Comparison test two-cylinder tourer

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Comparison test, BMW R 850 R, Yamaha TDM 850

Two-cylinder tourer

The BMW R 850 R and Yamaha TDM 850 want to make touring driving more palatable. Each in their own way.

Wanted: a large-capacity, well-motorized touring motorcycle with two cylinders, with as little plastic as possible around it. Classically undisguised best and of high practical value. It has to be a German make, just not so expensive, please. The answer to this requirement profile is not only easy for connoisseurs of the scene – a BMW R 850 R, the roadster of the new boxer series, nominally 70 hp, is the cheapest entry into the modern world of multi-cylinder BMW engines for 17 159 marks. All other models from the same company nibble too much on the wallet of an average household.

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Comparison test two-cylinder tourer

Comparison test
Two-cylinder tourer

The Yamaha TDM 850, for example, does not have to hide behind the BMW R 850 R: also two cylinders, but arranged in parallel, with 849 cm3 almost the same displacement and with 80 hp output equally to the middle class. All together in a special offer: the sports tourer costs just 15,950 marks. Smooth 1200 marks less than the small roadster, but included with half-shell fairing that at least keeps the wind out.

The R 850 R cannot offer anything like this as standard. Only a grip on the BMW accessory shelf and xxx marks from her own wallet help the Munich-based woman to have a handlebar-mounted plexiglass windshield and thus comparably good wind and weather protection. In general, the Bavarians weight the topic of basic equipment for touring bikes quite independently: while the TDM speedometer, rev counter and temperature display are still standard, the cockpit of the R 850 R only has a large, centrally arranged speedometer. Then nothing. Analog clock and tachometer, dainty small and difficult to read because of their inclined, lateral arrangement and unstable mounting, cost extra.

For this, BMW offers a seat height adjustment for the driver’s seat as standard. The driver‘s level can be adjusted in three positions over a height of nine (!) Centimeters from a seat height of 760 millimeters. Enough leeway for small and large drivers to look good even when standing or maneuvering. In addition to the side stand, there is also a main stand on the BMW, which can be used to easily jack up a dead weight of 247 kilograms in order to carry out any checks, tire changes or maintenance work. And they are kept within modest limits. The rear wheel of the single swing arm can be removed in no time and the cardan drive works absolutely maintenance-free.

The TDM owner, however, has his hands full: his 234 kilogram motorcycle can only be supported by a side stand, the O-ring chain needs regular maintenance, and the rear wheel takes a number of steps before it is removed. A main stand would really make sense. The seating position, no less upright and comfortable than on the R 850 R, cannot be varied either. Particularly annoying in the case of the TDM, because the seat height of 810 millimeters – a result of the long spring travel – is anything but modest and almost out of the question for small drivers, especially since the long-legged TDM is not as easy to maneuver as the boxer with its low center of gravity.

While price and equipment are a fixed factor for the TDM 850, the BMW can be upgraded even further. The almost 2000 Mark expensive ABS should be mentioned. After all, it serves security. But the R 850 R, now expensive at around 20,000 marks, removes any idea of ​​an inexpensive touring motorcycle.

On the engine side, it is easier to draw a balance between the boxer and twin without having to use the pocket calculator for the purpose of constant price calculation.

First the BMW: The undisguised roadster actually has two engine variants: the 1100 with 80 hp and this smaller displacement variant with 854 cm3 and 70 hp. Despite the power and displacement shortcomings, this engine is the better choice. The smooth performance, the maneuverability, the wide usable speed range and the low-vibration engine run give it the advantage over the rougher, somewhat sluggish-looking displacement giant from the same family, which annoys its drivers with significant shift jerking at constant speed.

And this time the specified 70 hp is only on paper. With measured xx HP, the R 850 once again demonstrates its motor strengths. Powerful and lively, the boxer revs up in the individual gears when accelerating, lets the tachometer needle, if available, rush quickly and without delay towards the red area at 7,500 rpm. But shift-lazy driving style and a brisk pace are not mutually exclusive. Overtaking maneuvers are often completed before you have shifted down a gear.

Speaking of shifting: the slightly revised 1996 gearbox makes it easier to change the individual gears, but a feeling for the correct speed is still required when shifting, if the shifting stage change should not be clearly audible.

The R 850 R runs at almost 190 km / h solo and with a windshield. In any case, enough. But it could also run faster if the motor did not turn fully into the red area at this speed. A larger final ratio or even a longer fifth gear would increase the final speed, or at least lower the engine speed. The latter would at least result in lower fuel consumption, because consumption of up to nine liters per hundred kilometers of brisk motorway is anything but cheap. Even the standard Katayator can hardly calm the environmental conscience.

The five-valve twin in the TDM 850 is of a different caliber than the output of 80 PS – measured with xx PS, it is again more than indicated – and the maximum torque of 80 Nm at 6000 / min suggests. With a crank pin offset of 270 degrees as with the TRX 850 and two balance shafts, the two-cylinder grumbles with little vibration. The twin sets off just above idle, as if there was no stopping it. With every little twist of the throttle, the TDM spontaneously leaps forward and flies away with lightning speed and pressure. Such a powerful start from low speeds favors shift-lazy, low-speed driving. The tachometer needle rarely sees red, and when it does, it doesn’t mean it: Willingly and continuously, the test twin occasionally climbed into the red zone. In truth, however, it is a deception, as the needle is far ahead of the true engine speed.

Nevertheless: The sheer unbridled power of the TDM 850 leaves such a lasting impression that the lively, powerful boxer, on the other hand, looks like a lame duck. Blessed with a top speed of well over two hundred kilometers per hour and plenty of power reserves, the TDM also consumes less fuel than the BMW. The carburetors atomize up to one liter less per hundred kilometers than the BMW injection system.

But not all of the characteristics of TDM can be praised. Despite various modifications compared to the 1995 model, the gearbox still shifts loud and clumsy, and the load change reactions turn out to be more than an imposition. With every gas change, the engine jerks hard, so that in tight corners and hairpin bends it often enough ruins the clean line.

The TDM 850 has basically no weaknesses on the chassis side. Especially fast, drawn-out curves seem to be tailored to her. It also shows its best side on heavily meandering roads with many changes of direction. It can be turned precisely into bends and moved from one lean angle to the other with moderate exertion of force. The chassis set-up is designed for comfort, as the long suspension travel speaks for itself. The Yamaha is made for bad, bumpy road surfaces, only on particularly stubborn corrugated iron tracks does the telescopic fork underdamp and look stucky, only very bad sloping waves animate the rear to swing. When fully loaded, however, the rear shock absorber cannot withstand adequately despite the switchable second spring – a handle under the seat bench is sufficient. Sometimes the spring goes completely on block in two-person operation.

The braking system of the TDM gives no cause for criticism. The double disc brake in the front wheel decelerates what it takes. Little hand strength and sensitive dosing leave little to be desired. In short: perfect.

That cannot always be said of the BMW stoppers in the front section of the R 850 R. They also go to the point quite vehemently, but the dosability of the double piston calipers is not that far off. A steadily moving pressure point on the hand lever clouded the otherwise good impression of the double disc brake in the front wheel, and not only on this test machine.

Meanwhile, the roadster’s suspension set-up shines in a brilliant light. The sensitively appealing Telelever fork has so far not been matched with anything. Even the most bumpy road surfaces are ironed smooth as if they had just been tarred. Another advantage of the unconventional front wheel guidance: it neither plunges in when braking and wastes valuable suspension travel, nor does it have a negative impact on steering behavior when cornering. In terms of handling, it can boast further advantages. The TDM 850 is nowhere near as handy as the R 850 R. Where the Yamaha driver already has to give a lot of help in order to bring the sports tourer from one lean angle to the other, the roadster can still be easily turned in without sacrificing accuracy. The good stability of the almost uncovered roadster is no less good. The chassis meets a sporty, faster driving style with stoic composure.

However, the chassis of the R 850 R does not come close to the suspension comfort of the TDM. The rear shock absorber in particular proves to be too tight and strongly damped and passes on many a manhole cover and treacherously deep pothole unfiltered. In a positive sense, the firm rear suspension may also be responsible for the fact that this boxer has practically no cardan reactions.

With a full load and two-person operation, the suspension is set up again, even if the BMW driver does not find the same good seating comfort as on other BMW models due to the seat that slopes slightly backwards.

In general, only the BMW seems to be up to the task as a packhorse. It can hold more than 200 kilograms before it reaches its limits in terms of its permitted payload. The technicians seem to have less confidence in the TDM. Maybe they just didn’t finish the idea of ​​wanting to build a consistent touring motorcycle: they are only allowed 175 kilograms of payload. That’s just enough for two adults, toothbrush and Eurocard. A little bit, isn’t it?

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