Table of contents

• Autumn trip with endurance test motorcycles 8 bikes in the 50,000 kilometer test
• Endurance test motorcycles on the highway
• Permanent push-ups on the R1
• Indian and MV Agusta with cruise control
• KTM 1290 Super Duke R with heated grips
• Fast and inclined – difficult with the Honda Africa Twin
• Much admired Triumph Thruxton R
• Harley is the cheapest endurance test motorcycle!
• Wonderful sound of the MV Agusta Turismo Veloce
• Thruxton R – honest, direct handling
• KTM 1290 Super Duke R with hammer engine
• Suzuki GSX-S 1000 F driving actively and well mannered
• Like flying a fighter jet in the living room
• Balancing act between sportiness and travel comfort
• Buffalo leather seat expensive refurbished
• Harley-Davidson Sportster XL 1200 CA
• Honda Africa Twin
• Indian Chief Vintage
• KTM 1290 Super Duke R.
• MV Agusta Turismo Veloce 800
• Suzuki GSX-S 1000 F.
• Triumph Thruxton R
• Yamaha YZF-R1

Arturo Rivas

39 pictures

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Bold octet. With respect for speed limits, the completely diverse machines go well together.

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A dream: the legendary V8 racer in the Moto Guzzi Museum.

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The plant in Mandello del Lario is a place of pilgrimage and a living tradition – the whole region lives and loves Guzzi.

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Harley-Davidson Sportster XL 1200 CA: A Sportster on the move. Thanks to the forward footrests and Ohlins, even the comfort is okay.

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Small but nice: the optional luggage rack makes lashing bags foolproof.

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Longer Ohlins shock absorbers work much better and even increase the freedom from lean angles.

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Adventure nimbus is always there, you could get through anywhere. Even if the Africa Twin only parks here on the Simplon Pass.

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Equipment: solid metal engine protection and the only main stand for eight machines.

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The Honda cases are not quite convincing.

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Wh (h) re size. No, the imposing Indian Chief Vintage doesn’t drive in the Rocky Mountains. But in the Alps, west of Lake Maggiore.

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Balancing act: the side stand, which does not always fold out completely, is far ahead.

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The high pane would need a wiper.

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Don’t worry: the troops drive so closely (and in oncoming traffic) only for the photo – and coordinated by radio.

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Speedboat meets sporty naked bike. The 1290 Super Duke R can speed and travel, good for weekend tours.

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Wiry: The directly hinged shock absorber does not fish out short, hard impacts ideally.

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The seat by KTM Powerparts and small, well-made bags make fit for touring.

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Mille grazie, Matteo Maresi: The nice PR man from MV Agusta led the group through the plant in Varese during a spontaneous visit by Turismo Veloce.

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On the assembly line: F3 for Japan with long exhaust bags.

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Indian Summer in Bella Italia: The foliage shines in all colors, easily compensating for the drizzle on the way there.

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Benvenuto in the land of smiles and good coffee, where a cappuccino costs 1.30 euros.

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Motorcyclist Muppets: “Helmet plushies” to wear on passers-by look funny.

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Picture-perfect panorama: Tour on the tiny, empty road SP 63 from Lecco to Morterone, above Lake Como.

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Light, agile and comfortable. The MV Agusta Turismo Veloce offers sensual travel expertise, excellent handling and an ultra-compact seating position.

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On the right, however, the case lock comes loose.

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The suitcases nestle tightly against the airy rear. They even hold a full-face helmet each. The indicators are too low under the license plate.

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Scooter look: The low-slung front in bird’s beak design with the high retrofit window characterizes the powerful Suzuki GSX-S 1000 F.

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Helpful: Stand mounts on the swing arm make it easier to maintain the chain.

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The fabric bags from SW-Motech allow some luggage transport, make the sports tourer suitable to travel to a certain extent.

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Sophisticated aesthetics: the beautiful Triumph Thruxton R is parked here in front of the best restaurant and hotel in Mandello del Lario, the stylish “Mamma Ciccia”.

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Without a passenger, the two-person bench mutates into a packhorse.

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The lower accessory handlebar stubs of the Twin are less suitable for long tours and more for “cafe” or “racing”.

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The steering precision of the R1 is impressive. Nevertheless, the demanding super athlete seems out of place on mountain routes.

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Pretty deep: The R1 handlebars require humility on country roads.

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Quite tight: The thin, “real feeling” seat cushion for the race needs seat meat.

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More than Moto Guzzi: Mandello del Lario lights up colorfully on Lake Como in the golden autumn.

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Proud of ownership: the team from “Mamma Ciccia” in Mandello with their Moto Guzzi Airone 250.

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300 hp ferries drive to the picturesque Borromean Islands in Lake Maggiore.

MAIRDUMONT / Claudia Werel

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Itinerary map.

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The northern Italian lake landscape spoils you with fantastic views. Here on Lake Maggiore, above Verbania.

motorcycles

Autumn trip with endurance test motorcycles

Autumn trip with endurance test motorcycles
8 bikes in the 50,000 kilometer test

Endurance test autumn ride 2016 with Harley-Davidson Sportster XL 1200 CA, Honda Africa Twin, Indian Chief Vintage, KTM 1290 Super Duke R, MV Agusta Turismo Veloce 800, Suzuki GSX-S 1000 F, Triumph Thruxton R and Yamaha YZF-R1.

Jens Moller-Tollner, Thomas Schmieder

11/10/2016

Dear fellow citizens in Northern Germany. We really wanted to go to the Harz or the Weser Uplands for the 2016 autumn trip. Because the principle is so simple: every autumn we grab the endurance test motorcycles and at the end of the season we start again on a joint, extended weekend trip “around the corner”. Each of the eight long-term test candidates must complete 50,000 kilometers before the engine is dismantled and the balance sheet is drawn up. When added up, this corresponds to the distance from the earth to the moon.

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But as in 2015, Peter was again not gracious to us in the north in 2016. That’s why we imitate the birds and move south in autumn. Mandello del Lario, the Guzzi city, is really closer to Stuttgart than Bielefeld. But before the freestyle comes the duty, German Autobahn.

Endurance test motorcycles on the highway

The Indian is running with the huge disc Chief Vintage at 170, downhill 180, against an impenetrable wall of wind. Without a disc, pure, it ran at least speedometer 200. Gabriel gives everything on the A 81: the much smaller Harley-Davidson Sportster XL 1200 CA bravely stays on it. Both are native American motorcycles. Better to stay relaxed and relaxed.

The rest of the field politely lines up behind. The Yamaha YZF-R1 and the KTM 1290 Super Duke R could do almost 300. But rush? What for? Not today, not in the group. Great: The high, steep Indian windshield allows smaller drivers to drive with the visor open. It punches a huge hole in the atmosphere, but, depending on its size, sometimes produces drafts and turbulence.

Permanent push-ups on the R1

Thomas constantly looks through the windshield of the Indian Chief Vintage. He would need a windshield wiper when it rains, and when there is backlight in the tunnel he has poor visibility. These are problems and dimensions as in a car. Inconspicuous but effective, the MRA screen of the Harley-Davidson Sportster XL 1200 CA provides some wind protection, together with the high magnetic tank bag. Achim on the lively Suzuki GSX-S 1000 F knows the advantages and disadvantages of the high retrofit pane: it provides good shielding, but produces loud turbulence, and sometimes shakes his head back and forth. The wind protection on the Yamaha YZF-R1 is poor. Sven has to make himself pretty small, fold properly. “Permanent push-ups,” he calls it.

The graceful MV Agusta Turismo Veloce 800 demonstrates travel expertise: Even with fully loaded suitcases, it is stable without commuting. Thanks to the easy height-adjustable screen and hand protectors with integrated indicators, MV pilot Peter enjoys very reasonable wind protection. In contrast to Benedict on the Triumph Thruxton R and Georg on the KTM Super Duke R. Deeply clamped handlebar stubs from Triumph’s range of accessories spice up the design of the Cafe Racer, but are no longer as comfortable on long journeys. Kommod got the pure comfort on the brown Triumph bench. Even if the knee joint only takes place below the elegant steel tank.

Indian and MV Agusta with cruise control

Who of the mighty Indian Chief Vintage Switching to the wiry KTM 1290 Super Duke R internalizes the term naked bike: you sit naked in the wind. Suddenly the fingers freeze, the knees report cold at 16 degrees Celsius and drizzle. At some point the same heavy backpack pinches that you could comfortably put on the high pillion saddle on the Indian Chief.

The Honda speedometer is strikingly ahead: display 202 is measured by GPS and is just real 186, 187. When fully loaded with suitcases, the Honda Africa Twin rocks in long motorway curves. We bought eight vignettes for Switzerland and shelled out the full annual fee in mid-October. We are on a sea voyage: What a winding body of water Lake Lucerne is south of Schwyz.

When the octet starts its concert of two, three and four cylinders, it is a great experience: 21 cylinders with 9,304 cubic centimeters of displacement together produce 964 hp. Phew, the country of the confederates has many 80s and 100s zones! The cruise control of Indian and MV help not to be too fast when jerking, protect against punishment. Driving super athletes à la R1 is the maximum penalty in Switzerland, Sven suffers. In the Gotthard tube we look into it: 17 endless kilometers of vehicle to vehicle, the hazy exhaust gas cloud heats up to 35 ° Celsius.

Arturo Rivas

Bold octet. With respect for speed limits, the completely diverse machines go well together.

Finally daylight again – and still showers. Italy is waiting south of Locarno, bringing sun and warmth. What a panorama on the west bank of Lake Maggiore: palm trees in the valley, green hills, rugged cliffs, snow-capped peaks. Driving meets joie de vivre: We screw up a number of curve combinations, first small ones, then smooth ones. The “Hotel Moderno” is waiting for us shortly before the end of the season. The next morning, Lake Maggiore lies at our feet like an oversized bathtub. Thank you, glacier, for clearing the furrows for the mighty waters in the last ice age.

Two-meter-tall man Jens sits upright and lofty on our Honda Africa Twin. Jens fits perfectly on the raised Honda seat. Typical of the brand, this good ergonomics. And smaller pilots don’t have to surrender. Down the seat and grabbed the huge, wide handlebars – this feeling is simply inimitable. Welcome home on a real enduro. The feeling of sovereignty and inviolability always goes with you – the Honda Africa Twin could get through anywhere. Bright US-style LED headlights and steady-light indicators at the front improve visibility. Better to wear than safety vests.

KTM 1290 Super Duke R with heated grips

The villages cling to mountains covered in green fur like swallow nests. In one of them we happened to meet Magdalena from Monschau. She emigrated with her dog and her Honda CB 500 from the Eifel to Lake Maggiore. Brave. “I feel very much at home in the south.” It’s also wonderful here. She spontaneously joins the eight guys as a tour guide. On the ascent to the Simplon Pass in the direction of Switzerland, huge boulders lie in the stream. Did giants bowling with rocks here? At the top of the pass in 2005 meters it is 8 ° C cool. The surreal picture-book landscape is a gift. The same applies to the three-stage heated grips of the KTM 1290 Super Duke R, the only ones here. When set to the maximum, they are real hand roasters.

What a fascinating toy and lighter the Austria Express is. The KTM 1290 Super Duke R drives precisely and sleepwalking, but is still a very serious motorcycle. The royal blue Suzuki GSX-S 1000 F is also a wonderful driving machine. Perfect for head-free driving. Uphill and downhill the Suzuki rolls nimbly. She is blessed with easy, fluffy handling. Its adjustable chassis is well coordinated. Only the deeply drawn-down front is more reminiscent of a large scooter: “A scooter driver just said hello to me,” says Achim, irritated.

The footrests on the Suzuki GSX-S 1000 F are a bit high, sport genes shimmer through here. But the seating position fits medium distances. After 300 kilometers in the seat cushion, the bottom pinches and pinches. The driver sits well integrated, albeit a bit with his legs apart. And is in a good mood.

Fast and inclined – difficult with the Honda Africa Twin

It heats up on the mountain Yamaha YZF-R1 to 115 ° C water temperature. The R1 is thermally sewn on the edge?

The Honda Africa Twin looks aesthetically pleasing in the noble tricolor paint with golden anodized wire rims. But the heartbreaker so popular in the fleet as a travel companion also has weaknesses: The standard Dunlop D 610 irritates. At first the Honda works a little stubbornly and then it goes down by itself and needs constant corrections. Already wet roads, which are really not uncommon in the Alps, let them slide suddenly. Tricky. Fast and diagonal is difficult on the Honda Africa Twin. Okay, on the rear wheel, Honda’s defensively tuned traction control straddles in between. Level three is already a brake during the brisk traffic light sprint and pinches for a long time after the control intervention. Level one controls more sensitively and therefore better.

Sometimes in the saddle of the 390 kilogram Indian Chief Vintage you don’t even know: will you ride or will you be ridden? On bad roads, the thick 16-inch front tire finds every bump, every longitudinal groove, clings to everything. Then the red giant looks for its own lines. “Queen Mary” in heavy seas. The colossus needs clear commands. This is the only way the Indian swings smoothly through the curves. “Measured by size and weight, the chief drives really well,” says Thomas. The central spring strut offers plenty of reserves.

Arturo Rivas

The Moto Guzzi plant in Mandello del Lario is a place of pilgrimage and a living tradition – the whole region lives and loves Guzzi.

We wildly swap the mopeds. Under Jens sees her Harley-Davidson Sportster XL 1200 CA looks like a kid’s motorcycle. “That fits,” said the giant succinctly, “I’m frugal.” 268 kilograms are only lightweight in the Harley ranking. The drag bar handlebars are well at hand on the high risers. Beautifully narrow and compact, the Harley can be handled surprisingly well. Gabriel quickly gives her the spurs. Exactly this Sportster Custom Limited Edition A with five-spoke cast rims and two-tone paint in drag style will tumble out of the range in 2017, the 60th anniversary of the Sportster series. But the V2 remains.

Sometimes the US ranking only follows the medium-sized V2: a large flywheel does not brake, just like the Indian Chief Vintage. On tour, however, the Harley-Davidson Sportster slows the group down and has to be the first to fill up with fuel with a 17-liter tank. The mechanical background noise announces the four underlying camshafts with the associated bumpers. The V2 prottt acoustically like a VW Beetle. Shakes itself at idle like a jackhammer on speed.

Much admired Triumph Thruxton R

It is evening. We reach Stresa on the lakeshore. Concierge Andrea speaks perfect German at the Hotel “Milan Sperenza”, shines with excursion tips and the best service. The Triumph Thruxton R is not only in top form in the dignified tourist resort, it is admired a lot – while looking at it, while listening and driving.

A fiery red, rolling popular figure is the Englishwoman, a motorcycle with a creamy, perfect consistency. In rows their hearts fly to. Its fuel-efficient, powerful engine compensates for its 14.5 liter tank, the smallest of the octet. For a 1200, the mixture of classic and modern looks rather delicate. Like the Honda Africa Twin, the in-line engine with the 270-degree crankshaft imitates a 90-degree V2. The 1200 Triumph Twin pulsates noticeably, but not in a disturbing way: this is exactly the right dose of good vibrations. The beautiful roaring sound goes well with perfect manners. “Powerful sound” is what driver Bene calls it, his main job is a musician – a drummer.

The 97 hp, almost virgin Triumph Thruxton R comes across as a self-contained personality. The smooth, fine country road engine pulls beefy from below. He pushes gently but firmly. And is blessed with very soft, gentle performance and great power that can be called up. Class! Criticisms? At most, the red area comes pretty early, already at 7,000 rpm. Tempo 100 means only 3,500 tours. Even before the speed limit was 200, the twin brushed the sails of the German Autobahn. The driving pleasure is as high as the speed level is low.

Harley is the cheapest endurance test motorcycle!

The V2 Indian Chief Vintage tops that the next morning. Minimum speed 750 idling with a warm engine. Tempo 100 is only around 2,300 / min in the sixth. How the V2 bubbles in the lowest speed cell is a real long-stroke experience. This very long translation and eight hundred pounds of curb weight take a toll: the Indian pulls the worst in the last gear. If you want to get on the spot quickly, you have to shift down the 1,811 cubic engine from time to time, despite its range of torque. Long shift travels and sometimes violent “kalking” blows accompany the gear changes. Well, here gears mesh like a railway signal box. The exhaust sound sounds a bit thin, slightly tinny.

It sounds a bit as if the engine is rattling very slightly – let’s see if and what mechanically comes to light during dismantling after 50,000 kilometers. Both American irons shine with great paint quality and steel mudguards, but irritate with cheap hardware store screws even in the field of vision. Partly “rustic style” that means. Neither Indian Chief Vintage nor Harley-Davidson Sportster have ever heard of traction controls on their 16-inch wheels. The Sportster delivers real 71 hp, “only” 78 the Indian with a 50 percent increase in displacement. Only 145 to 97 Newton meters move the ranking straight. Here as there, the Ami ABS with its clumsy control intervals is not exactly state of the art.

So are the US bikes blood brothers? Oh no. Their brands were bitter opponents until the fall of the Indians in 1953. And they are again today, after the successful re-establishment of the brand by Polaris / Victory: Even if Indian is still a small number compared to Harley-Davidson, the redskins are a real thorn in the flesh of the traditional company. Upside down world: a Harley is the cheapest of eight motorcycles. In contrast, the heavy metal Indian, which costs more than 25,000 euros, embodies, uff, our most expensive long-term tester. It doesn’t matter, we’re going to set sail first. Literally. We take the ferry across Lake Maggiore: from Verbania-Intra to Laveno on the east bank. Real holiday feeling arises!

Arturo Rivas

Don’t worry: the troops drive so closely (and in oncoming traffic) only for the photo – and coordinated by radio.

Actually it was only meant as a joke with the MV Agusta Turismo Veloce 800 to drive to the factory of its creation in Varese. But PR man Matteo Maresi spontaneously leads our group of nine people through the plant. We are amazed at this motorcycle factory on Lake Varese. Experience how the finest motorcycles are created in a balanced mixture of manual and modern machine work. Here, in the former Aermacchi and later Cagiva factory, around 30 machines are currently being built every working day, MV Agusta has to work its way up again after the financial crisis. The three-cylinder 675 and 800 cc (Matteo: “a successful series”) feature Euro 4 and black engine housings for 2017.

Around 180 employees work in the MV Agusta plant. We stand in front of the “Holy Shrine”, a wall with many large-format photos of the company founder Claudio Castiglioni, the “Wall of Fame”. We admire the former 500 factory cagiva with which the small factory kicked the buttocks of the overpowering Japanese in 1990/91. David versus Goliath. You just have to be immensely grateful to Italy for the wonderful motorcycles that are made here. As a farewell, the aggressive sounding, acoustically slightly hissing MV engine proves – like many Triumphs – why triples are not only mathematically between two and four-cylinder. “A three-cylinder belongs in every good garage,” says Thomas.

Wonderful sound of the MV Agusta Turismo Veloce

“Wonderful,” says Peter, the sound of the MV Agusta Turismo Veloce 800, “it is reminiscent of the legendary MV racing machines.” MV has the ride-by-wire set-up much better than before. The triplet now hangs finely and predictably on the gas. At most at the cavalier start you need a little concentration and sensitivity. The elastic triple develops its performance beautifully linear with the backward rotating crankshaft, has bangs from 3,000 tours at the latest, turns easily and effortlessly up to five-digit ranges. With this high revving, the smallest engine (the only one well below 1,000 cc!) Has its displacement deficit.

Between Varese and Lake Como, roundabout follows roundabout. According to the navigation system, 70 kilometers should take 90 minutes. Here we drive in Italian – past the queue on the left. The handlebar end mirrors of the Triumph Thruxton R are quite wide for such activities. Traffic in Italy seems cheekier, more daring and freed from useless rules. Simply more relaxed: Here decisions are made depending on the situation. These great people have built-in nonchalance. Just like our motorcycles. It’s not just the classic, stylish design that makes the Triumph into everybody’s darling.

Thruxton R – honest, direct handling

Her round clocks are traditionally inspired and easy to read, but liquid crystals provide clear information about the sensitivities of the on-board computer and even traction control. The finely crafted Cafe Racer has many beautiful details. For example, the beautiful, yet safe, hinged lid tank, heaps of brushed and polished aluminum. The handling is honest and direct, not as precise and light-footed as the R1, but still sporty. The English lady demands a bit of physical effort despite the particularly steep fork, the shortest caster and, according to the Yamaha YZF-R1, the smallest wheelbase. Metzeler Roadtec-01 are reliable partners.

And the spring and damper of the Triumph Thruxton R work smoothly enough, really great for classic struts. We reach Lake Como, framed by high cliffs: George Clooney has a house here and George Lucas filmed settings for the seventh part of “Star Wars”. Unfortunately, we don’t have a Moto Guzzi in the long-term test, we’ve been waiting for one for a long time. Then the second Italian would now arrive at home, in Mandello del Lario. In the Guzzi factory museum, we stand in awe of the 70-year-old V8 racing car – high-tech from the 1950s. Then we take a dreamy pass under the wheels, the Morterone east of Lecco. Dreamlike! The chassis of the Honda Africa Twin has so many reserves – its long-stroke spring elements iron everything flat. The only downer: the Honda shock absorber should be a bit more sensitive.

Despite the narrow enduro tires, the Honda Africa Twin keeps following ruts. The feedback should be better. Dear God, throw Contis out of the sky, fine Trail Attack 2. Crazy about one of the most all-terrain travel enduro bikes ever: A harmless fall over while standing at home resulted in new paneling and small parts for around 1,400 euros. Expensive plastic! And the centerpiece, the twin? “I like it very much,” says Jens, even if the engine looks a bit sluggish at the top. A balanced character, never desolate, never limp. The pseudo-V2 thuds pleasantly from the raised exhaust.

KTM 1290 Super Duke R with hammer engine

The KTM 1290 Super Duke R has a powerful, but not too loud sound. Its 1,300 cc engine is awesome. However, the giver of joy only does it in sixth gear from a speed of 90, around 3,000 revolutions. If you give him the spurs, if the 75-degree V2 is kept at medium speeds, he kicks harder in the back than Godzilla. Unleashed, the Super Duke R storms up the pass. Your torque overwhelmed. In addition, their brakes bite so hard that you think a square piece of wood is stuck in the spokes. At least if you come from American bikes – the individual Harley disc needs a lot of power for little effect. Even the suspension comfort on the Super Duke R is okay. Only the directly hinged shock absorber should process short, hard impacts more sensitively. It just has to get along noticeably without a progressive deflection.

The KTM Powerparts seat looks comfortable. The ergonomics suit small and large drivers, you sit ideally integrated into the bright orange tailor-made suit. The KTM 1290 Super Duke R drives great in serpentines and does exactly what it should. And with Contis soles, it gives you a good, full feeling for what is going on under you. The KTM was not such a formidable passport and fun device on the standard, rather stubborn, not very neutral Dunlops.

Yes, there were already defects on the Austria star. The horn had to be replaced, the radiator had a hole, the side stand arm broke off and the chain broke. There was also a defective sensor for the cooling water temperature. Forgive and forget everything.

Suzuki GSX-S 1000 F driving actively and well mannered

The Suzuki GSX-S 1000 F takes off with the strongest torque in sixth gear, even before the almost equally fiery KTM 1290 Super Duke R. The four-cylinder is an experience, a real pampering and feel-good engine. This K5 unit (drivers of a GSX-R 1000 are in the know) with its not-so-extremely short-stroke design pushes hard from below, pushes magnificently. More cylinders improve concentricity and elasticity, that’s it, friends. Up to over 150 km / h, the Suzuki balances the most rear wheel power of all eight machines in the last gear. One turn of the throttle and away. Despite the gear indicator, you often look for seventh gear. The engine itself seems almost unspectacular. Japanese understatement. The four-cylinder doesn’t sound loud, but smoky, and it has something ratty about it.

And the Brembo brakes are a poem. Hold well against it, bite strongly, but highly transparent. The Suzuki GSX-S 1000 F is characterized by more sport than touring. Somewhat nicer, more pleasing and easier to read should inform the instruments. Real defects have not been reported so far. Japanese-self-sacrificing, the Suzuki does its job in the endurance test, constant stress. Only the wobbly ignition lock caused a crooked key at home when trying to outsmart it. Because the ignition lock is located directly in front of the tank, it is difficult to reach from the seat with the tank bag strapped on. And the left handlebar fitting already had to be replaced. Just like a year or two earlier with the V-Strom 1000. Does Suzuki have a problem with its supplier? Otherwise, the GSX-S 1000 F is a very active and well-mannered motorcycle.

Like flying a fighter jet in the living room

Nothing has been heard from the driver of the Yamaha YZF-R1 for a long time. He is not in his territory in the mountains. It looks like flying a fighter jet in the living room. The futuristically styled, extreme machine belongs on the racetrack. This is the only place where the permanently strenuous sitting position, with the handlebars bent extremely downwards, fits: the neck muscles are constantly overstretched, counterproductive for good visual guidance in curves. Higher handlebar stubs are ordered. To get out of the spot well out of bends or roundabouts, you circle with the slipping clutch in first gear, which reaches well over 100 km / h. This is a moderately adjustable, pulling cable clutch. The hard, rough throttle response, even in the better B-mode, and a lot of play in the drive train make things more difficult.

Okay, if you accelerate out of the top, the world explodes. But where do you want to go with all this performance? Its unfolding is a bit like the mountain landscape all around: Only when you top it does it become really impressive. The Crossplane-V2 has a pronounced torque sink for up to 7,000 tours. Luxury worries with 200 hp? Not quite. Only at 8,000 rpm does the fake V4 break its chains, changing the color of the TFT rev counter from black to green. Well, unfortunately this is too late for the conditions on the mountain. Because then there are already around 90 items in first gear! No matter whether in fourth, fifth or sixth gear: KTM 1290 Super Duke R and Suzuki GSX-S 1000 F are always more powerful, wait further up!

So is the Yamaha YZF-R1 racetrack grenade a huge blow on country roads? That would be an exaggeration. “It turns on under fire,” says Sven. When you can step on the gas, it’s a wonderful experience. The razor-sharp steering precision of the Nippon Arrow is fascinating. As if lasered, the R1 hisses around the bends. Their excellent handling and fantastic feedback make up for a lot. Man and machine merge like on no other here into one unit. But many other 1000 super athletes are more beefy than the defensively tuned Yamaha below.

On the Yamaha YZF-R1, the well-functioning automatic gearshift is juxtaposed with quite meaningless displays for brake pressure and longitudinal acceleration. Brief conclusion: a great, but rather impractical motorcycle. Basta. There is a reason why two MT-10 sisters park next to the super sports car at the motorcycle cafe right on Lake Como in Lecco – naked bikes are clearly the superior concept on narrow country roads. Downhill down the narrow pass, even a Harley is a better choice.

Balancing act between sportiness and travel comfort

The driving behavior of the MV Agusta Turismo Veloce 800 polarizes: The Italian sweeper hits closer hooks than a rabbit on the run. With the exception of the Yamaha YZF-R1, none of the seven motorcycles is so wonderfully handy. But for some tastes the MV seems almost nervous, wobbly. It works almost by itself in tighter turns. At deep slopes and high speeds it is full and neutral. On level asphalt, the faster the better.

On the other hand, on pitted tar it feels like the front and rear wheels don’t always follow the same line. Then the less sensitive strut easily brings a little restlessness into the chassis with the Italian red tubular space frame and the fine single-arm swing arm. Well, a 190 rear tire might be chic, but it’s unnecessarily wide (and expensive) for this class.

The MV converts even the slightest swipe of the handlebars, possibly accidentally, into steering commands faster than the driver can see. Maybe Michelin Pilot Road 4 is already making it overhanded? Instead, they were a force on flooded streets. On the one hand, the seating position on the Turismo Veloce is very upright, nicely relaxed and perfectly oriented towards the front wheel. On the other hand, the arms are quite bent because the wide handlebars are extremely close to the chest. “It’s great,” says Veloce rider Peter happily, “like with motocross or supermoto.” Others feel “squeezed in” and would like to move a little further back. What the high pillion seat prevents. The crossover 800 is also tall at the front, smaller drivers have to fiddle with their feet when standing.

The MV brakes are good sparring partners and will surely catch the 110 hp again. Ultimately, the MV manages the balancing act between sportiness and travel comfort better than expected. It is a broad-based motorcycle for (almost) every purpose. The good equipment helps her: two on-board sockets, a USB port for charging a cell phone (the Triumph also has it), the largest tank (22 liters volume), etc. A lot of small things make a big one.

Well, at 15,000 euros you can expect something. Maybe also a clearer display. The mouse cinema ad is extremely overloaded with tons of little information. Despite some teething troubles: The MV Agusta Turismo Veloce 800 can inspire you. It definitely deserves a chance on the market.

Buffalo leather seat expensive refurbished

The Harley-Davidson Sportster is a case in itself: it stands damned at an angle on the short side stand. We have retrofitted cartridge inserts for the fork from Harley’s factory accessories. They work better, but not great. On the other hand, the Ohlins “HD 7540” shock absorbers bring a major improvement. They are only adjustable in the spring base, but offer much more reserves and are also several centimeters longer. As a result, in contrast to the shabby series parts, they do not penetrate and even have a positive effect on the geometry: the steering head is steeper, which means that the lean angle is greater.

Now just put the forward footrests and no longer the right turn on the exhaust. Even so, the Harley is still running perfectly straight ahead. Likewise, the Sportster would have to roll off the production line to even begin to redeem their name.

The seating position on the Indian Chief Vintage is cool. At least straight ahead, in endless expanses, in the wide buffalo leather seat. It suffered a lot from wind and weather in the endurance test (rain, UV light). Together with the leather panniers, it was refurbished at great expense. And meanwhile changed in production. When turning, the chief pulls the curved divining rod out of the hands of little drivers. Anyway, turning maneuvers. You have to plan it well, especially on the slope, and know beforehand what you want. Nothing for novices in the saddle or hesitant drivers.

The donning and doffing of the luxury steamer remain tricky moments, especially since the far-away side stand makes erecting the half-tonne truck a balancing act. No, you don’t need a major captain’s license. But a truck driver’s license could definitely help: nothing works under half a ton. Alone with the driver. Conversely, the giant doesn’t care 50 or 80 kilos more load. It is an irony of fate that the red giant is allowed to saddle the least together with the Suzuki GSX-S 1000 F, a mere 183 kilograms. But enough to leave at any time, at least without a passenger.

Harley-Davidson Sportster XL 1200 CA

Arturo Rivas

Harley-Davidson Sportster XL 1200 CA: A Sportster on the move. Thanks to the forward footrests and Ohlins, even the comfort is okay.

Mileage: 27,654 km, start of long-term test: March 19, 2015

At the autumn ride last year, the spring elements of the endurance test Harley were the focus of criticism. Tab fork, maue spring struts was the opinion of the chassis of the Harley-Davidson Sportster XL 1200 CA. Despite the retrofitted cartridge kit directly from Harley, little has changed on the underdamped fork. On the other hand, it looks better at the rear. With the currently installed Ohlins dampers, the Sportster rolls more stable around the corner. Since the Swedish struts have more spring deflection, the lean angle increases noticeably. Turning to the right, the first thing to do is to put the catch on again and not the exhaust.

Otherwise, the Milwaukee-V2 reliably unwinds kilometers and, with the small luggage rack from Fehling, even offers the option of securely lashing luggage. Only the starting behavior is criticized. After cold nights, the starter struggles to balance the pistons above top dead center. Once the hurdle has been overcome, the air-cooled engine does its job bravely. If only now the tires would shine with grip. Neither the original Michelin Scorcher nor the now wound up Commander II like wetness. In the course of the upcoming interim assessment, the focus will be on further alternatives that will hopefully stick better when wet. We are excited. Previous inspections (8,000 intervals) cost an average of 285 euros.

Honda Africa Twin

Arturo Rivas

Adventure nimbus is always there, you could get through anywhere. Even if the Honda Africa Twin is only parked here on the Simplon Pass.

Mileage: 21,580, long-term test start: March 16, 2016

As type RD 03, the first Honda Africa Twin created its own myth in 1988: No matter where, no matter how far, the Africa Twin will take you. The current Africa Twin continues this legacy. She has the best facilities for this. The ergonomics on the two-way height-adjustable bench are good for long guys and short dwarfs for relaxed trips. Feeling good is the order of the day: 21,580 kilometers in just seven months speak for themselves.

The original tires require little enthusiasm: Dunlop D 610 offer little self-damping, run bumpy over patched areas and longitudinal grooves. The Conti Trail Attack 2 can do that much better. The long-distance travel qualities are greatly enhanced by the mounted suitcases from Honda and the Touratech tank bag. Nice: the case holders are hardly visible without luggage. The cases cannot be loaded easily from above, they only open a good 45 degrees. Lying on the floor, the lid always closes. That gives deductions in terms of ease of use. In addition, the tendency to commute with luggage increases when driving on the freeway. Lawn with the Africa Twin? Traveling is her motto, getting off her bike in the evening without hesitation – she is predestined for that. The first two inspections each cost less than 200 euros! Clearly: Welcome back, Africa Twin.

Indian Chief Vintage

Arturo Rivas

Wh (h) re size. No, the imposing Indian Chief Vintage doesn’t drive in the Rocky Mountains. But in the Alps, west of Lake Maggiore.

Mileage: 39,570, long-term test start: November 10, 2014

Two sizes determine life with the Indian: torque and weight – almost 400 kilograms. Even strong contemporaries groan when the cruiser needs to be balanced in a vertical position or when the “chief” gets out of control when maneuvering. The chief captain shouldn’t be too big, because the handlebars, which are pulled far back, would otherwise hit the knees when turning. 145 Newton meters of the V2 engine stand for great experiences. You can always slide effortlessly on them. However, in view of the worst pull-through values ​​of the octet, the fat American sometimes demands a downshift.

It is clear that he does not give in as light as a feather with the weight. Currently raised Metzeler “888” help the handling on the jumps. Once tilted, the Indian Chief Vintage tilts a little further towards the apex in the curve and needs to be brought back on the right line with pressure on the handlebars. Soon you’ll find out, the running boards throw sparks. It is not always easy to see through the “panorama” pane. If you can’t look over it, feel your way along the street while flying blind when it rains. The indicator lights on the tank console are currently not visible at night: Their lighting has failed. The last two inspections (service intervals: 8,000 kilometers) added up to 1,060 euros..

KTM 1290 Super Duke R.

Arturo Rivas

Speedboat meets sporty naked bike. The KTM 1290 Super Duke R can race and travel, and is good for weekend tours.

Mileage: 38,973 km, start of long-term test: February 25, 2015

In the interim endurance test (MOTORRAD edition 19/2016), the KTM 1290 Super Duke R with the mounted panniers from the Powerparts catalog visually mutated into a motorhome. The tail bags also proved their worth on the autumn drive, just like the more tightly padded retrofit bench. Sit down and lead well is the motto with the big KTM. Your engine is so cultured that it does not lose its composure in the Italian roundabout jungle and makes every traffic jam bearable with fine manners. And when the reins of the throttle hand are allowed to be tightened, he marches through the rev range with the best V2 pulse. Never beastly, always finely controllable, but happy to be really emphatic.

So it’s all the more pleased that everyone can participate in this performance. With its generous knee angle, the KTM 1290 Super Duke R is really good with tall guys, but the narrow tank with the equally cut seat allows even short guys to get their feet safely on the ground. Only the suspension strut rumbled badly over concrete slab highways. That should work more sensitively. A new chain set cost 286 euros, the cooler 550 euros. Nice to have you here, Super Duke R, and to stay a few more kilometers.

MV Agusta Turismo Veloce 800

Arturo Rivas

Light, agile and comfortable. The MV Agusta Turismo Veloce 800 offers sensual travel expertise, excellent handling and an ultra-compact seating position.

Mileage: 30,166, start of long-term test: June 12, 2015

The autumn trip came at just the right time for the Italian patient MV Agusta Turismo Veloce 800 in the MOTORRAD endurance test fleet. If the rear left turn signal was changed shortly before departure due to a loose contact, the license plate light went dead just in time for the start in Stuttgart. Shouldn’t they be available directly from MV in Varese? No sooner said than done, but unfortunately the right contact person was not there during the spontaneous visit. Doesn’t matter, without a light for the license plate things go well.

And when it runs, the MV Agusta Turismo Veloce 800 really spreads joy. Scurries cheekily and almost overhandedly through the Winkelwerk, dashes fiery up the speed ladder and looks like a prima donna on two wheels. Take a look, drink espresso, fall in love – you can design at MV. Which does not hide the fact that the MV almost always attracts attention with many small defects. The blipper only works when shifting up, the clutch doesn’t sound good when idling, a lock on the suitcase, which is nicely clinging to the rear, slowly moves out further. The list is long. Nevertheless: The MV survived the trip to Italy well and even found a few new fans. That is positive for the remaining 20,000 kilometers.

Suzuki GSX-S 1000 F.

Arturo Rivas

Scooter look: The low-slung front in bird’s beak design with the high retrofit window characterizes the powerful Suzuki GSX-S 1000 F.

Mileage: 33,550 km, start of long-term test: August 13, 2015

The Suzuki GSX-S 1000 F pushes ahead tremendously everywhere, regardless of whether it is deep down in the rev range or out at the top. Such an engine characteristic makes sovereign, the gear selection plays almost no role. Although the four-in-a-row is likely to have more polished manners in terms of responsiveness, there is nothing else to be reproached for. And since the Suzuki is now adorned with a large, not pretty, but very effective windshield, fast stretches of the motorway with really good wind protection are also possible. The luggage goes into the two tail bags from SW-Motech, odds and ends in the tank bag from the same manufacturer.

Equipped in this way, the Suzuki GSX-S 1000 F becomes a real power tourer, which thanks to the currently installed Metzeler Roadtec 01 ironing around corners more playfully than with the standard Dunlop D 214 tires.If you still got the rear stand for chain maintenance somehow, the Suzuki would Hike further up the touring feel-good scale. But even so, it makes a brilliant sports touring vehicle. Three inspections cost a total of 1,300 euros; 764 euros alone went to the elaborate 24,000 inspection with valve clearance control, throttle valve synchronization and new brake pads at the front and rear.

Triumph Thruxton R

Arturo Rivas

Sophisticated aesthetics: the beautiful Triumph Thruxton R is parked here in front of the best restaurant and hotel in Mandello del Lario, the stylish “Mamma Ciccia”.

Mileage: 7,005, long-term test start: July 4th, 2016

The Triumph Thruxton R as the youngest in the group of long-term testers makes the hearts of the older ones beat faster. They appreciate the backward-looking design and modern technology with spontaneous want-to-have reflexes. These increased when the beautiful, but impractical single seat of the English two-cylinder was exchanged for the bench seat that went all the way to the rear fender. Now you can take a pillion passenger with you or you can secure your luggage to the sparse lashing options. But who wants to come to such a fancy motorcycle with practical use when the eye is constantly shedding tears of joy?

Well, there are already a few people who are reason-minded who pondered the meaning of the deep stumps on the autumn drive: The Triumph Thruxton R fork has recently been adorned with counterparts from the Triumph accessories range, the handlebars are 65 millimeters lower than before. It looks sporty-chic, makes for a more crouched, more dynamic line. But that’s too much of a good thing when driving. There is massive weight on the stumps, it is difficult to see through tight hairpins. Higher original stubs mean a plus in driving pleasure with the English two-cylinder speedster in retro clothing. The 1,000 initial inspection cost 161 euros, which is still tolerable.

Yamaha YZF-R1

Arturo Rivas

The steering precision of the Yamaha YZF-R1 is impressive. Nevertheless, the demanding super athlete seems out of place on mountain routes.

Mileage: 25,158 km, start of long-term test: August 28, 2015

Autumn trip means enjoying the landscape, traveling, not racing. Not an ideal field of application for the Yamaha YZF-R1 in the long-term test. With the push-up sitting position on the firm upholstery, this becomes a feat. As a super sports car, the Yamaha has a very long first gear. That is easily enough for the country road limit in Germany – not to mention Switzerland or Italy. In addition: The clutch does not shine with fine controllability, separates hard and rough. All in all, driving slowly makes it very exhausting.

But then there are still moments when the Yamaha YZF-R1 is allowed to hint at its potential. Then the fork reports precisely on the nature of the ground, the tightly tuned shock absorber keeps the athlete stable on course even in fast arcs, and the engine finally works in the second half of its speed range. In these moments, the Yamaha captivates you, sharpens your awareness, directs the focus inimitably on the curve and the road. Until the first traffic light comes and the slipping clutch suffers again. The third unit is now working after the transmission was officially recalled. Almost a permanent construction site, while the R1 is otherwise brave. The 10,000 and 20,000 inspections cost 330 and 520 euros. If only the R1 could run free more often …

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