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• Megatest: travel enduros
• Megatest: Travel Enduros 2011 – continued
• Scoring and test results
• Technical specifications
• Final: triumph against BMW
• Finale: driving fun
• Final: Touring / overall winner

44 photos

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The final opponent of BMW, the Triumph Tiger 800 XC.

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Wide handlebars, fat engines, great experiences. On the way on a visual journey from Lake Garda to Lake Constance. With five ABS-equipped two-cylinder travel enduros from around 1000 cm3, including the completely redesigned Moto Guzzi Stelvio 1200 NTX. Also included: BMW R 1200 GS, Honda Varadero 1000, KTM 990 Adventure, Moto Guzzi Stelvio 1200 NTX and Yamaha XT 1200 Z Super Tenere.

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Daring: the lakeside road on Lake Iseo.

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The BMW R 1200 GS.

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The Honda Varadero 1000.

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The KTM 990 Adventure.

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The Moto Guzzi Stelvio 1200 NTX.

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The Yamaha XT 1200 Z Super Tenere.

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On the way on the Passo Fittanze: Is the gravel pass already free or is it getting too wintry?

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The BMW R 1200 GS – a phenomenon. The popular platypus, which is very suitable for touring, moves its course with particular precision and manageability. The handlebars are a full 83 centimeters wide, the 110 hp boxer the most powerful drive on the test field. The seating comfort is also right.

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The beefy DOHC boxer of the BMW lets the small rev counter get over.

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The case on the BMW is perfectly adapted to the narrow rear.

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Live on the edge with the KTM 990 Adventure. The more difficult the terrain, the looser the ground, the more the fiery and demanding KTM is in its element. You forget the roughest engine down below or the tendency to commute with suitcases on German motorways.

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In view of the ultra-short stroke V2, it is worth taking a look at the dominant rev counter of the KTM.

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The hard enduro rear of the KTM 990 Adventure measures 1.01 meters with cases.

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The Varadero is fully equipped "50 years edition". The six hundred pound enduro tourer from Honda is comfortable, suitable for long distances and inexpensive. However, also not very targeted. Its tendency to fold further in an inclined position by itself is unpleasant.

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Easy to read, classic round clocks. The LCD display above it lacks a fuel level indicator on the Honda Varadero 1000.

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With suitcases, the rear of the Honda is 1.01 meters wide.

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The 2011 Moto Guzzi Stelvio 1200 NTX is optically unchanged (g). The chassis and 90-degree V2 are technically improved. The well-equipped long-distance travel giant is manageable, neutral and round despite its 32-liter tank. There is also a nice sound and comfortable seats. Only the knees come pretty close to the cylinders.

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Informative, clearly structured instruments in Moto Guzzi.

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The well-equipped long-distance travel giant from Moto Guzzi drives handy, neutral and round.

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The First Edition came in 2010 with complete accessories in rally design. The standard version has also been available this year. The handling of the Yamaha XT 1200 Z Super Tenere is very pleasing. The aluminum spoked wheels have tubeless tires, the traction control works in three stages, the ABS brakes are anchored together. The power delivery is a bit poor – the twin pushes ten hp less than promised.

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Easy to read cockpit with huge flashing lights on the Yamaha.

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The rear of the Yamaha is the narrowest after that of the BMW.

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The test area at a glance.

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The destination between Lake Constance, Lake Garda and Lake Como is both temptation and promise: magnificent landscapes and roads that take your breath away.

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Picturesque: the snow-covered Maloja lake in Switzerland.

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Winner of the off-road classification: The Triumph Tiger 800 XC.

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Winner of the driving pleasure category: the BMW R 1200 GS.

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Sometimes bad conditions due to snow-covered passages.

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A world in white, made of ice. Passes that are still closed in April (here the Splugen) have their own charm.

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Must be: flying visit to the Guzzi factory in Mandello.

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Wide handlebars, fat engines, great experiences.

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In April you have to expect snow drifts and scree slopes, here on Pasubio.

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Light test on tour, in the tunnel by the lake. With advantage for the Varadero.

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The snow is enough for a hearty soap.

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He who eats well drives well. Or so.

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Majestic: the north shore of Lake Garda awaits the five brave enduro riders.

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Ferry across Lake Garda, so pure vacation.

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Officially blocked, the Croce Domini.

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Touring winner: the BMW R 1200 GS.

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In the comparison test of enduro bikes up to 1200 cm³, the BMW R 1200 GS is the clear favorite.

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In the final: The "small" Triumph Tiger 800 XC (winner part 1) and the BMW R 1200 GS (winner part 2).

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The BMW R 1200 GS is not only superior to the Triumph Tiger 800 XC in everyday life, it is the overall winner for a reason.

Enduros up to 1200 cm³ in comparison

Megatest: travel enduros

Wide handlebars, fat engines, great experiences .. En route on a visual journey from Lake Garda to Lake Constance. With five ABS-equipped two-cylinder travel enduro bikes from around 1000 cm3, including the completely redesigned Moto Guzzi Stelvio 1200 NTX.

It was cool in the Allgau, despite spring and fresh leaves on the trees. Well, two passes, three cappuccinos and countless cars and motorhomes later, life is different. The sun warmer, the vegetation more colorful, the rhythm more relaxed. Welcome to Italy after a long winter. It’s always something special, the first big tour of the year. It’s as if our five travel enduros had noticed for themselves that the A7 and Fernpass, Brenner and toll booths were just a stage, a chore. Now comes the freestyle. Get off the track and enjoy yourself.

With a colorful field, machines from Germany, Italy, Japan and Austria. Three gimbal-reinforced 1200s advance BMW, Moto Guzzi and Yamaha. The R 1200 GS and Stelvio 1200 NTX rely on air cooling, while the XT 1200 Z Super Tenere prefers water cooling. Like the chain-driven 1000s from Honda and KTM. The two-cylinder engines are extremely diverse: Boxer (BMW), in-line engine (Yamaha), 75-degree V2 transverse (KTM) and two 90-degree V-Zwos – one lengthways (Guzzi), one transversely (Honda).

L.Usually: ABS is standard, only BMW charges a surcharge for it. The GS and Varadero roll on cast wheels as if the terrain is a horror for them. Both carry plastic cases, the BMW with metal-reinforced lids. In contrast, the spoked wheel faction, made up of Guzzi, KTM and Yamaha, relies entirely on narrow aluminum boxes for the survival kit. They don’t swallow a helmet, but exude more adventure nimbus. It’s all about having motorcycles that convey invincibility, that go along with anything, even when things get tough. You could if you wanted to. And legal, keyword nature conservation.

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Enduros up to 1200 cm³ in comparison
Megatest: travel enduros

KTM 990 Adventure on the spurs. Angular, orange, rally-tested, the hard enduro. Home game was the brand new 2011 model of the Moto Guzzi Stelvio 1200, the only novelty in this class, driven by Gabriel in the long-distance travel version NTX. It carries promising full equipment: ABS, traction control, engine protection bars, hand protectors and additional headlights. Plus aluminum engine protection, wind deflector on the fairing and aluminum case at the rear. Everything as standard.

A world in white, made of ice. Passes that are still closed in April (here the Splugen) have their own charm.

The Varadero 1000, on which the author has made himself comfortable, also comes from Italy, the Honda factory in Atessa. For the 50th anniversary of Honda in Germany as "50 years edition." It comes with lacquered 35 liter suitcases with lid protectors, 45 liter top cases with back pads, heated grips, tank pad and a free of charge "Service package" on board. This includes a 50-month mobility guarantee (as if a Honda had already broken down) and a 26-month extra guarantee after the first two years. Plus five inspection vouchers of 50 euros each. An attractive offer. As a result, the Honda remains at a price of 12,260 euros between 2000 and around 4500 euros among the fully equipped competitors.

Encores or not, they still need a facelift. The basic features of the Varadero are from 1999. You can clearly see this age. 303 kilograms in full regalia is a lot of hip gold. The Varadero with a topcase commutes beyond 130 km / h on German motorways. Hence the warning to see this speed on the V2 enduro tourer as a limit. The BMW, as the fastest in the group, even runs Tacho 220 with top case like clockwork and weighs only 257 kilograms with suitcases. That would leave Honda a lot of leeway for diet and suspension.

Only the BMW screen can be adjusted in height and incline. And without tools. A virtue that Guzzi has made his own for the new, well-shielding windshield. Grippy screw toggles here and there make it possible. With the Honda and Yamaha, the on-board tools must be used to adjust the height. Annoying. And the KTM lens cannot be adjusted at all. Ready to race? First of all, ready for the night. The fine Parc Hotel Flora (www.parchotelflora.it) in the sonorous Riva del Garda is waiting for us: with underground parking, a great sauna area and a sumptuous breakfast the next morning Riva del Garda transforms past epochs from Venetian influence to k.-und-k. -Time is lively, picturesque houses exude a sophisticated flair. High cliffs tower over the place ruggedly and steeply, covered with pines and crowned with snow. The waves of Lake Garda caress the feet of the high mountains as a southern touch of the Mediterranean. Mediterranean flora meets alpine ambience. White sailing boats dance on azure, crystal clear water. We saddle up our machines on the bright blue new day, aim high, namely to climb our mountains on motorbikes. All five can intimidate untrained or small drivers.

Guzzi and Honda do this through sheer mass, the KTM more through its respectable height and the fact that once you get on you can’t see your front wheel. At BMW and Yamaha, the protruding stems initially irritate. After all, the super-assailant carries her water cooler to the left of the 23-liter tank. It takes a lot of strength to lift the Varadero, which is particularly slanted on its short side stand, into a vertical position. It feels particularly heavy and can only be balanced on the main stand by killing the spinal disc. Then you have to swing your right leg past the massive suitcases. A tricky exercise, especially when a roll of luggage is still tied up on the pillion seat.

Light test on tour, in the tunnel by the lake. With advantage for the Varadero.

It soon becomes clear which concepts are very user-friendly: especially the broad-shouldered BMW and the Yamaha. The seat of the Super Tenere offers the lowest seat height, inconveniently lowered using a separate holding frame: "just" 845 millimeters. The GS is hardly higher, with a simpler adjustment mechanism. Thanks to a good cut, both of these are the easiest to reach the saving ground. However, you sit very much on the Japanese "in the" Motorcycle, somewhat passive behind the high handlebars.

Despite the highest seat, the narrower, less comfortable KTM bench hardly requires longer legs than the others. On the racing cars from Honda and Guzzi, it is not the stride length of the legs that sets the limit. But the scissors in the head, because of the high focus. With the Stelvio, up to 32 liters of fuel slosh in the tank, the flanks of which are extended to the cylinders. The missing display of the remaining range gives away part of the huge range: the reserve light flashes early, the fuel gauge roughly shows.

When you press the button, the Guzzi-V2 shakes itself vigorously and wakes up with a heartbreaking bark. The revised exhaust sounds bassy, ​​cheerful, almost obtrusive, four valves tick in each of the two exposed cylinder heads. Ah, che musica. Inimitable. Of course, this also applies to heat radiation to the driver’s knees. Very welcome when it’s cold on the pass, but in summer?

When the throttle is turned while standing, the gentle giant leans first to the right, then to the left – as a result of the lengthways crankshaft. Splendid. Softly, but emphatically, the engine sets the six hundredweight load in motion. For 2011 there was a larger oil cooler, a changed mapping, new camshafts and valves. The only question that remains when testing every new Guzzi is whether the torque hole has been removed or not? "Magic away" hits pretty well. Because the performance curve under full load still shows a small drop between 3000 and 4000 tours.

There are reasons why this breather is hardly noticeable when driving. First, the torque of the Guzzi, even in the little hole, is still higher than that of Honda and KTM. Second, the Stelvio sends the most power to the rear wheel after the GS thanks to its relatively short overall ratio of up to 85 km / h and from 120 km / h in sixth gear. So it pulls through the fastest after the BMW despite almost 300 kilos fighting weight. The revision is having an effect. A soul flatterer with an experience factor; the pulsing, which is always noticeable, is of a low-frequency and therefore more pleasant kind. The shift travel is long, but the gears always lock exactly. The tight clutch alone reduces the comfort offered by the Italo tourer.

In the comparison test of enduro bikes up to 1200 cm³, the BMW R 1200 GS is the clear favorite.

The cult motorcycle GS can do that better; its clutch, which also runs dry, can be disengaged very smoothly. And the counterbalance shaft rotating in the opposite direction to the crankshaft counteracts the reverse torque. Nothing tips over there. The boxer pushes bearishly from the speed depths, combines the best acceleration with the fastest pulling power. And, despite the sovereign pressure, burns the least amount of gasoline, five liters per 100 kilometers of country roads. Good thing in view of the "small" 20 liter tanks. It’s clear: the boxer with the double overhead camshafts is the best, liveliest drive that has ever existed in the more than 30-year history of GS. BMW has done its homework.

This even applies to the sound: the stainless steel rear silencer, which has been equipped with an electronically controlled exhaust flap since 2010, sounds really pithy, sounds full. Tender natural drivers already too loud. In addition, the GS grumbles in push mode. Okay, the beefy boxer distributes quite rough vibrations in the second half of the engine speed. But otherwise there is little to be accused of.

Enduro

Megatest Enduros 2011

The enduro mega test part 1: travel enduros up to 800 cm³

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Megatest: Travel Enduros 2011 – continued

44 photos

Pictures: Enduros up to 1200 cm³ in comparison

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Picturesque: the snow-covered Maloja lake in Switzerland.

Uphill from the bends, of all things, the displacement king Yamaha has a little bang from below. The second and third gear are blocked, over-motivated throttled. The performance never reaches the values ​​of gears four to six. Why only when traction control is installed? The 1200er only presses 100 instead of the promised 110 hp. A little bland. And what a shame. You have to stir too often in the jittery gear for a 1200. The revving is also rather restrained. The Twin doesn’t look very lively even in sport mode. A weight of 278 kilograms with suitcases is no help either.

The chassis of the Yamaha stands out better. In an inclined position, it remains unshakably neutral on course like a Swiss diplomat. Your spring elements work extremely comfortably and easy to swallow. The fully adjustable upside-down fork is particularly appealing. Gerry has fully preloaded the strut. The load change reactions of the cardan are pretty low. And in contrast to Guzzi and BMW as a two-arm swing arm without torque support. So the good-natured, not very fiery Super Tenere can be conducted very easily. And offers enough grip at all times on the Metzeler Tourance EXP. Like the BMW.

The Stelvio is in top form in the sweeping carousel. "Moto Guzzi has gone back to its old virtues", says Georg enthusiastically, "namely to build good chassis." Right. The giant NTX circles curves of any radius precisely, handy and neutral. It implements exactly what the driver wants without oversteering or understeering. Wonderfully predictable and with a great balance. Even in fast alternating curves, the 600 pounds are hardly significant. The Guzzi increases the joy of life. Respect. New springs at the front and rear are obviously paying off. The Pirelli Scorpion Trail adhere well. Mille grazie.

It goes up to the mountain Pasubio, which is covered with a green fur. During the First World War it was the scene of bloody battles between Italians and Austrians. Fortunately, Europe is different today. At the Passo Fittanze, on loose gravel, the great moment of the Austro-Enduro strikes. Off-road, the KTM is the only one with a 21-inch front wheel, as if unleashed, in a league of its own. Swallows potholes with the longest travel spring elements of the comparison, absorbs washboard slopes playfully. Where there is a will, there is no need for a way. Even after eight years of construction, in 2003 still as a carburettor-equipped 950, it is still intoxicating. The terrain genes of the Mattighofener make a big impact. Well thought-out by professionals and processed to a high standard. The 990 offers and seeks what it says: Adventure, adventure. It feels even lighter than its real five hundredweight (suitcase included) suggest.

But active drivers are needed to develop the full potential of this challenging and fascinating toy and lighter. He doesn’t like sniffing around. This also applies to asphalt. Below 5000 tours, the easy-to-turn, ultra-short stroke V2 tears rather cautiously. The tachometer scale only starts at 2000 rpm, the engine still chops in sixth gear below 3000 rpm. He needs speed for his fortissimo, rewards downshifts: impetuous and wild. So the driver keeps the V2 and this keeps the driver happy. Fortunately, the Pirelli Scorpion announce possible slides well in advance.

The other 1000, the Honda Varadero, embodies the pure opposite. The strenght is to be found in serenity. We moved to Lago dIseo and moved into the wonderful Hotel Panoramico (www.panoramicohotel.com) in Fonteno, which lives up to its name. While the Easter holidaymakers jam on the western shore of Lake Garda, the Gardesana occidentale, there is heavenly peace here, see the opening photo. Perhaps because the great Croce Domini pass between the two bodies of water is still impassable in April due to snow. Nevertheless, we drive up as far as possible and enjoy fantastic views.

Lake Iseo is a dream with enchanted islands in it. The old coastal road from Castro to Lovere is spectacularly wedged between rock and water. Touring! The Honda is fully in its element with its comfortable seats, despite a somewhat passive posture. Your 94 PS strong V2 from the VTR 1000 F sports car is well coordinated. The somewhat phlegmatic driving behavior of the Varadero is of secondary importance on sea voyages. She prefers rather wide arches, which is somewhat softened with a fully pre-tensioned strut. The conventional fork is not adjustable. In turns, from a certain incline, things work unpleasantly further than desired. Which constantly requires corrections.

The narrowest handlebars in the quintet don’t exactly promote handling. Its storage in particularly soft rubber elements dilutes the steering precision. The Varadero is more strenuous to drive than the four other machines at brisk speeds. She rather gives the gentle giants. Sharpness, wildness, purism, the Rubens Tourer lacks all of that. This is already evident from their complex composite braking system. On loose ground it is more of a hindrance that you cannot separate the front and back.

Officially blocked, the Croce Domini.

Instead, the three 1200s anchored at a particularly high level, easy to dose and very effective. The Telelever on the GS front may leave the feedback a little indifferent, but the braking compensation is great when anchoring heavily. The handling of the BMW, which has been continuously improved since 2004, is the best in the field.

The closer we get to Mandello del Lario on Lake Como, the more often large-volume V-Zwos hum by. Guzzi country. Just like ABS, the Stelvio’s traction control allows more slip than those from BMW and Yamaha. Not bad. The listed factory is producing really good motorcycles again. Our caravan moves on. From Chiavenna in Lombardy to the Splugen Pass, which is also still closed at high altitudes. The Maloja and Julier Passes carry the enduro quintet north to Switzerland. "No mess" emblazoned on panels of the traffic watch in Liechtenstein. I where!

At the end of this trip worth seeing, all five turn out to be good travel machines. In the sum of their characteristics, the three 1200s are ahead: BMW ahead of Yamaha and Moto Guzzi. When it comes to driving fun, the revised Stelvio is even ahead of the Super Tenere. Compliments, the latest model from Mandello del Lario turned out really well. Ideally, the toughest GS competitor now comes from Italy. Thumbs up for the Guzzi! The radical, off-road KTM is really fun in a completely different way. But it’s also pretty uncompromising. A case for fans, for connoisseurs and experts. If you always stay on asphalt, you should consider the lighter, more crisp, coordinated SM T. Together with the hot-blooded 990 Adventure, the Honda Varadero 1000 occupies the lower end of the table. She is a pretty good-natured but chubby enduro tourer. Ultimately, every concept has its own charm: riding the KTM starts, the Honda relaxes, the Yamaha makes you happy and the Guzzi happy. The BMW is really exhilarating because it masters every situation.

After years of continuous improvement, the BMW R 1200 GS is still the original meter in its class: the most expensive, but also the most sovereign motorcycle. That’s why the GS deserves to move into the final against the winner of the "Little ones", the Triumph Tiger 800 XC.

Scoring and test results

On the way on the Passo Fittanze: Is the gravel pass already free or is it getting too wintry?

ENGINE
The BMW shines. Even if travel enduros are not defined by their performance, the GS clearly dominates the dynamic discipline: Highest Vmax, best acceleration, strongest torque in sixth gear. It’s exciting to see who takes second place: in the sprint from a standing start, the KTM is the lightest in the field. The six hundredweight Stelvio accelerates least rapidly. But the Guzzi shines in the important passage, while the equally heavy Honda fails here. The gears of the KTM transmission can be clicked into wonderfully precisely, the Austria-V2 vibrates less praiseworthy. The two Japanese two-cylinders rattle the least; on the Guzzi, the clutch needs a strong forearm.
Winner engine: BMW

LANDING GEAR
The leading trio are BMW, Yamaha and KTM. The GS is by far the handiest machine in the quintet. In addition, it remains almost unshakably stable in an inclined position and on the motorway. Both of these things also apply to the XT 1200 Z, the Japanese even more relaxed around curves than the German. In contrast, the long-legged KTM offers unpredictable lean angles and naturally also large reserves thanks to its longest travel spring elements. The Varadero chassis is clearly showing its age; the basics of it originated in 1999: not very stable and with precise steering. After all, the Varadero is very comfortable. The Guzzi drives really well, albeit without superlatives in this top-class field.
Chassis winner: BMW

EVERYDAY LIFE
The great hour of the Guzzi! In terms of seating comfort, it is on par with BMW, Honda and Yamaha. When it comes to wind protection, the Stelvio NTX leads the field together with the GS thanks to its large screen. In addition, there is the most extensive standard equipment, including an aluminum case, and a dream range thanks to the huge 32-liter fuel barrel. Super. Only the payload of the Guzzi is low, just 185 kilograms. With suitcases it’s only 174. The top tourer Varadero hardly saddles more kilos, but shines with the best light. Only the very everyday strong Yamaha loads just over 200 kilograms. The BMW offers easy-care cardan shafts, easy jacking up and the lowest weight after the everyday weak KTM. Fine.
Winner everyday: Moto Guzzi

SECURITY
Head-to-head race between Yamaha, BMW and Moto Guzzi. All three brake vehemently. The stoppers of the Japanese and Italian 1200s are particularly easy to dose. On the other hand, the GS can cope better with permanent and additional stress from a pillion passenger. The KTM with its narrow tires stands up least when braking in an inclined position. And it has the greatest ground clearance in terms of enduro, the Varadero tourer the smallest.
Safety winner: Yamaha

COSTS
The Varadero special model grants a 50-month mobility guarantee, BMW and KTM their 24. In terms of inspection costs, the three Cardan 1200s are much cheaper than the two chain-driven 1000s.
Winner cost: Honda

	Max. Number of points	BMW	Honda	KTM	Moto Guzzi	Yamaha	Overall rating	1000	709	646	628	672	688	placement		1.	4th.	5.	3.	2.
Price-performance note	1.0	2.1	2.5	2.8	2.8	2.0

Price-performance
In contrast to the bag-tailoring pricing policy à la BMW, all other ABS wear ABS as standard, the Yamaha eagerly collects points.
Price-performance winner: Yamaha

TEST RESULT

1. BMW R 1200 GS
This combination is hard to beat: the most powerful, powerful engine, supreme undercarriage, cleverly designed details. However, the price is steep.

2. Yamaha XT 1200 Z Super Tenere
Your imperturbable chassis meets good long-distance comfort and the crispest brakes of comparison. But their weight should be smaller and the engine livelier.

3. Moto Guzzi Stelvio 1200 NTX
She is the big surprise of this comparison test. The revision has done the Guzzi really well. Despite 300 kilograms, it drives wonderfully, conveys a lot of joy.

4. Honda Varadero 1000
The six hundred pounds heavy V2-Brummer spoils with its great long-distance comfort. But the twelve-year-old basic concept urgently needs a suspension update.

5. KTM 990 Adventure
Clearly the only real Enduro in this comparison, even if it is not that much lighter than the BMW. The new aluminum cases underline the robust demands of KTM.

Technical specifications

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The 1200 GS combines the highest peak performance, real 111 hp, with the fullest torque curve over almost the entire speed range. Only the Guzzi, which is designed with a long stroke, can almost keep up. Up to 3000 rpm and at 5500 tours, the Italo-V2 even outperforms the Bayern boxer for a short time. The hole in the wavy torque curve into which the Guzzi falls at 4000 rpm is barely noticeable while driving. Only 500 revolutions of the crankshaft later, the Guzzi again pushes the second highest torque. In contrast, the KTM’s 75-degree V2 gets its impressive driving dynamics solely from the speed. Its curves remain below those of the other four up to 7000 rpm, after which it rises to the second highest peak output of 105 hp. The Honda expresses its performance in a similarly linear manner, more beefy at the bottom than the KTM, and much weaker from the 7000 mark. Measured by the largest displacement of the quintet, the Yamaha is likely to tear harder in the middle of the speed and at the top. It does almost ten percent less than promised – just 100 instead of 110 hp.

BMW R 1200 GS

engine		engine	Two-cylinder four-stroke boxer engine
injection	Ø 50 mm
coupling	Single-disc dry clutch
Bore x stroke	101.0 x 73.0 mm
Displacement	1170 cm3
compression	12.0: 1
power	81.0 kW (110 hp) at 7750 rpm
Torque	120 Nm at 6000 rpm
landing gear
frame	Load-bearing motor-gear unit
fork	Telescopic fork guided by longitudinal control arm, Ø 41 mm
Braking v./h.	Ø 305 mm / Ø 265 mm
Assistance systems	ABS, ASC
bikes	2.50 x 19; 4.00 x 17
tires	110/80 R 19; 150/70 R 17
Tires	Metzler Tourance EXP
mass and weight
wheelbase	1507 mm
Steering head angle	64.3 degrees
trailing	101 mm
Spring travel v./h.	190/200 mm
Seat height **	855/875 mm
Weight with full tank **	246 kg
Payload **	194 kg
Tank capacity / reserve	20.0 / 4.0 liters
Service intervals	10,000 km
price	13 150 euros
Price test motorcycle	16 455 euros 2
Additional costs	around 269 euros	MOTORCYCLE readings		Top speed *	215 km / h
acceleration
0-100 km / h	3.7 sec
0-140 km / h	6.1 sec
0-200 km / h	16.3 sec
Draft
60-100 km / h	3.8 sec
100-140 km / h	4.0 sec
140-180 km / h	5.4 sec
Consumption highway	5.0 liters / super
Reach country road	400 km

Honda Varadero 1000 50 Years Edition

engine		engine	Two cylinder 90 degree V engine
injection	Ø 42 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	98.0 x 66.0 mm
Displacement	996 cm3
compression	9.8: 1
power	69.0 kW (94 hp) at 7500 rpm
Torque	98 Nm at 6000 rpm
landing gear
frame	Bridge frame made of steel
fork	Telescopic fork, Ø 43 mm
Braking v./h.	Ø 296 mm / Ø 256 mm
Assistance systems	ABS composite brake
bikes	2.50 x 19; 4.00 x 17
tires	110/80 R 19; 150/70 R 17
Tires	Bridgestone Trial Wing 101/152 “E”
mass and weight
wheelbase	1555 mm
Steering head angle	62.5 degrees
trailing	110 mm
Spring travel v./h.	155/145 mm
Seat height **	850 mm
Weight with full tank **	289 kg
Payload **	188 kg
Tank capacity / reserve	25.0 / – liters
Service intervals	6000 km
price	12090 euros
Price test motorcycle	12090 euros
Additional costs	around 170 euros	MOTORCYCLE readings		Top speed *	200 km / h
acceleration
0-100 km / h	3.9 sec
0-140 km / h	7.0 sec
0-200 km / h	–
Draft
60-100 km / h	5.2 sec
100-140 km / h	5.7 sec
140-180 km / h	7.8 sec
Consumption highway	5.4 liters / normal
Reach country road	463 km

KTM 990 Adenture

engine		engine	Two-cylinder four-stroke 75 degree V engine
injection	Ø 48 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	101.0 x 62.4 mm
Displacement	1000 cm3
compression	11.5: 1
power	78.0 kW (106 hp) at 8250 rpm
Torque	100 Nm at 6750 rpm
landing gear
frame	Steel tubular frame, engine is load-bearing
fork	Upside-down fork, Ø 48 mm
Braking v./h.	Ø 300 mm / Ø 240 mm
Assistance systems	SECTION
bikes	2.15 x 21; 4.25 x 18
tires	90/90 R 21; 150/70 R 18
Tires	Pirelli Scorpion MT 90
mass and weight
wheelbase	1570 mm
Steering head angle	63.4 degrees
trailing	119 mm
Spring travel v./h.	210/210 mm
Seat height **	870 mm
Weight with full tank **	238 kg
Payload **	192 kg
Tank capacity / reserve	19.5 / 4.0 liters
Service intervals	7500 km
price	13,495 euros
Price test motorcycle	14526 Euro 3
Additional costs	around 250 euros	MOTORCYCLE readings		Top speed *	210 km / h
acceleration
0-100 km / h	3.8 sec
0-140 km / h	6.4 sec
0-200 km / h	16.9 sec
Draft
60-100 km / h	4.9 sec
100-140 km / h	4.9 sec
140-180 km / h	5.9 sec
Consumption highway	6.0 liters / super
Reach country road	325 km

Moto Guzzi Stelvio 1200 NTX

engine		engine	Two cylinder four stroke 90 degree V engine
injection	Ø 50 mm
coupling	Single-disc dry clutch
Bore x stroke	95.0 x 81.2 mm
Displacement	1151 cm3
compression	11:01 am
power	77.0 kW (105 PS) at 7250 rpm
Torque	113 Nm at 5800 rpm
landing gear
frame	Bridge frame made of steel
fork	Upside-down fork, Ø 50 mm
Braking v./h.	Ø 320 mm / Ø 282 mm
Assistance systems	SECTION
bikes	2.50 x 19; 4.25 x 17
tires	110/80 R 19; 150/70 R 17
Tires	Pirelli Scorpion Trail “H”
mass and weight
wheelbase	1535 mm
Steering head angle	63.0 degrees
trailing	125 mm
Spring travel v./h.	170/155 mm
Seat height **	850/865 mm
Weight with full tank **	290 kg
Payload **	185 kg
Tank capacity / reserve	35.0 / 4.5 liters
Service intervals	10000 km
price	15,735 euros
Price test motorcycle	15,735 euros
Additional costs	around 255 euros	MOTORCYCLE readings		Top speed *	220 km / h
acceleration
0-100 km / h	4.0 sec
0-140 km / h	7.2 sec
0-200 km / h	18.8 sec
Draft
60-100 km / h	4.3 sec
100-140 km / h	5.0 sec
140-180 km / h	6.7 sec
Consumption highway	5.7 liters / super
Reach country road	614 km

Yamaha XT 1200 Z Super Tenere

engine		engine	Two-cylinder four-stroke in-line engine
injection	Ø 46 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	98.0 x 79.5 mm
Displacement	1199 cm3
compression	11.0: 1
power	80.9 kW (110 hp) at 7250 rpm
Torque	114 Nm at 6000 rpm
landing gear
frame	Bridge frame made of steel
fork	Upside-down fork, Ø 43 mm
Braking v./h.	Ø 310 mm / Ø 282 mm
Assistance systems	ABS composite brake
bikes	2.50 x 19; 4.00 x 17
tires	110/80 R 19; 150/70 R 17
Tires	Metzeler Tourance EXP “C”
mass and weight
wheelbase	1540 mm
Steering head angle	62.0 degrees
trailing	125 mm
Spring travel v./h.	190/190 mm
Seat height **	845/870 mm
Weight with full tank **	267 kg
Payload **	203 kg
Tank capacity / reserve	22.6 / 4.2 liters
Service intervals	10000 km
price	13750 euros
Price test motorcycle	14,862 euros 4
Additional costs	around 215 euros	MOTORCYCLE readings		Top speed *	210 km / h
acceleration
0-100 km / h	3.7 sec
0-140 km / h	6.9 sec
0-200 km / h	22.6 sec
Draft
60-100 km / h	4.6 sec
100-140 km / h	5.1 sec
140-180 km / h	7.6 sec
Consumption highway	5.2 liters / super
Reach country road	435 km

* Manufacturer information, ** MOTORCYCLE measurements (weight and payload determined without case).

Final: triumph against BMW

29 photos

Pictures: Enduros up to 1200 cm³ in comparison

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44 photos

Pictures: Enduros up to 1200 cm³ in comparison

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Finale: everyday life

The BMW R 1200 GS is not only superior to the Triumph Tiger 800 XC in everyday life.

everyday life

Thanks to the flat torque curve and smooth throttle response, the smooth-running Triumph-Triple is a guarantee for stress-free driving. Regardless of the speed, the charismatic three-cylinder pulls in clean, elastic and evenly. The standard gear indicator makes sense: Which gear am I currently in? In general, the cockpit is richly equipped, with a remaining range display and a very detailed fuel gauge. Only switching between the various information levels of the on-board computer using two buttons is confusing. The on-board socket to the left of the ignition lock is ideal for a navigation system on the handlebar.

Otherwise, the easy-to-drive 800 series is particularly suitable for everyday use. For example through the easily shiftable gearbox. Or the two-stage height-adjustable driver’s seat, which also accommodates 1.90-meter people well. Smaller pilots have a harder time riding the Tiger, the knee joint is quite wide. The double headlights, in which both lights are on in every function, are positive. They shine brighter than those of the 1200 GS. The aluminum swingarm is anodized, plastic protectors shield the dip tubes of the upside-down fork from dirt. Annoying on the other hand: The shock absorber lies defenseless in the spray area of ​​the rear wheel. Naturally, the X-ring chain of the Triumph is less maintenance-intensive than the cardan of the BMW.

It’s just difficult to top the extremely good-natured GS, winner of the 2010 MOTORRAD Alpine Masters, in everyday use. Your boxer has a lot of punch that you really get on the street. The brakes anchor strongly. Their stoppers are easy to dose and regulated by a more sensitive ABS. And the BMW spring elements iron even more smoothly than those of the Triumph and offer more reserves for pillion rides. The optional off-road ESA adjusts the suspension settings in no time to the load and surface condition. As easy as it is to steer the GS, nothing for me, nothing turns it for you, if necessary on the palm of your hand. Jacking up is also an easy exercise. And the photo above is deceptive: the GS driver finds it easier to park because the BMW cases are narrower than those of the Triumph even when they are pulled out – 93 to 100 centimeters. Getting used to: the GS still carries the old BMW fittings with the annoying three turn signal switches.

Both machines offer long 10,000 maintenance intervals, a mobility guarantee only from BMW. Fully equipped, the Tiger is not a bargain either, tearing the 12,000 euro mark: it still maintains a respectful distance from the fully equipped GS at just under 17,000 euros. This is something like the VW Golf among motorcycles. Countless competitors have tried for decades to harass the top dog. They all have their justification, and yet the Bavarian-Berlin top seller is unmatched in the sum of its properties.

MOTORCYCLE rating everyday:

1st BMW R 1200 GS
Tens of thousands of owners can’t be wrong: A GS can do anything.

2. Triumph Tiger 800 XC
It is a good, versatile companion, but neither light nor cheap.

Finale: driving fun

Winner of the driving pleasure category: the BMW R 1200 GS.

Driving fun

No, the question of greater driving pleasure is not automatically answered in view of the almost 50 percent displacement advantage for the GS. In MOTORRAD 19/2009, the Triumph Street Triple R triumphed over the R 1200 GS in search of the ultimate driving pleasure. With only 675 cm³. And the Tiger Triple is based on their drive, with more stroke, new mapping and different camshafts. But the torque-oriented set-up with a reduced peak output of 95 hp took the kick from the three-cylinder. He pushes the tigers firmly. Only in the driver’s stomach – less happens. Even the roaring, hissing sound of the exhaust doesn’t tear it out. 

Because the latest boxer, with overhead camshafts, no longer sounds like a tumble dryer. But dull and sonorous, almost loud. In addition, he tears at much more brawny and faster. Well friends, now the time has come, a BMW wins an emotions rating. And as big as a house. Because the chassis of the Bavarian makes more. When it comes to straight-line stability, the equally stable Triumph can still keep up. But the GS moves even more relaxed in curves. It remains neutral at all times and is much easier to handle thanks to the wider handlebars and the crankshaft rotating across the direction of travel. Especially since it is hardly heavier with suitcases, 257 kilograms for the cardan concept disenchant the 251 kilograms of the tiger with almost 15 kilograms of heavy suitcases. The BMW drives intuitively, as if by itself. As if she knew the route. This clears your mind. For sublime landscape enjoyment or a sporty attack. Accuracy and driving pleasure are immense.

On the other hand, the more stubborn Tiger prefers to look for wide radii, she understeers. She needs to be forceful when turning, wants to be guided with an energetic hand on the handlebars. If you switch from the 1200 to the 800, you drive almost straight ahead in the first bend. The narrower tyred Triumph with its completely overdamped upside-down fork is even more sensitive to longitudinal gutters. The greater freedom of leaning and the somewhat more active seating position no longer tear it out. Even the crisper brakes of the BMW fit into the picture. It is sharply honed, without injuring, fast but not aggressive.

Thanks to its great balance, completely different natural drivers are well served with the BMW. Less experienced people enjoy the great overview and the relaxed driving experience after a short period of getting used to – coupled with this feeling of invulnerability. Experienced drivers know that there is hardly anything better on mountain roads than this BMW to drive super sports drivers crazy. Ultimately, the GS is and will remain a real adventure motorcycle thanks to its playful rideability. And a seal of approval for unmatched versatility. Sorry triumph, the bar is one floor too high.

MOTORCYCLE rating driving fun:

1st BMW R 1200 GS
Wrong: In no chapter does the GS dominate as clearly as in this one.

2. Triumph Tiger 800 XC
The stubborn turning in and the engine with little kick demystify.

Final: Touring / overall winner

Touring winner: the BMW R 1200 GS.

Touring

Not an easy task to try to beat the mother of all travel enduro bikes in her favorite discipline. And so much in advance: The Tiger doesn’t succeed against the GS either. Because sitting on the BMW is a decisive bit more upright and relaxed, simply more casual. Not that the slightly sportier posture on the Triumph is uncomfortable, but nuances are decisive here. But there are also solid arguments. For example, the bearish, casual pulling power of the boxer, which vibrates noticeably stronger “above”. In addition, the GS drives noticeably better with a pillion passenger. What its seating comfort and driving behavior mean. The BMW brakes are also better adapted to high payloads than the Triumph stoppers, which seem duller anyway – fat four-piston fixed calipers (GS) beat cheap double-piston floating calipers (Tiger).

The higher and wider BMW window shields the driver’s torso much better; What’s more, it can be adjusted without tools. Great tiger trainers are battered much more. Adjusting the shock absorber – the fork is not adjustable – requires tools on the Triumph. The GS comes a little further on a full tank. Can you be petty? The BMW on-board computer can be operated practically from the left handlebar switch. But if you want to see the clock permanently, you have to click away all other functions. With the Tiger, the clock stays on all the time. Your luggage rack is smaller, however, and luggage attachment requires more sensitivity. The GS can do that better. Your suitcases can be extended telescopically in width using the inner handle. When the pillion seat is dismantled, they provide a level shelf over 90 centimeters wide. 30 years of experience are evident in such well thought-out details. Nevertheless, the Tiger turned out really well for a new design. hats off.

MOTORCYCLE touring rating:

1st BMW R 1200 GS
The well thought-out top seller also cuts a fine figure as a tourer.

2. Triumph Tiger 800 XC
Second winner with a little less comfort and a smaller disc.

Overall winner: BMW 1200 GS

Well roared, Bavarian lion! The GS just can’t be beat. In the sum of its properties it is unmatched, its versatility already legend. Even so, the Triumph Tiger 800 XC deserves great respect. The newcomer with the extremely elastic three-cylinder offers great things for a good two thirds of the price.

Enduro

Megatest Enduros 2011

The enduro mega test part 1: travel enduros up to 800 cm³

read more

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