling. The Puszta is flat and has hardly any curves. Lizards scurry over boiling hot asphalt, sunflowers stand as tall as a man in endless fields. In the cities, classicist house facades from the K. u. K era its charm. Immediately next to it, socialist prefabricated buildings. Welcome to the world of contrasts. Ladas, Wartburgs and Trabbis meet Porsche Cayennes, Simsons and Jawas meet the latest GSX-Rs.

Nothing going on at the Gyula border crossing. We are in Romania. Unknown to us and untouched, the largest country in Southeast Europe lies ahead of us. It smells different, of space. Good to be here in a motorcycle-friendly country. In the villages old people sit in front of the houses. Whether old or young, people wave enthusiastically when the mighty machines drive past. Even when stopping, a lunch complete with drinks costs around five euros, no trace of envy. At most from genuine admiration.

Life in Transylvania takes place on the streets. Chickens, geese, cows and pigs strut in the open air. Farmers still turn the hay by hand. A peaceful, calm landscape. Not an idyll, but a world full of poetry and quiet magic. Like a trip back in time. The Apuseni Mountains rise behind the town of Ineu. Inclines, gentle bends and the first real curves. Any incline, no matter how small, is welcome, into which RT and Sprint GT fall easiest.

Sven Loll, 36, photo model and test driver: "Even if I might be the youngest RT rider of all time and I will probably never be able to afford it, it is outstanding in terms of touring characteristics."

With the Triumph, this is not so surprising. However, with its 270 kilograms, the sports tourer is not that light; Even a 1.54 meter wheelbase is no fame – eight centimeters more than its predecessor, the significantly sportier Sprint ST. After all, the more appealing, better-tuned fork of the GT is a little steeper, the trail is a little shorter. Measures that keep handling at a good level.

It is always amazing how loosely and flaky Sven chases the BMW around the curves. The high, wide handlebars, in whose handles there is a constant pulsing, let the luxury tourer fold down very easily. Despite the lavish features, the RT only weighs four kilograms more than the bulky, fully equipped GSX that weighs 278 kilograms. BMW and Suzuki have exactly the same wheelbase, just 1.485 meters from the front to the rear wheel axle.

The GTR and FJR are no handling miracles. The two Japanese Moppelchen make no secret of their pounds. The two US bolides require even more physical effort. Nevertheless, the Gold Wing is sensationally well balanced for its weight class. A good-natured giant. Thanks to the two side-mounted radiators, the six-cylinder was able to move far forward. The balance is right with this colossus.

Welcome to the parallel cosmos

Johannes Vollmar, 65, jeweler and occasional tester: "I would like to do tours with the FJR. The engine, sound and seating comfort are strong. The vibrations and turbulence behind the windshield are annoying."

We run into horse-drawn carts and tanned tractor drivers with bare chests. To overtake Rainer on the Harley has to step down two gears at once using the rocker switch. In the sixth there is simply no progress. Despite 1.7 liters displacement: Every 600 pulls through better! Tribute to just real 80 hp, eight hundredweight and a long gear ratio to 230 km / h. Okay, a touring engine shouldn’t run into the limiter with a stutter. But too long is too long. Nomen est omen, the E-Glide is a real glider.

You have to spend more time on it. So what, is that a disadvantage on tour? On the Europastrabe in front of Sibiu (Herrmannstadt) it is suddenly over with dreamy. Truck lines up, their soot is not particulate matter, but is briquette format. Johannes and Rainer are already completely black in the face with their open helmets.

One overtaking maneuver chases the next. Now is the time for GTR, GSX and FJR. Throttle up and down, or at most shift down a gear. Sibiu, European Capital of Culture 2007, has dressed up a lot. A single room in the good Hotel Silva costs around 30 euros. We meet Dietrich Galter, Protestant pastor of the nearly 3,000 souls German minority in the city of 170,000. He drives a lot and well, gives us lots of tips. And opens doors.

Thanks to Dietrich’s help, we are allowed to do a photo shoot at night on the picturesque central square of Sibius, the Great Ring. And the next morning with the motorcycles to the beautiful Astra open-air museum, the largest in Romania at the gates of the city. Only the Transfagarasan has to wait, it is raining in the mountains. We first explore the lowlands, one of the best preserved fortified churches in Transylvania in Cisnadie.

In a suburb of Sibiu, the main street of which consists of rocking stones the size of a child, we got completely lost. When the friendly village policeman led the way with the words "very bad road" explained, let’s be calm. But such a warning shouldn’t be ignored in Romania. Three kilometers further there is no road, only deeply washed out gullies. Enduros would be a nice thing now.

The soft, comfort-oriented Harley pulls the spring off the side stand. It is the only one of the seven tourers that does not have a main stand, so repairs are the order of the day. The best way to get out of the affair is the RT with its electronically adjustable chassis. "There is a little bit of GS in every boxer", says Stefan with a smile, lets the cow fly. In the sum of its properties, the BMW is without a doubt the best motorcycle in this group, and in the 1000-point ranking it is clearly ahead. But how do the seven candidates fare in the mountain test on Transfagarasan and in the separate tour rating? what follows.

MOTORCYCLE measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation +/- 5%

Displacement hooray: the Honda six-cylinder paints a performance curve like a picture book on test bench paper. The torque curve is more like an elephant skull than a buffalo back: 135 Newton meters at 2000 turns, a maximum of 155! In contrast, even the mighty curves of the Harley and Kawasaki pale. The US-V2 climbs in strongly, already reaching its zenith at 3700 rpm. From this mark on, the GTR permanently takes the scepter of the second highest-torque drive from him. The Kawa four-cylinder produces its full 156 hp in fifth gear alone; the sixth is limited in speed in order not to let the 1400s get too fast. The Yamaha pushes great too. After a short break at 4500 rpm, the FJR engine experiences its second spring from 5000 tours. After nine years of construction it is still a bearish engine. A real cold blood is the Suzuki four-cylinder, which keeps its torque almost constant from 3000 to 6500 tours and with its even power output keeps even the brawny BMW in check. The undulating performance curve of the RT does not interfere with driving. As the smallest engine, the fine Triumph-Triple naturally needs the highest speeds; but it pampers you with a linear increase in performance and great revving.

   Bmw  Harley  Honda  Kawasaki  Suzuki  triumph  Yamaha
Maximum-
speed
  223 km / h  170 km / h  200 km / h  246 km / h  230 km / h  230 km / h  245 km / h
  acceleration  0-100km / h  3.9 sec  6.3 sec  4.2 sec  3.2 sec  3.4 sec  3.4 sec  3.3 sec
0-140km / h  6.1 sec  13.2 sec  8.8 sec  5.2 sec  5.9 sec  5.7 sec  5.4 sec
0-200km / h  15.3 sec  –  –  10.4 sec  13.7 sec  11.7 sec  11.0 sec
 
Draft 
60-100km / h  4.8 sec  9.8 sec  5.5 sec  5.6 sec  3.9 sec  4.9 sec  4.4 sec
100-140km / h  4.9 sec  11.1 sec  6.5 sec  5.0 sec  4.2 sec  5.2 sec  4.5 sec
140-180km / h  6.8 sec  –  9.9 sec  6.4 sec  5.6 sec  6.7 sec  5.2 sec
  consumption consumption
Country road		  4.9 liters
 Super Plus		  5.6 liters
 Great		  6.2 liters
 Great

 6.0 liters
 normal

 5.8 liters
 normal

 4.8 liters
 Great  6.0 liters
 normal Tidy
Country road  510 km  405 km  403 km  367 km  328 km  417 km  417 km

MOTORCYCLE scoring

Meeting of the tour concepts. The BMW inspires functionally, the Suzuki economically, Harley and Honda do it emotionally.

Category engine:
Old but proven: the 2001 Yamaha FJR 1300 engine is convincing. It offers top driving performance. Nerves are the tingling vibrations of the four-cylinder at 130 km / h. Even more bearish than the FJR pulls alone the nominal "just" 98 hp Suzuki through; the GTR, which shares the highest top speed with the Yamaha, accelerates better. No misprint is the one point for the pulling of the Harley: high weight, lowest performance and a long overall gear ratio take their toll. A great engine is the Triumph Triple, an inimitably silky engine of the Honda six-cylinder.

Winner engine: Yamaha

Category chassis:
The BMW sets itself apart: like the Triumph, which is very stable in a straight line, it is beautifully handy and unswervingly stable in corners. In addition, it offers top comfort thanks to the best, electrically adjustable spring elements. The RT can handle a pillion particularly well. Also applies to the Gold Wing. You don’t even notice a passenger on the 420-kilo stretch. However, the Honda is the first to land in an inclined position. At the lower end of the spectrum is the Harley with its soft, comfort-oriented, yet unstable chassis. In the front midfield sit Kawasaki and Yamaha. The Suzuki lacks a little steering precision and stability.

Chassis winner: BMW

Category everyday life:
It is the hour of the top tourers: Kawasaki, Yamaha and BMW offer outstanding seating comfort. The Harley is very relaxed, but its hand levers are unergonomic. A pillion passenger on the Electra Glide and Gold Wing travels as safe as in Abraham’s lap. It’s just a shame that the permitted payload of the Honda (181 kilograms) is quite low. RT, GTR and Sprint GT saddles the most; but the Triumph doesn’t bed its passenger very comfortably. When it comes to equipment, BMW, Kawasaki and Yamaha score points. In addition, the RT achieves the greatest range, in contrast to the early flashing Suzuki.

Winner everyday life: BMW

Category Security:
At a high level: ABS is a matter of course in such touring steamers, and impeccable control behavior is added here. The Triumph ABS alone should regulate more sensitively. The braking effect itself (braking distance and necessary effort) is impeccable in all of them, even the Harley brakes well with its Brembo stoppers. The GTR is at risk of fading when driving downhill.

Safety winner: BMW

Category costs:
Small miracle: Mobility guarantee (as with BMW), moderate fuel consumption plus moderate inspection and maintenance costs (low insurance class) bring the Harley forward.

Winner COST: Harley-Davidson

 Max.  Bmw  Harley  Honda
Overall rating  1000  731  578  638
placement  1.  7th.  5.
Price-performance  1.0  2.4  4.0  4.0
 Max  Kawasaki  Suzuki  triumph  Yamaha Overall rating  1000  692  637  669  707
placement  3.  6th.  4th.  2.
Price-performance  1.0  2.8  1.9  2.2  2.6

Price-performance winner: Suzuki
The mouse doesn’t bite off a thread: the fully equipped GT version of the Suzuki GSX 1250 FA comes at a real competitive price.

Intermediate result

The BMW R 1200 RT excels in the 1000-point test. Neatly motorized, well equipped, best wind protection. Its handy, electronically adjustable chassis offers the greatest reserves. Functionally, the Harley is at the other end of the spectrum, little power and stability. But the charisma of the rolling monument is unsurpassed. Relaxed, stylish, an experience for all the senses. Second place for the particularly comfortable Yamaha shows what a great success the FJR was in 2001, which despite a lot of facelift is still missing sixth gear. Just behind the FJR is the even stronger, equally homely, but unwieldy Kawasaki. The "small", sporty-tourist triumph with the great three-cylinder holds up well. The fabulous six-cylinder of the opulent Gold Wing is even more impressive. Two rooms, kitchen, bathroom. Despite the bearish draft, the extremely cheap Suzuki ends up far back: simply knitted, not very neutral chassis, minimal range, uncomfortable seat.

1st place  BMW R 1200 RT
place 2
  Yamaha FJR 1300 A
place 3
  Kawasaki 1400 GTR
4th place
  Triumph Sprint GT
5th place
  Honda Gold Wing
Rank 6
  Suzuki GSX 1250 FA GT
7th place
  Harley-Davidson Electra Glide Ultra Limited

BMW R 1200 RT

The BMW R 1200 RT.

engine
type design  Two-cylinder four-stroke boxer engine
injection  Ø 47 m w
coupling  Single-disc dry clutch 
Boron x stroke  101.0 x 73.0 mm
Displacement  1170 cc
compression  12.0: 1
power  81.0 kW (110 hp) at 7750 rpm
  landing gear frame  Load-bearing motor-gear unit 
fork  Trailing arm guided telescopic fork, Ø 35 mm
Braking vo / hi
 Ø 320 mm / Ø 265 mm
Systems assistance  Partly integral braking system with ABS
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Metzeler Roadtec Z6 Interact, rear "VS."
 
mass and weight
wheelbase  1485 mm 
Steering head angle  63.4 degrees
trailing  110 mm
Suspension travel v / h  120/135 mm
Seat height  830 or 850 mm
Weight with a full tank  282 kg
Payload  213 kg
Tank capacity / reserve  25/4 liters
Service intervals  10,000 km
price  16,200 euros
Price test motorcycle  18,090 euros
Additional costs  269 ​​euros

Harley-Davidson Electra Glide Ultra Limited

The Harley-Davidson Electra Glide Ultra Limited.

engine
type design  Two cylinder four stroke 45 degree V engine
injection  Ø 46 mm  
coupling  Multi-disc oil bath clutch 
Boron x stroke  98.4 x 111.1 mm
Displacement  1690 cc
compression  9.6: 1
power  62.0 kW (84 hp) at 5010 rpm
  landing gear frame  Double loop frame made of steel
fork  Telescopic fork, Ø 41 mm
Braking vo / hi
 Ø 300 mm / Ø 300 mm
Systems assistance  SECTION
bikes  3.00 x 17; 5.00 x 16
tires  130/80 B 17; 180/65 HB 16
Tires
 Dunlop D408
 
mass and weight
wheelbase  1635 mm 
Steering head angle  64.0 degrees
trailing  170 mm
Suspension travel v / h  117/76 mm
Seat height  750 mm
Weight with a full tank  407 kg
Payload  210 kg
Tank capacity / reserve  23/4 liters
Service intervals  8000 km
price  27,995 euros
Price test motorcycle  27,995 euros
Additional costs  350 Euro

Honda Gold Wing

The Honda Gold Wing.

engine
type design  Six-cylinder, four-stroke boxer engine
injection  Ø 40 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  74.0 x 71.0 mm
Displacement  1832 cc
compression  9.8: 1
power  87.0 kW (118 hp) at 5500 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Telescopic fork, Ø 45 mm
Braking vo / hi  Ø 296 mm / Ø 316 mm
Systems assistance  Fully integral braking system with ABS
bikes  3.50 x 18; 5.00 x 16
tires  130/70 HR 18; 180/60 HR 16
Tires  Bridgestone G 709 front, G 704 rear
 
mass and weight
wheelbase  1690 mm 
Steering head angle  61.0 degrees
trailing  109 mm
Suspension travel v / h  140/105 mm
Seat height  750 mm
Weight with a full tank  421 kg
Payload  181 kg
Tank capacity / reserve  25 liters
Service intervals  6000 km
price  28,300 euros
Price test motorcycle  31,300 euros
Additional costs  250 euro

Kawasaki 1400 GTR

The Kawasaki 1400 GTR.

engine
type design  Four-cylinder, four-stroke in-line engine
injection  Ø 40 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  84.0 x 61.0 mm
Displacement  1352 cc
compression  10.7: 1
power  114.0 kW (155 hp) at 8800 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Braking vo / hi  Ø 310 mm / Ø 270 mm
Systems assistance  Compound brake, ABS, traction control
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/50 ZR 17
Tires  Bridgestone BT 021 "U"
 
mass and weight
wheelbase  1520 mm 
Steering head angle  63.9 degrees
trailing  112 mm
Suspension travel v / h  113/136 mm
Seat height  820 mm
Weight with a full tank  314 kg
Payload  218 kg
Tank capacity / reserve  22 liters
Service intervals  6000 km
price  16,995 euros
Price test motorcycle  16,995 euros
Additional costs  180 euros

Suzuki GSX 1250 FA GT

The Suzuki GSX 1250 FA GT

engine
type design  Four-cylinder, four-stroke in-line engine
injection  Ø 36 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  79.0 x 64.0 mm
Displacement  1255 cc
compression  10.5: 1
power  72.0 kW (98 PS) at 7500 rpm
  landing gear frame  Double loop frame made of steel
fork  Telescopic fork, Ø 43 mm
Braking vo / hi  Ø 310 mm / Ø 240 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 021 "AA"
 
mass and weight
wheelbase  1485 mm 
Steering head angle  64.7 degrees
trailing  104 mm
Suspension travel v / h  130/136 mm
Seat height  810 or 830 mm
Weight with a full tank  278 kg
Payload  197 kg
Tank capacity / reserve  19 liters
Service intervals  6000 km
price  10,470 euros
Price test motorcycle  10,470 euros
Additional costs  145 euros

Triumph Sprint GT

The Triumph Sprint GT.

engine
type design  Three-cylinder four-stroke in-line engine
injection  Ø 46 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  79.0 x 71.4 mm
Displacement  1050 cc
compression  12.0: 1
power  95.6 kW (130 PS) at 9200 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Telescopic fork, Ø 43 mm
Braking vo / hi  Ø 320 mm / Ø 255 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 021
 
mass and weight
wheelbase  1537 mm 
Steering head angle  66.5 degrees
trailing  84 mm
Suspension travel v / h  127/152 mm
Seat height  820 mm
Weight with a full tank  270 kg
Payload  213 kg
Tank capacity / reserve  20 liters
Service intervals  10,000 km
price  13,190 euros
Price test motorcycle  13,190 euros
Additional costs  240 euros

Yamaha FJR 1300 A

The Yamaha FJR 1300 A.

engine
type design  Four-cylinder, four-stroke in-line engine
injection  Ø 42 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  79.0 x 66.2 mm
Displacement  1298 cc
compression  10.8: 1
power  105.5 kW (144 PS) at 8000 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Telescopic fork, Ø 48 mm
Braking vo / hi  Ø 320 mm / Ø 282 mm
Systems assistance  Partly integral braking system with ABS
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 021 "F."
 
mass and weight
wheelbase  1515 mm 
Steering head angle  64.0 degrees
trailing  109 mm
Suspension travel v / h  135/125 mm
Seat height  790 or 810 mm
Weight with a full tank  305 kg
Payload  198 kg
Tank capacity / reserve  25 liters
Service intervals  10,000 km
price  16,795 euros
Price test motorcycle  16,795 euros
Additional costs  230 euros

Info about Romania & VIDEO

Drawing: Werel

Outline map Romania.

ROMANIA
Capital: Bucharest
area: 238,391 km2
founding: 1920
currency: Romanian lei
population: 21,498,616

Romania is a real motorcycle paradise with picturesque villages and untouched natural landscapes. In addition, the Carpathian Mountains beckon as imposing, rocky high mountains with peaks up to over 2500 meters and winding passes. In addition, the price level for staying overnight and eating / drinking is very cheap. However, some of the roads are still in very bad condition – an enduro area! It is therefore important to plan moderate travel cuts. The Romanian Tourist Office (phone 0 89/51 56 76 87, www.rumaenien-tourismus.de) has a special map for motorcyclists in addition to regional information. The MOTORRAD action team is offering guided tours to the land of bears, wolves and lynxes from June 29th to July 10th 2011 and from August 13th to 24th 2011; the price is 1295 euros with your own motorcycle. Information: Telephone 07 11 / 182-19 77 and www.actionteam.de.

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