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• Power tourers in comparison
• Limited space on the Z 1000 SX
• License plate rattle on the KTM
• How sporty are the power tourers?
• Differences in security
• Cost and consumption
• Test result
• Offers and price comparison Powertourer Germany

28 photos

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BMW S 1000 XR, Kawasaki Z 1000 SX and KTM 1290 Super Duke GT – the new sports tourers in comparison.

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The BMW S 1000 XR offers the usual relaxed seating position.

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As a round instrument, the rev counter is the focus of all instruments and is easy to read. This also applies to the other advertisements. The cockpits from BMW and…

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…Kawasaki collect a lot of information in a small space in their digital displays.

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With an extra display, KTM is taking a more elegant approach, thereby also promoting the intuitive setting of the various chassis and suspension modes.

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Suitcases are not part of the standard equipment on all three motorcycles, but they are recommended for the safe transport of luggage. What is special: the BMW cases offer an extra support surface when opened so that stowed items do not tumble onto the road immediately after the belts are released. Swallow a full-face helmet here next to the suitcases from BMW…

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…also the specimens from Kawasaki.

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KTM’s counterparts fail because of this.

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The Kawasaki Z 1000 SX is the cheapest machine in the test at 13,795 euros. With 5500 euros less than their competitors, a clear statement.

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The KTM 1290 Super Duke GT is the queen of range. The reason for this, however, is not the fuel consumption but the 23 liter tank.

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Many switches on the left handlebar fitting can be seen and pressed at KTM and BMW (here as an example).

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All chassis can be adjusted to the load condition, electronically on BMW and KTM, and on the Kawasaki by hand wheel to adjust the rear tension.

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Also valid for everyone: the windshields are adjustable in height (KTM and BMW) or in the angle of attack (Kawasaki). Pictured: KTM.

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How cool is that? Curve labyrinth as a suitable playground for the three power tourers.

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Full load, the brakes grip powerfully, the fork works at the stop, but: the rear wheel stays down.

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When it comes to braking, the BMW doesn’t fool anyone. At 100 km / h solo downhill, the braking distance is between 1.7 m (Kawasaki) and 4.8 m (KTM) shorter.

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The Kawasaki looks almost like a super sports car, but with a top speed of 249 * km / h it is the slowest machine in the field (BMW: 250 * km / h, KTM: 260 * km / h).
* Manufacturer information.

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The KTM is definitely the athlete in comparison. In addition to the highest top speed, it gallops ahead of the other motorcycles from a speed of 4000.

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The Kawasaki ends up in third place in the overall standings, but is still a top offer for the price and thus secures victory in the price-performance category.

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Like its competitors, the BMW needs 3.2 seconds from 0-100 km / h.
From 0-200 km / h takes 8.6 seconds.

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With a fuel consumption of 5.9 liters on the country road, the range of the BMW is 339 km.

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Downhill with a 9% gradient from 100 km / h, the BMW reaches 42.9 m solo and 48.4 m with a pillion to a standstill.

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The Kawasaki needs 9.9 seconds from 0-200 km / h.

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With a fuel consumption of 5.1 liters on the country road, the range of the Kawasaki is 373 km.

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Downhill with a 9% gradient from 100 km / h, the Kawasaki needs 44.6 m solo and 49.5 m with a passenger to come to a standstill.

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The KTM needs 8.9 seconds from 0-200 km / h.

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With a fuel consumption of 5.9 liters on the country road, the range of the KTM is 390 km.

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Downhill on a 9% gradient from 100 km / h, the KTM delivers the worst test results with a braking distance of 47.7 m solo and 55.9 m.

BMW S 1000 XR, Kawasaki Z 1000 SX and KTM 1290 Super Duke GT

Power tourers in comparison

Comfort almost at the level of a thoroughbred touring bike and still whiz around the corner as fast as an athlete? Power tourers make it possible. The test reveals how well the BMW S 1000 XR, Kawasaki Z 1000 SX and KTM 1290 Super Duke GT are doing.

The requirement profile of a power tourer reads almost like the far too long wish list of a primary school pupil for Christmas: Apparently opposites such as comfort for driver and pillion as well as sportiness and reliable safety – all of course at a reasonable cost. Not an easy undertaking for the test trio of BMWs S 1000 XR, Kawasakis Z 1000 SX and KTMs 1290 Super Duke GT at MOTORRAD. All three are based on powerful naked bikes. Chic disguises and other features increase their suitability for gnawing miles without completely losing the charm of their undisguised genome. At least that is the approach taken by the manufacturers. Now it’s time to find the truth.

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BMW S 1000 XR, Kawasaki Z 1000 SX and KTM 1290 Super Duke GT
Power tourers in comparison

Vibrations on the BMW S 1000 XR

And here the aspect of touring comfort comes first. Because without a comfortable place, even the cute 50-kilometer lap quickly loses its appeal. In accordance with the alphabetical order, BMW has priority. The S 1000 XR is being tested for the first time in accordance with the Euro 4 standard. Of course, the update has not changed anything about the seating arrangement suitable for long-distance travel. As before, it sits extremely relaxed on the long-legged four-cylinder. The wide, high-lying handlebar is conveniently positioned. Only the non-adjustable clutch lever tarnishes the picture. Thanks to Blipper, this only matters when you start off. Otherwise it’s all sunshine.

The windshield behind the two-way adjustable windshield effectively shields the driver from the wind, the kilometers just fly through under the tires. Sure, because of the four with 999 cm³ between the aluminum frame profiles, it pushes the knees apart slightly, but it still remains comfortable. Also for the pillion passenger: ideal contact with the driver, wide and comfortable upholstery, plus optimally placed handles to hold on to – nothing stands in the way of an extended two-way relationship. Also good: The optional cases easily hold a full-face helmet and even offer an extra support surface on the lower edge, which prevents the luggage, which is secured with a tension belt, from tumbling out during loading and unloading.

The Bavarian power tourer still has nerve potential, because the measured 170 hp drive from 4,500 rpm with high-frequency vibrations pushes itself into the foreground. Tank flank, handles, notches: you can feel it trembling everywhere.

Limited space on the Z 1000 SX

The Kawasaki knows that too. However, only later, from 7,000 revolutions upwards, does it vibrate audibly. Among them, their 1,043 cc, 136 hp four-cylinder with silky smooth concentricity is convincing. Like the BMW, it works just above idle speed without a murmur, even in sixth gear. This creates space for concentration on the landscape and increases the enjoyment of tours. However, when discovering new regions, the driver and front passenger have to be satisfied with the tightest amount of space. It doesn’t pinch anywhere, but in comparison the Z 1000 SX has the most compact seating. And behind the three-way adjustable pane it’s more airy than with the BMW counterpart. To do this, the clutch lever’s reach can be adjusted. The coupling also scores with low operating forces. It looks different with the gearbox: gear changes require a bit of emphasis, the individual gears only come together roughly in places. The accessory cases, on the other hand, deserve praise, they easily take hold of a full-face helmet.

License plate rattle on the KTM

The KTM is still missing. It’s a bit ambiguous in terms of seating comfort. As usual with the naked Super Duke, the space and knee angles are generous. However, Langen’s problem is the hard edge on the tank, which has been enlarged by five to 23 liters compared to the gene donor and extends to the front as far as the integrated indicators and cornering lights. However, the problem does not occur under 190 centimeters in length. What all passengers do not like, however, is the handle that is not placed on the side, but on the rear. It is difficult to enjoy the ride permanently without dislocation. It’s a shame, because because the cases have extra cutouts for the pillion legs in the front area, the KTM is actually easy to travel with. However, the hard shell luggage eater does not take a full-face helmet.

And something else tarnishes the touring atmosphere: the engine. Below 3,500 rpm in sixth gear, it does without smooth concentricity. Anyone who disregards this is reminded of it with a whipping chain and license plate rattling. In the lower gears, the V2 acts more smoothly even at lower speeds. Shifting gears in the hard-to-change gearbox is easy thanks to the automatic gearshift (no blipper) from bottom to top. But, that much has already been revealed, the big hour of the 1290 Super Duke GT is still to come.

How sporty are the power tourers?

Namely now! Let’s dedicate ourselves to the topic of sport. As soon as the little word has been pronounced, the Super Duke vehemently cements why it is aiming for the crown here. After crossing the 4,000 mark on the tachometer, she pushes ahead in all gears with an almost impossible to grasp force, making the front wheel light again and again as if by itself. Goodbye touring, welcome to the world of sports performance. It doesn’t matter that the KTM-V2 with its 1,301 cc – good for 168 hp – doesn’t turn as high as the two four-cylinders. Until the limiter switches off the light shortly before 10,000 revolutions, the Austria-Donnerbolzen marches on like a doped predator in the fast lane. 137 Nm at its peak at 6,800 rpm leave hardly any air to breathe. With all the hustle and bustle, the chassis plays along almost without complaint. The semi-active WP spring elements allow the damping preselections Comfort, Street and Sport. And in the last-mentioned mode, the set-up conjures up an ultra-stable planer from the KTM, which is just as unimpressed by the relentless use of gas as it is by the braking point before the next bend.

If it’s too intense for you: Please, just change the preselection of the damping. It works as easily as the adjustment to the load, which can also be regulated electronically. However, the KTM doesn’t just fly through the bends when doing a brisk curve dance. The BMW follows her closely. And that despite the highest weight of the trio. Fully fueled, it weighs 244 kilograms, the Kawasaki 236, the KTM only 232 double pounds. Also semi-actively damped, the BMW mountain pass roads in dynamic mode take a tight grip. It doesn’t quite come close to the stability of the KTM – not to mention the freedom from lean angles – but the potent four-man is not slowly moving.

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In terms of sportiness, the Austria-Donnerbolzen marches forward like a doped predator in the fast lane.

What stands in the way of quickly collecting sweepings is the comfortable, but also somewhat passive sitting position. There is no crisp feedback from the front wheel. But even in the sportiest damper configuration, the BMW always retains a touch more comfort than the KTM, which relies on pure hardness. The bottom line is that the two cross the virtual finish line at the pass almost in stalemate. What is to blame for the BMW engine in addition to the chassis. Where it is not to blame. Similar to the KTM, the four-man BMW pushes man and machine with vehemence. Always incites a little to the next speed orgy, wants to be twirled up to over 12,000 rpm. An undertaking that the BMW even rewards after a small break-in with an extra punch from 6500 rpm. Over 15 Nm, the torque increases in this area within a few tours.

The Kawasaki is still missing. In terms of chassis, it doesn’t quite offer the level of the two Europeans, but viewed in isolation, its spring elements are good for both a leisurely stroll and a committed ride. However, dragging notches are most likely to announce the limit, if it does not turn in as easily as the others, the next hook hits the corner a little more slowly. There are always only a few points, but in total the Z 1000 SX always lands a little behind the other two. With its conventional chassis, it covers a wide range of possible uses and leaves a good impression, only: BMW and KTM are just a little bit better.

This also applies to the engine. With a slight delay and not without a jolt, the four-cylinder switches between closed and open throttle valves when cornering. Afterwards, he admittedly depends on the gas, delivers impressive acceleration and pulling power, but in reality never quite comes close to what BMW and KTM expect. Which is also due to the fact that the Kawasaki, with its 136 PS, is anything but underperforming, and is simply surpassed by the others in terms of power.

More than 30 horsepower less cannot be discussed away. But just like with the KTM, it is also with the Kawasaki: Your hour is still to come – guaranteed.

Differences in security

Anyone who thinks that with the ABS, which has been mandatory since this year at the latest, the differences are only minor, is wrong. Which is why we’re going to put the tough test to the test. Especially with regard to the braking effect, there are also subtle differences on this side of the absolute deceleration limit. With the BMW, for example, the right hand uses an axial pump, while the other two rely on radial hardware. The stoppers of the S 1000 XR grab spontaneously and directly, even with light plucking. However, after several brisk stops, the lever can be pulled a little further towards the handlebars without the pressure point decreasing. The Kawasaki comes up with a slightly softer pressure point, which is good for controllability, but requires a firm and powerful hand to grip the brakes in order to use the full braking potential. KTM doesn’t need that. Two fingers are always sufficient, the radial pump allows fine dosing. However, when you anchor harshly you always get the feeling that more is possible, but the system no longer allows. An impression that is also confirmed by the measured values.

Cost and consumption

The power tourers are even more different when it comes to costs. The Z 1000 SX has to be inspected more often with 6,000 inspection intervals than the rest (BMW every 10,000, KTM every 15,000 kilometers), but it swallows the least fuel. 5.1 liters are enough for the 100-kilometer tour. BMW and KTM need 5.9 liters of petrol for the same distance. The fact that the 1290 Super Duke GT is still the king of range is solely due to the 23 liter tank. The Kawasaki is just as stingy when it comes to consumption. The tested version costs almost 5,500 euros less than the Europeans! A big chunk. Although the other two come with a more extensive equipment package and electronic chassis, the Kawasaki always offers an all-round successful package, which is why it is rated as the price-performance tip of the three tested sports tourers despite the point deficit.

Test result

1. KTM 1290 Super Duke GT: The KTM collects a lot of points because, with all the sporting spirit, it does not neglect everyday-relevant aspects such as a large range or low inspection costs. However: More would be possible with ABS coordination, the price is steep.

2. BMW S 1000 XR: Your drive is impressive, always and everywhere power in abundance. The BMW is a little less sporty, but more comfortable than the KTM on the road. It only stumbles slightly when it is loaded – and like the KTM, it is very expensive.

3. Kawasaki Z 1000 SX: Third place – and yet the Kawasaki is a really good power tourer. On top of that, a little power is missing, the engine response and the transmission would do a little fine-tuning. But the smile is there at the latest when you look at the price tag.

Offers and price comparison Powertourer Germany

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Power-Tourer in price comparison

Nowadays, the power tourer is the all-purpose weapon among motorcycles. Due to its high level of comfort, extended trips are just as possible as sporty cornering on the home route. If you have a hard time deciding on such a motorcycle, or if you have lost track of the used market, you will find a useful price comparison and an overview of offers for new and used sports tourers under this link: Prices Power-Tourer Germany

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