Menus
- Good prospects
- Equipment and surcharge
- Triumph Tiger Explorer XC The cheapest of the bunch
- Subject seat height
- GS Adventure and Super Tenere most comfortable
- The clutch of the KTM can be operated with one finger
- Three-cylinder sleek and easy to control
- Super Tenere slowed down excessively
- How do enduros do on bad roads?
- GS Adventure with 26 kilos more than the basic version
- Adventure a bit more stable than the basic GS
- Differences between GS and GS Adventure
- Differences between Adventure and Adventure R
- Differences between Explorer and Explorer XC
- Differences between Tenere and Worldcrosser
- Equipment in detail
- Adventure enduros in the field
- Adventure R fundamentally transforms 21/18 inch wheels
- Off-road rating
- Data and measured values
- Performance measurement
- MOTORCYCLE test results
- MOTORCYCLE rating
Jahn
34 photos
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Lonely: The KTM is the only one of the adventure enduro bikes to stay with the chain drive. Light, but in need of care.
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Handwheel instead of cable: The Adventure R has to do without the electrically adjustable spring elements of the basic version.
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Clip and clear: the no-frills structured instruments match the unpretentious character of the KTM.
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KTM 1190 Adventure R..
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Tradition: The wheels with spokes attached to the rim flange have long been a trademark of Adventure.
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I’m the new guy: You can’t see it, but you can feel it – the Adventure boxer received 950 grams more flywheel mass.
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The barrel: The huge 30 liter tank dominates the look, but the knee joint remains surprisingly narrow.
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Better safe than sorry: Because of the more manageable geometry, the Adventure received a standard steering damper.
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BMW R 1200 GS Adventure.
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BMW R 1200 GS Adventure.
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Adventure enduro KTM 1190 Adventure R.
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Triumph Tiger Explorer XC.
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Yamaha XT 1200 ZE Super Tenere Worldcrosser.
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World cruiser: The Worldcrosser variant is primarily defined by plastic or carbon covers. The simple cardan drive of the XTZ works perfectly.
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Off-road ranking: 1st KTM Adventure R.
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BMW: foldable brake lever attachment for better ergonomics when braking while standing – nice detail.
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KTM: Only the Austrians rely on a 21-inch front wheel. It has clear advantages in the field.
Bilski
21/34
Triumph: A sturdy engine guard is a must. Especially with the Explorer’s relatively low ground clearance.
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Yamaha: Wet rubber pads are smooth, metal footrests vibrate. The Japanese cleverly solved the problem.
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… and also the electrically adjustable shock absorber in a travel enduro. The system works like the ESA known from BMW.
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Cable instead of screwdriver: Kayaba is celebrating the premiere of its electronically adjustable fork in the Super Tenere …
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Tidied up: the Yamaha is also visually smooth. The new windshield can be adjusted without tools.
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Yamaha XT 1200 ZE Super Tenere Worldcrosser.
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Tubeless: Holds tight despite the spoked wheels – the spokes engage in an attached rim.
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Do you know them too? The seat height adjustment is also known from BMW. It works very well with Triumph too.
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A dream: the Explorer impresses with its sleek three-cylinder. The English implement the concept perfectly.
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Do you know her? When it comes to the design of the front, Triumph took its cue from BMW, and that doesn’t just apply to the Explorer XC.
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Triumph Tiger Explorer XC.
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Kraftmax: Whether necessary or not – an impressive 150 hp peak performance. Especially with such well-groomed manners.
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Performance measurement.
Comparison test BMW R 1200 GS Adventure, KTM 1190 Adventure R, Triumph Tiger Explorer XC and Yamaha XT 1200 ZE Super Tenere Worldcrosser
Good prospects
With various off-road accessories, adventure enduros promise the direct route to adventure. Are the limits actually drawn further on the bulky bikes or have other qualities to be cut back for the chance of good prospects??
D.Turn the handlebars to the maximum, hold the clutch gently at the point of contact, accelerate very carefully – and the U-turn is done. Not at all easy, because the small asphalt area in front of the Tour Madeloc is barely enough to turn. Nevertheless, the ascent to the 800 year old watchtower was worth it. The French-Spanish border area spreads out before us like a toy train landscape. The still unadorned brown vine cultures slide down in gentle waves towards the Mediterranean. From the already moderate traffic on the embankment, not a single sound penetrates the 650 meters up to us.
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Comparison test BMW R 1200 GS Adventure, KTM 1190 Adventure R, Triumph Tiger Explorer XC and Yamaha XT 1200 ZE Super Tenere Worldcrosser
Good prospects
Yamaha XT 1200 ZE Super Tenere Worldcrosser.
Equipment and surcharge
There are various equipment packages hidden behind the additional designation that promises a thirst for adventure. BMW is tackling the BMW R 1200 GS Adventure with more effort than ever. After the general revision of the standard GS for the 2013 season, the adventurer will also adopt the new technology this year, but will be modified in addition to the ingredients already known for the Adventure with a larger crankshaft flywheel and a torsion damper in the cardan shaft.
The surcharge for the basic GS with comparable equipment (base price: 15,900 euros) is 1830 euros. As a manufacturer with a relevant bias, KTM certainly does not splash out with the KTM 1190 Adventure R. The 21 and 18-inch wheels alone, along with a whole range of detail changes, testify to the consistently pursued off-road orientation. The surcharge of 1,500 euros (base price: 15,495 euros) includes a few extras such as a main stand and tire pressure monitor, and the MSC cornering ABS is standard equipment.
Enduro
BMW R 1200 GS in the top test
Model 2013 and 2012 in a comparison test
read more
Triumph Tiger Explorer XC The cheapest of the bunch
Triumph takes a more moderate approach with the Triumph Tiger Explorer XC. The letters XC, the abbreviation for Cross Country, ultimately only define protectors and additional headlights in addition to the spoke wheels, for which 1070 euros must be taken into account compared to the standard Explorer. With a base price of 14,860 euros, the British still remains the cheapest of the high-priced quartet in the XC version.
Yamaha is also doing little feather reading. Only a few protectors and carbon parts differentiate the Yamaha XT 1200 ZE Super Tenere Worldcrosser from the basic Super Tenere in the ZE version with electronic chassis. Less restrained, however, is the generous financial surcharge of 1200 euros for the world cruiser (basic price ZE: 16 495 euros).
Enduro
KTM 1190 Adventure R (2013) in the driving report
More action, more speed, more Kick?
read more
MOTORCYCLE market: Buy used KTM 1190 Adventure R.
Subject seat height
If you now want to argue about whether it makes sense to go on excursions on off-road slopes for machines with a total weight of around five hundred pounds, just hold a statistic in front of your nose. In the automotive sector, SUVs now account for 16 percent of all new registrations. Almost a third of the most successful travel enduro, the BMW R 1200 GS, has been rolling off the assembly line in the adventure version for years. Nobody knows how many of them will ever ride on unpaved terrain. In this respect, the following applies: whatever pleases is allowed.
In any case, the stiff breeze on the narrow mountain ridge blows away any starting point for fundamental discussions. Legs swung over the benches – and downhill. If it were that easy. Because the desert ships inspire respect. They tower up like bulwarks, do not want to be climbed but to be captured. Only the Triumph Tiger Explorer XC and the Yamaha XT 1200 ZE Super Tenere, with a seat height of 850 and 840 millimeters, respectively, still show compassion for pilots under 1.80 meters. The BMW R 1200 GS Adventure and KTM 1190 Adventure R (each 890 mm seat height) demand the old trick even from larger ones. Leave the motorcycle on the side stand, place your left foot on the left footrest, swing your right leg over the bench and you have climbed the monument.
GS Adventure and Super Tenere most comfortable
But the effort is worth it. At least with the BMW R 1200 GS Adventure and the Yamaha XT 1200 ZE Super Tenere Worldcrosser. Sitting on the Duo is as comfortable as at home on the sofa. A slight advantage for BMW: The upholstery, which is two centimeters thicker than the conventional GS, provides additional comfort, but thanks to the narrow nose of the bench seat, even medium-sized pilots can still get their feet on the safe ground. Only later will it be found that the initially comfortable pillow of the Triumph Tiger Explorer XC will sit through in the long run.
Right from the start, the one-piece seat of the KTM 1190 Adventure R is enduristically firm. In order not to let the seat height increase any further, the Austrians chose the thinnest upholstery on the test field. Whether a bit cuddly or sportier – the enduros exude a feel-good atmosphere right from the first few meters. Especially on the narrow serpentines, which are poorly covered by potholed asphalt, down to the coastal town of Banyuls, the generally casual, upright seating position on the quartet gives a lot of overview and confidence. It is already clear why 28 percent of all motorcycle buyers in this country now opt for the universal character of a travel enduro.
We got used to the ergonomics in no time – and also to the differences between them. Known neutrally, the Triumph Tiger Explorer XC, built since 2012, takes on the rider. The seat, handlebars and fittings do not differ in the XC version from the basic version either. The windshield has moved far away from the driver. We also know that the levers for the clutch and brake need a little more power than the competition.
Enduro
The alternative to the BMW R 1200 GS?
Triumph Tiger Explorer: the big enduro in the top test
read more
The clutch of the KTM can be operated with one finger
The handlebars of the KTM 1190 Adventure R are unexpectedly narrow. Just a matter of getting used to, especially because the Austrian, like her civilian sister, draws attention to the feather-light-to-use fittings. The clutch in particular can be operated with the force of a single finger. Great. In contrast to the windshield. Even in the version locked at the top, the small disc offers only rudimentary wind protection. After the revision for the 2014 season, the Yamaha XT 1200 ZE Super Tenere Worldcrosser makes its rider even more touristy. The extended handlebar brackets raise the handlebars and ensure a distinctly upright sitting position. A matching new windshield, which can now be adjusted in four stages without tools.
However, the operation of the two handwheels remains a bit fiddly and can hardly be done while driving. And the BMW R 1200 GS Adventure? First of all, it draws everyone’s attention to its huge tank. Given the huge dimensions of the current 30-liter bunker, it is hard to believe that last year’s 33-liter Adventure model held even more. Nevertheless: once in the saddle, the fuel container disappears from view and from mind. Yes, with a width of 37 centimeters
the knee joint of the Monster storage container is even slimmer than that of the KTM 1190 Adventure R (38 cm). The levers are almost as easy to operate as those on the KTM, and the handwheel for adjusting the disc has already proven itself on the basic GS. Speaking of discs. The Adventure is serious about the windbreak. The wide shield and the standard wind deflectors on the fairing are clearly the most effective wind protection on the test field.
Banyuls is behind us and the winding coastal road towards Spain is in front of us. Hardly a meter leads straight, hardly a car disturbs the lively line. Motorcyclist dreamland. And finally we can let the engines purr. Ride-by-Wire, i.e. the electronically controlled throttle valve actuation, is standard on all four drives. One could almost say: fortunately. Because even the KTM V2, who was still rough in the super sports car RC8 in earlier years, is now well behaved in the Adventure R. All that remained was a gentle jerk below 3000 rpm, which after this mark was quickly wiped away by the enthusiasm for the liveliness of the V2.
Three-cylinder sleek and easy to control
The fact that the 1195 cm³ V2 with measured 147 PS also represents the maximum power in the ensemble does not really matter in the curve slalom. Because here smooth response behavior and easily controllable power development are the trump cards. With which the three-cylinder of the Triumph Tiger Explorer XC stands out. The triplet responds as soft as butter, pushes it forward with a gentle rustling and excellent control. With this formidable appearance, the explorer pilot can save himself the dosed grip on the clutch, even in the tightest turns carved into the rock. A dream.
Because with the revision of the Super Tenere, Yamaha has also put a lot of hands on the engine. In fact, the twin, which has been pepped up with larger channels, with a measured 114 hp even exceeds the promised performance by two horsepower. In terms of smoothness, the two-cylinder with a 270 degree crank pin offset has been a model boy since its presentation in 2010. The propellant pushes on calmly and with minimal load change reactions.
Enduro
Endurance test final balance of the Yamaha XT 1200 Z Super Tenere
The travel enduro from Yamaha after 50,000 km
read more
Super Tenere slowed down excessively
It is astonishing that Yamaha could not leave the throttling in the first three gears in this good nursery. Because the new Super Tenere is more moderate than its predecessor, but still unduly slowed down. With the Eckenwetz it is less the reduced pressure than the noticeable torque drop in all gears in the practice-relevant range between 4000 rpm and 5000 rpm (see performance curve). The Yamaha therefore often seems sluggish, especially when it comes to the tourist pace. It is understandable that nobody wants to know anything about the tame T mode (town) and that even the S mode (sport) will probably not overwhelm anyone. The electronic dethrottling kits offered by many Yamaha dealers will likely continue to be popular in the future.
Especially since after the brilliant performances of the KTM 1190 Adventure R and Triumph Tiger Explorer XC, the BMW R 1200 GS Adventure also laid hands on the engine again. It remains to be seen whether the Munich-based company put an additional 950 grams on the crankshaft in favor of improved off-road traction or reacted to the characteristics of the new GS, which some owners perceived as too aggressive. The fact is: With the additional ballast, the boxer accelerates more gently, the constant jerking that is occasionally criticized has disappeared, the concentricity is smoother, and the clutch, which jerks during sharp acceleration maneuvers, also twitches less. It feels like the adventure boxer hits the middle between the aggressive 2013 drive and the good-natured predecessor model. The Golden middle? Yes. Especially since in the Adventure the torsional damper in the cardan drive, which is necessary due to the longer spring travel, also has the perceptible resonance vibrations of the drive train under control in the basic model and ensures high spirits with the GS driver.
Enduro
Travel enduros in comparison test part 1
Travel enduros with 19-inch front wheels tested
read more
Enduro
Comparison test of travel enduro bikes, part 2 – Sporty 17-inch fun bikes
Ducati Multistrada 1200 S Touring, Kawasaki Versys 1000, Triumph Tiger 1050 Sport
read more
Enduro
Travel enduro comparison – grand finale
BMW R 1200 GS in comparison test
read more
How do enduros do on bad roads?
Which, despite the formidable engine in the chassis of the Triumph Tiger Explorer XC, does not really want to adjust. Especially because the road from the Spanish coastal town of Port de la Selva up to the Sant Pere de Rodes monastery has seen better days. On the brittle asphalt, the Explorer’s overdamped fork torpedoed the feedback, the hard-tuned hindquarters were uncomfortable, and in alternating bends the Brit seemed quite sluggish despite the steepest steering angle of the four.
The KTM, which is so excellently tuned in its basic version, is ambivalent in the R edition. On the one hand – not only here – the Austrian’s weight, at 244 kilos, is an impressive 30 kilograms lower than that of all three competitors. On the other hand, the 21-inch front wheel (standard version: 19-inch) of the KTM 1190 Adventure R raises the front too much, giving it a driving feel that tends to be chopper. The precise stroke and precise turning are not as successful with the off-road lover as with her civilian sister. Especially since the tightly tuned suspension rumbles uncomfortably over wrinkled asphalt. Who remembers: The predecessor model of the Adventure R, which also rolled on 18/21 inch wheels, did better under such conditions.
The Yamaha XT 1200 ZE Super Tenere Worldcrosser acts completely differently. The suspension of the Super Tenere continues the unexcited appearance of the engine. Softly sprung and equipped with enough progression in the damping, the XTZ glides almost like a touring bike over the rumble slope. Quite a few long-distance travelers appreciate the Japanese for this strength. Which is now additionally emphasized with the ZE model. After all, supplier Kayaba is celebrating the premiere of its electrically adjustable suspension elements in a travel enduro in the Super Tenere.
GS Adventure with 26 kilos more than the basic version
Technically, it works, mind you, not semi-active chassis like the ESA used by BMW since 2005. Instead of a screwdriver, servomotors adjust the damping and on the shock absorber also the hydraulic lifting of the spring base. At the push of a button, the Yamaha can combine four load conditions with three damping lines (soft, standard, hard) that can be adjusted in seven steps. Sounds complicated, but in practice it isn’t. Because the system works – even if the range of changes does not reach the ESA level and the coordination in all variants tends to be on the comfortable side. The version of the Worldcrosser with manually adjustable spring elements is still available for 1000 euros less.
The BMW R 1200 GS Adventure fires from all cylinders on this demanding climb. Of course, the 272 kilogram adventure can’t deny its pounds. The adventurer weighs a remarkable 26 kilos more than her basic version – even if almost eight of them are due to the additional fuel supply. There is, of course, a reason why the Munich resident lets herself be squeezed around corners: With a one degree steeper steering angle, six millimeters less caster and 18 millimeters shorter wheelbase, the Adventure has been trimmed in the direction of handiness – and, better off, with one Steering damper equipped.
Adventure a bit more stable than the basic GS
Incidentally: In a direct comparison with the long-term test GS from MOTORRAD (without steering damper), the BMW R 1200 GS Adventure will later be a bit more stable at high speed on bumpy German motorways despite the changed geometry and stabilize a little faster even after deliberate stimulation. However, the conventional GS never appears critical in such situations – and in the 2014 model it still has the steering damper as standard equipment. On the paved Spanish via ferrata, the finely tuned GS-Adventure flickers through the world of curves as nimbly and precisely as never before, despite its pounds and expansive regalia. With the spring travel extended by ten percent, it also irons even the worst potholes, keeps the front pleasantly high when braking thanks to the pitch compensation of the telelever and thereby pushes itself past all competitors in a flick of the wrist.
Which means that she can only answer positively for herself the question of the usefulness of these adventure enduros in what is certainly by far the predominant everyday use on the road, even after the joint off-road excursion. Because while the Bavarian can benefit to a large extent from the modifications on asphalt, which are ultimately not exclusively due to the use of gravel, the conceptual balancing act remains much less spread out with the rest of the trio. In the XC edition, the Triumph does not deviate from its asphalt-oriented orientation. The R-model of the KTM Adventure has to pay for its affinity for gravel with significant losses on the road, but with its high-performance base it can still keep up with the Yamaha in the overall result.
Differences between GS and GS Adventure
Jahn
BMW R 1200 GS Adventure.
Engine: The crankshaft flywheel mass increased by 950 grams
Landing gear: Cardan shaft with vibration damper • Increased spring travel (20 mm) • Increased ground clearance (10 mm) • Greater seat height (40 mm) • Steeper steering angle (1 degree) • Shorter caster (6 mm) • Shorter wheelbase (18 mm)
Miscellaneous: Increased tank volume (10 l) • Steering damper • Larger windshield • Air deflector in standard equipment • Spoked wheels • Hand protectors • Storage compartment • Wider footrests • Foot brake lever with foldable attachment • Higher seat (42 mm) • Engine protection and crash bar • Traction control (ASC) and driving modes (Rain, Road) as standard
Surcharge: 1830 euros
Differences between Adventure and Adventure R
Jahn
KTM Adventure R.
Engine: no differences
Landing gear: Wheel sizes 21/18 inches • Increased spring travel (30 mm) • Harder spring rates • Increased ground clearance (20 mm) • Greater seat height (30 mm)
Miscellaneous: Fixed seat height • One-piece seat • Wider handlebars (20 mm) • Smaller windshield • ABS specially designed • Crash bar • Main stand • Tire pressure control • MSC as standard
Surcharge: 1500 Euro
Differences between Explorer and Explorer XC
Jahn
Triumph Tiger Explorer XC.
Engine and chassis: no differences
Miscellaneous: Spoked wheels • Hand protectors • Additional headlights • Engine protection and crash bars
Surcharge: 1070 euros
Differences between Tenere and Worldcrosser
Jahn
Yamaha XT 1200 ZE Super Tenere Worldcrosser.
Engine and chassis: no differences
Miscellaneous: Engine protection • Protectors on the frame, fork and cardan • Side panels made of carbon • Sticker kit
Surcharge: 1200 euros
Equipment in detail
| BMW R 1200 GS Adventure |
KTM 1190 Adventure R |
triumph Tiger Explorer XC |
Yamaha XT 1200 ZE Super Tenere Worldcrosser |
|
| SECTION | 2-stage (can be switched off) |
2-stage (can be switched off) |
1-stage (can be switched off) |
1-stage (cannot be switched off) |
| Case system including case holder | 900 euros | 908 euros | 759 euros | 1090 euros |
| Capacity per case (l./r.) | 44/36 liters | 42/31 liters | 37/25 liters | 29/32 liters |
| Weight case (l./r.) | 6.9 / 6.7 kg | 5.5 / 4.9 kg | 6.9 / 6.3 kg | 5.5 / 5.5 kg |
| Case width | 1000 mm | 980 mm | 960 mm | 900 mm |
| Inner pockets (set) | 180 euros | 99 euros | 125 euros | 100 euros |
| Topcase including carrier / volume | 420 euros / 32 liters | 388 euros / 38 liters | 632 euros / 35 liters | 380 euros / 30 liters |
| One key system | 35 euros | • | • | • |
| Luggage rack | • | • | • | • |
| Luggage hook | • | • | • | • |
| Crash bars | • | • | • ³ (239 euros) | 340 euros |
| Motor protection | • | •/(Plastic)/ 252 euros (aluminum) |
• ³ | • |
| Storage compartment in paneling | • | • | – | – |
| Height-adjustable disc | stepless without tools |
stepless without tools |
fivefold without tools |
fourfold without tools |
| Touring screen | • / smaller windshield (186 euros) | 121 euros | 145 euros | 170 euros |
| Adjustable seat height | two-stage | – | two-stage | two-stage |
| Adjustable handlebar position | – | • | • | – |
| Main stand | • | • | • | • |
| Adjustable braking and Clutch lever |
• / • | • / • | • / • | • / • |
| Adjustable spring base at the back | electronic¹ | stepless by handwheel |
stepless by handwheel |
electronically |
| Electronically adjustable chassis | 760 euros¹ | – | – | • |
| Heated grips / heated seats | 200 Euro² / – | 201 euros / 2 x 242 euros |
189 euros3 / 319 euros |
• / – |
| Second trip odometer | • | • | • | • |
| Consumption display / remaining range | • / • | • / • | • / • | • / • |
| Fuel gauge | • | • | • | • |
| Tire pressure control | 210 euros² | • | 209 euros | – |
| Gear indicator | • | • | • | • |
| Oil level indicator | electronic¹ or sight glass |
Sight glass | Sight glass | Sight glass |
| Outside / engine temperature | • / • | • / • | • / • | • / • |
| Board socket | • | • | • | • |
| Time clock | • | • | • | • |
| Headlight range adjustment | Handwheel | with tools | with tools | with tools |
| Auxiliary lights | 325 euros¹ | 393 euros | • ³ (440 euros) | 390 euros |
| Automatic stability control (ASC) | 2-stage (can be switched off) |
2-stage (can be switched off) |
2-stage (can be switched off) |
2-stage (can be switched off) |
| Cruise control | 320 euros¹ | – | • | • |
| Immobilizer | • | • | • | • |
| navigation system | 675 euros | – | – | – |
• = standard equipment;
¹ Included in the Touring package (1740 euros), consisting of: electronically adjustable chassis, case holder, Pro on-board computer, preparation for navigation system, cruise control, additional LED headlights;
² included in the comfort package (440 euros), consisting of: chrome-plated exhaust system, heated grips, tire pressure control (RDC);
³ Included in the XC version (1070 euros extra charge), consisting of: spoke wheels, hand protectors, additional headlights, engine protection bar and aluminum engine protection.
Adventure enduros in the field
What does the adventure look bring?
Compared to their basic versions, the adventure enduros should push the boundaries in the field even further. Can
the off-road adventure bikes actually do more?
First of all, looking at the scales cools off the thirst for adventure. BMW: 272 kg, Triumph: 276 kg, Yamaha: 277 kg. Even the KTM 1190 Adventure R, which is considerably lighter at 244 kilograms, is one of the heavyweights by off-road standards. Which is why the main areas of activity for off-road excursions with the thick ships are clearly defined. As a rule, it is gravel passes or dirt roads that can be driven smoothly on which the all-rounders have to prove their universality. Conditions that MOTORRAD found in abundance on the test lap in northern Spain.
The Triumph thinks the least of off-road trips. The three-cylinder can be dosed excellently, and the two-stage traction control has an all-terrain mode, but ultimately the British feels unwieldy in rough terrain and also touches the ground the earliest because of the low ground clearance of the quartet (150 mm).
Adventure R fundamentally transforms 21/18 inch wheels
From the touristic side, the Yamaha tackles the offroad topic. The soft suspension is nevertheless designed to be progressive enough to prevent the fork and shock absorber from bottoming out under normal loads. Level 2 of the traction control (which can be switched off) allows sufficient slip for the off-road detour. The narrow knee joint makes handling much easier. The sparse Worldcrosser equipment package hardly improves the off-road qualities of the XTZ.
The GS Adventure is on a similar level. In the “Enduro” driving mode, the slip control intervenes late, as is practical in practice, but the softer response of the engine in this mode is less noticeable in the modified boxer, which is already gently responsive. The hardness of the damping can be adjusted at the push of a button via the wide ESA depending on the condition of the route. The GS benefits significantly from the 20 mm longer spring travel when off-road. Absorption capacity, puncture resistance and ground clearance (180 mm) increase noticeably. However: the huge tank and the extra weight compared to the standard GS (26 kg) undo a large part of the progress on gravel. The bottom line is that the GS benefits from the Adventure equipment package (see page 38). But more on the road than off-road.
In contrast to the KTM. The 21/18 inch wheelset alone fundamentally transforms the Adventure R. The steering precision gains enormously. The tighter springs give the KTM by far the greatest punch reserves in the test field. With the enduro mapping (power limited to 100 hp, later intervention of the traction control), the R is far superior to a bank off the road and its civilian sister in this area – as well as all other adventure enduros.
Off-road rating
1. KTM 1190 Adventure R
2. BMW R 1200 GS Adventure
3rd YAMAHA XT 1200 ZE Super Tenere Worldcrosser
4. Triumph Tiger Explorer XC
Data and measured values
| BMW R 1200 Adventure |
KTM 1190 Adventure R |
Triumph Tiger Explorer XC |
Yamaha XT 1200 ZE Super Tenere Worldcrosser |
|
| engine | ||||
| design type | Two-cylinder- Four-stroke- Boxer engine |
Two-cylinder- Four-stroke 75 degrees- V engine |
Three-cylinder- Four-stroke- In-line engine |
Two-cylinder- Four-stroke- In-line engine |
| injection | Ø 52 mm | Ø 52 mm | Ø 46 mm | Ø 46 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
Multi-panes- Oil bath clutch (Anti-hopping) |
Multi-panes- Oil bath clutch |
Multi-panes- Oil bath clutch |
| Bore x stroke | 101.0 x 73.0 mm | 105.0 x 69.0 mm | 85.0 x 71.4 mm | 98.0 x 79.5 mm |
| Displacement | 1170 cc | 1195 cc | 1215 cc | 1199 cc |
| compression | 12.5: 1 | 12.5: 1 | 11.0: 1 | 11.0: 1 |
| power | 92.0 kW (125 PS) at 7750 rpm |
110.0 kW (150 PS) at 9500 rpm | 101.0 kW (137 hp) at 8900 rpm | 82.4 kW (112 hp) at 7250 rpm |
| Torque | 125 Nm at 6500 rpm | 125 Nm at 7500 rpm | 122 Nm at 6450 rpm | 117 Nm at 6000 rpm |
| landing gear | ||||
| frame | Load-bearing engine- Transmission network |
Steel tubular frame | Steel tubular frame | Bridge frame from steel |
| fork | Telescopic fork guided by longitudinal control arm, Ø 41 mm | Upside-down fork, Ø 48 mm | Upside-down fork, Ø 46 mm | Upside-down fork, Ø 43 mm |
| Steering damper | hydraulically | hydraulically | — | — |
| Brakes front / rear | Ø 305/276 mm | Ø 320/267 mm | Ø 305/282 mm | Ø 310/282 mm |
| Assistance systems | SECTION, Traction control |
SECTION, Traction control |
SECTION, Traction control |
SECTION, Traction control |
| bikes | 3.00 x 19; 4.50 x 17 | 2.50 x 21; 4.50 x 18 | 2.50 x 19; 4.00 x 17 | 2.50 x 19; 4.00 x 17 |
| tires | 120/70 R 19; 170/60 R 17 |
90/90 ZR 21; 150/70 ZR 18 |
110/80 R 19; 150/70 R 17 |
110/80 R 19; 150/70 R 17 |
| Tires | Michelin Anakee III |
Continental Trail Attack 2 |
Pirelli Scorpion Trail |
Bridgestone BW 501/502 “E” |
| DIMENSIONS + WEIGHTS | ||||
| wheelbase | 1510 mm | 1580 mm | 1530 mm | 1540 mm |
| Steering head angle | 65.5 degrees | 64.0 degrees | 66.1 degrees | 62.0 degrees |
| trailing | 101 mm | 108 mm | 106 mm | 126 mm |
| Front / rear suspension travel | 210/220 mm | 220/220 mm | 190/194 mm | 190/190 mm |
| Seat height¹ | 890-910 mm | 890 mm | 850-870 mm | 840-870 mm |
| Weight with a full tank¹ | 272 kg | 244 kg | 276 kg | 277 kg |
| Payload¹ | 208 kg | 196 kg | 205 kg | 193 kg |
| Tank capacity / reserve | 30.0 / 4.0 liters | 23.0 liters | 20.0 liters | 23.0 / 4.2 liters |
| Service intervals | 10,000 km | 15,000 km | 16,000 km | 10,000 km |
| price | 15,900 euros | 15 495 euros | 14 860 euros | 16 495 euros |
| Price test motorcycle | 20 675 euros² | 16 403 euros³ | 15 619 euros⁴ | 17,975 euros⁵ |
| Additional costs | 390 euros | 250 euro | 450 euros | 295 euros |
| MOTORCYCLE readings | ||||
| Top speed * | 213 km / h | 250 km / h | 210 km / h | 210 km / h |
| Acceleration 0-100 km / h | 3.7 sec | 3.8 sec | 3.5 sec | 3.7 sec |
| 0-140 km / h | 6.0 sec | 5.5 sec | 5.9 sec | 6.7 sec |
| 0-200 km / h | 14.5 sec | 10.4 sec | 12.0 sec | 17.8 sec |
| Pulling speed: 60–100 km / h | 3.7 sec | 4.0 sec | 3.9 sec | 4.6 sec |
| 100-140 km / h | 3.9 sec | 4.2 sec | 4.2 sec | 5.1 sec |
| 140-180 km / h | 5.6 sec | 4.6 sec | 5.3 sec | 6.1 sec |
| Consumption highway / 100km | 5.0 liters | 6.0 liters | 5.0 liters | 5.32 liters |
| Reach country road | 600 km | 383 km | 400 km | 442 km |
* Manufacturer information; MOTORCYCLE measurements; 1 MOTORCYCLE measurements; ²incl. Touring package (1740 euros), consisting of: ESA, case holder, Pro on-board computer, preparation for navigation system, cruise control, additional LED headlights; Comfort package (440 euros), consisting of: chrome-plated exhaust system, heated grips and RDC; Dynamic package (1020 euros), consisting of: LED headlights, Pro driving modes, LED indicators; Navigation system (675 euros), aluminum case (900 euros).
³incl. Case system (908 euros); ⁴incl. Case system (759 euros); ⁵incl. Case system (1090 euros) and fog lights (390 euros).
Performance measurement
Jahn
Performance measurement.
Using the example of the KTM 1190 Adventure R, the winner in the engine category (see points assessment), the difference between theory and practice is documented. Because in the full load performance curve of the Austrian (orange) the refreshing liveliness of the V2 is not reflected. The torque, which is inferior to the competition, is practically not noticed when driving.
The Triumph engine, on the other hand, also corresponds to its paper form on the road. The almost horizontal torque plateau gives the three-cylinder the characteristic powerful thrust from the lowest speeds in practice.
The lag between 4000 / min and 5000 / min is probably also the reason why the Yamaha XT 1200 ZE Super Tenere Worldcrosser is felt to be a bit sluggish to start despite the increased peak performance. The BMW R 1200 GS Adventure is as unspectacular as it is when driving. The boxer pulls through cleanly, even stands out from the competition at 6500 rpm. The torque waves around 5000 rpm are not noticeable on the road.
MOTORCYCLE test results
1. BMW R 1200 GS Adventure
With the precise steering chassis and – above all – the revised engine, the Adventure wins superiorly. Much more important: the modified technology could become the model for its basic version.
2. KTM 1190 Adventure R
The R version pays tribute to its strong off-road orientation on the road. Nevertheless: the lively and cultivated engine as well as the moderate weight save the Austrian the place of honor.
3rd Yamaha XT 1200 ZE Super Tenere Worldcrosser
The homogeneous, unexcited appearance is the strength of the Yamaha. Comfortable suspension and good handling convince on any terrain. Only the motor, which is too tame in some situations, slows down the fun.
4. Triumph Tiger Explorer XC
The Triumph is reluctant to go on adventures. But even in everyday life, the moderately tuned chassis is not up to date, as much as the three-cylinder engine may be inspiring.
MOTORCYCLE rating
Engine: Top performance and driving performance, controls and gearbox that are child’s play to operate – this is how the KTM engine documents its sporty aspirations. The only drawback: the moderate starting behavior in cold weather. Nevertheless, the V2 even trumps the formidable triplet of the Triumph and the BMW Boxer. Superfluous: the throttling of the Yamaha twin.
Winner engine: KTM
Landing gear: BMW has benefited in many areas from the change in chassis geometry and the longer suspension travel. Comfort and its balance push the Yamaha into second place. The handy KTM suffers from its very tightly coordinated suspension elements. The Triumph, dampened in the fork, would also do a little more comfort.
Chassis winner: BMW
Everyday life: Everyday life is the domain of the travel enduro in general and the BMW in particular. With great seating comfort and a range of 600 kilometers, the Bavarian shovels forward. Also first class: the seating comfort of the Super Tenere. The somewhat rustic workmanship costs the Triumph points. The KTM falls slightly because of poor wind protection and seating comfort.
Winner everyday life: BMW
Security: A close race that BMW can only win through a homogeneous appearance. Still, the Yamaha braking system sets the bar high. Only the Triumph had to admit defeat by low ground clearance and blunt brakes.
Safety winner: BMW
Costs: A four-year guarantee gives the Triumph a narrow lead. The KTM loses due to a 20 percent higher consumption.
Winner Cost: Triumph
Winner price performance: KTM
The Triumph is cheaper, but the KTM has more points. Close victory for Austria.
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