Six motorcycles in the Alps

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Six motorcycles in the Alps
Jahn

Six motorcycles in the Alps

Sweeping week

For an exciting week of sweeping, the MOTORRAD test team in the Alps not only collected beautiful passport photos. Six motorcycles provided plenty of driving impressions and measurements.

I’ve been an addict since my eighteenth birthday. After bends and bends, after the rhythm of artfully winding streets, after what I consider the only true form of alpine glow: Passes ride on a motorcycle. The task of testing six motorcycles for their alpine suitability was therefore a very happy relapse into old addictive behavior. For people who are like me. By the way, my esteemed colleagues are one of them, because the typical, invincible greed for curves burned in their eyes the whole time.
No wonder, as the six test machines develop almost as much seductive power as the dream roads across the Alps. Representing the large enduros, even descending directly from the mother of all large enduros, the R 80 G / S and, above all, the alpine rider’s favorite bike, the BMW R 1150 GS is tackling the first bends. The KTM Duke dances around cheekily, representing the finest version of those nimble enduros with street trimmings called supermoto motorcycles. As one of the most powerful and powerful among the 600s, the Kawasaki ZX-6R is recommended for high mountains, while the Suzuki SV 650 S as a representative of the middle class brings playful handling and problem-free drivability. More weighty, almost as weighty as the BMW, but far more powerful than this, the Triumph Sprint ST storms uphill. She drives for the sports tourer class; those motorcycles that are comparable to strong, comfortable sedans like an E-Class or a BMW of the five-series. And the Yamaha YZF-R1 goes to extremes: It delivers more power and torque than any other and, on the other hand, is only undercut in terms of weight by the Duke and the small SV 650 S. Whether these are blissful properties on the mountain and on the descent?
The clear “no” to this question came out after the first round of “plowing on the Splugen”. Two turns on the north ramp of this beautiful, but by no means difficult to take pass show not only the R1 driver, but also the other drivers very clearly: A single furious straight arrows, a single corner braked very late and maybe even driven at the limit, every doggedness nothing counts here. The rhythm is everything. And only what is good for rhythmic driving. This applies to motorcycling in general, but is particularly evident here.
In addition, special characteristics are required for rhythmic driving in the Alps, which do not have to be so pronounced in open terrain. It starts with the seating position, which has a decisive influence on how well the driver can predict the driving line through his line of sight. A front wheel-oriented, strongly crouched posture, as it is good and correct on a super sports car for normal to very fast corners, degenerates into arduous contortions in the face of a right-hand bend uphill, in neutral terms, into increased physical work.
Or can you easily manage to look back over your right shoulder while sitting on an R1 with a helmet and skin-tight suit? If so, you should become an acrobat in the Chinese National Circus. Normal people find their ideal for this exercise in a sitting position like on the R 1150 GS or the Duke, where the upper body remains upright and flexible. And because you can still live well away from this ideal, the Sprint ST and SV 650 S are also quite relaxed. The handlebar grips sit higher and further apart than on the R1; the drivers do not see themselves so restricted by their own arms on tightly standing handlebar stubs. Even the ZX-6R serves the view of the future line and the river when driving better than the R1, thanks to the almost touristy upright seating position for a super sports car.
Now the best line that is predetermined by eyes is of no use if it cannot be steered because the curve radii are too narrow. A small turning circle is indispensable in serpentines, which form a large proportion of mountain passes. Again, it is BMW and KTM with their enduro genes that set the standard here. Because they not only offer plenty of steering angle, but also keep it usable for the driver – again thanks to the seating position. In the case of the BMW, these advantages more than make up for the disadvantage of a very long wheelbase. The opposite example, the R1, prevents the steering angle from being used stress-free by protruding tank flanks, which are hit by the pilot’s wrists reaching in from above. The other three again offer a pleasant normal size, in the case of the SV 650 S even particularly pleasant, as it swings really lightly from curve to curve and remains neutral.
The ZX-6R, on the other hand, is somewhat reluctant to face the lean angle that it had so willingly initiated shortly before. The inside of the handlebars on the bend must be supported with considerable pressure, otherwise the wheel will turn and the motorcycle will straighten up. The Sprint ST, on the other hand, moves somewhat wobbly through curves that are slowly driven. A high-level, plentiful supply of fuel sloshing around in the tank causes tremors around the longitudinal axis. In addition, the Sprint ST slides heavily over the front wheel, which becomes visible on the tire after a few passes and which is why its drivers prefer to take it easy.
The load change behavior of the engine and the gear ratios, especially the overall gear ratio in first gear, are of decisive importance for the rhythm of mountain passes. And the performance? Almost doesn’t matter. If the load change jerks hard and hacking through the motorcycle at 20 km / h or less and even the most flexible engine falls out of its power range due to a long gear ratio in first gear, that bothers with 50 or 150 PS equally. Or to put it another way: When the 53 hp Duke dances through the asphalt bends with its typically short first gear and smooth transitions, the R1, which has to be choked through the bends with heavy load changes and with the use of the clutch, its 144 hp no longer help. She can only glare angrily after the Duke from Austria with her slanted eyes and threaten him with the next, longer straight. But they don’t exist here. It gets completely bitter for the model athlete when the Bavarian woman passes by, humming comfortably, turning almost on the spot and gaining speed again without using the clutch, completely calm but quickly. The fact that the SV driver with his first gear, which is also briefly translated, does not enjoy passing by for the time being, is due to the unsightly load changes with which he has to struggle. While the Triumph is able to almost compensate for its strange cornering thanks to its gentle throttle response and little play in the drive.
In terms of throttle response, there is a coalition between the modern injection systems from BMW and Triumph and the perfectly matched constant pressure carburetor from KTM. The three other motorcycles with constant pressure carburetors, the ZX-6R, the SV 650 and the R1, behave more rough in the load changes. Especially after driving for several seconds with the engine brake, for example before a downhill curve, when the slides seem to be stuck in their guides due to strong negative pressure. As the Duke shows, it doesn’t have to be.
Of course, this effect can be mitigated. The best way to do this is to brake and accelerate in good time before the curve, which is then driven through with a slight pull. The speed is regulated much more gently with the carefully applied rear brake than with hackneyed gas-to-gas-to.
But gradually the small disadvantages that have to be compensated for in some motorcycles gradually add up. Let’s summarize: A difficult overview due to a crouched sitting position is compensated for by the use of more force, a small usable steering angle due to weight shift typical of trials, rough load changes due to the use of the rear brake, and if that doesn’t work because of a first gear that is too long, the slipping clutch help. In short: the riders of these motorcycles have their hands and feet and their heads full, they are physically challenged and waste a lot of concentration potential over the course of a winding day.
Symptomatic of this are the recordings of a pass drive with the GPS device. As a selection, the results of a kilometer with a number of bends are shown on pages 38/39. Here the Duke, the “weakest” motorcycle in the field, put all of them in the sack uphill. Although it by no means reached high speeds between the bends and sometimes drove slower than the R1 or the ZX-6R in the bends. The R 1150 GS achieved the fastest time downhill, incidentally, and was only a little slower than the R1 and the ZX-6R uphill because the driver had to avoid an oncoming car in the fastest bend. The SV 650 S finished its test run at most a blink of an eye later, i.e. still in the same league. The drivers only took it much more relaxed on the Triumph, whose cornering behavior does not harmonize with a forced pace.
M.Either way, the ZX-6R and / or the R1 achieved the highest speeds in the short acceleration phases, and they are also at the forefront with the maximum braking deceleration. But all of this only to be almost as fast on the pass as an R 1150 GS driver or to meet the Duke driver every now and then at least during the cigarette breaks. Seen in this way, every maximum speed or deceleration achieved is synonymous with a high level of stress. You can do that to yourself over a kilometer without any problems. After 100 kilometers at the latest, however, you no longer play with the utmost commitment, but rather focus on the essentials – a good rhythm. And that’s sometimes a slower pace on the super athletes in the Alps.

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Six motorcycles in the Alps

Six motorcycles in the Alps
Sweeping week

Triumph Sprint ST: Big and powerful

The Sprint ST is a heavy motorcycle with a high center of gravity. Especially in downhill bends, it clearly pushes over the front wheel and thus urges prudence. The snappy brake needs a lot of feeling when metering, but is a good insurance in the mountains even when fully loaded. And the three-cylinder pampers with plenty of torque, smooth transitions in load changes and an inspiring sound.

Practical tips: Driving passes

Start slowly: you have to swing yourself into the innumerable curves of an Alpine pass. So drive smoothly, increase slowly, avoid extreme maneuvers, otherwise the driver will get nervously to the limiter instead of the enjoyment area. Look correctly: Do not look directly in front of the front wheel, but anticipate the line far ahead. It is important to stay relaxed and flexible, especially in the neck and shoulder area, because in tight bends the driver often has to look away from the current direction of travel at a right angle. Use the rear brake to control the pace: If you pull the carefully applied rear brake when cornering drives, avoids load changes in an inclined position and can fine-tune the speed.Always drive with reserves: Driving at the limit is completely out of place on passes. Only those who allow themselves reserves come home safely. Do not be distracted: Beautiful views and mountain panoramas are only enjoyed after stopping. Use as much road width as possible: Use the other side of the street in clear bends without oncoming traffic. Only believe what you can see exactly: When There is even the slightest doubt as to whether the opposite lane is clear, it is better to stay on the right. If you are already overtaking, do the right thing: saving fuel when overtaking is completely wrong. Only full acceleration guarantees short overtaking paths. Avoid slipping traps: gravel passages, rough bumps, meltwater streams, gasoline tracks and, above all, cow dung on the road are inevitable part of a mountain pass. Be careful, don’t get upset! Expect all kinds of weather: from sun to snowfall in five minutes and back again, that’s always possible in the high mountains. Take weather forecasts, but also sudden swelling clouds, strong wind and the like seriously as bad weather warnings. Brake downhill earlier: MOTORRAD measured it extra. On a gradient of 14 percent, the braking distance from 100 km / h is extended from 37.5 to 44 meters compared to the flat. Even under optimal conditions, that is a whopping 17 percent for an extremely experienced driver. Keeping cool brakes: If you constantly brake lightly on the descent, you bring your stoppers to the edge of the heat collapse. So brake as short as possible, but vigorously. Pay attention to the tires: check the tire pressure frequently. Plan enough time and money for a tire change, possibly take a spare rear tire with you. Passports are rubber eater. Expect the mistakes of others: Your own insight and ability to react help against mistakes made by others. And a considerate driving style.

Yamaha YZF-R1: Overly powerful, not very handy

The R1 doesn’t make it easy for its pilots in the mountains. An extreme seating position makes it difficult to get an overview, rough load changes, a long first gear and a relatively large turning circle keep R1 drivers busy. The top performance of the four in a row is therefore often synonymous with stress. It is always better to use its bearish pulling power. The realm of the R1 just begins beyond 80 km / h.

KTM 640 Duke II: nimble cheeky badger

Anything goes with the Duke. When he is driven by an ambitious pilot with a sporting spirit and physical exertion, the Duke from Austria puts everyone in his pocket. Razor-sharp handling, a remarkably stable chassis and a smoothly responsive engine make the Duke the first choice for anything that happens below 120 km / h. But you can even endure the robust vibrations of the 640 single-cylinder and the narrow seat.

Kawasaki ZX-6R: The barrel organ

In the high mountains, the 600er feels as if it has forgotten all its torque in the valley. High speeds as well as a lot of switching work and effort are therefore the most important prerequisites for getting along with the ZX-6R in the Alps. To do this, the driver has to persevere on the targeted line in tight turns. In terms of ergonomics and braking performance, the Kawasaki is then much more pleasant and comfortable.

Kawasaki – KTM – Suzuki

The diagram on the left clearly shows how the Duke (blue line) and the ZX-6R (green) make up for uphill time versus the SV 650 (red). The KTM drives around a second earlier through the last bend (point 3). While it doesn’t match the top speeds of the ZX-6R, the Duke is a tad faster than this. It saves time, especially when braking (2) and through early, powerful acceleration (1) on the tight line. As the measured values ​​show, the BMW and KTM, as the best mountain bikes, manage the tightest turning circles and have a very briefly translated first Corridor. The R1 is the only one that goes uphill faster than downhill because it struggled with handlebar taps at the crucial point. The diagram on the right shows the BMW (green line) in full possession of its rhythmic abilities. The differences between the highest and lowest speeds are significantly smaller than with the R1 (red). Their jagged course means a lot of stress for the driver. For only half a second (point 2)! And she would hardly have won that if the BMW hadn’t had to take the fastest bend of the test track particularly slowly because of an oncoming car (1) .BMW R 1150 GSKawasaki ZX-6RKTM 640 Duke IISuzuki SV 650 STriumph Sprint STYamaha YZF-R1Power; MOTORCYCLE measurement on the clutch 63 kW (86 PS) at 6600 rpm 81 kW (110 PS) at 12600 rpm 39 kW (53 PS) at 7000 rpm 53 kW (72 PS) at 9400 rpm 77 kW (105 PS) at 9500 rpm min106 kW (144 PS) at 10500 rpm torque, MOTORCYCLE measurement on the clutch105 Nm (10.7 mkp) at 5400 rpm64 Nm (6.5 mkp) at 10300 rpm59 Nm (6.0 mkp) at 5300 rpm61 Nm (6.2 kpm) at 7400 rpm 91 Nm (9.3 kpm) at 5300 rpm 105 Nm (10.7 mkp) at 8900 rpm Acceleration 0 to 100 km / h (in s) 3,93,14,23 , 6 3,32,9 draft 60 ?? 140 km / h (in s) 13,410,810,610,78,26,8 Maximum speed in first gear (in km / h at maximum engine speed) 82 107.6 67.7 77.7 96.8 122.8 Turning circle (in mm) 4920 66304650624063406720 Fastest time downhill / uphill (in s) * 55.7 / 54.1 54.8 / 55.5 54.9 / 54.7 56.6 / 55.956.4 / 57.0 55.9 / 55.2 maximum speed downhill / uphill (in km / h) * 97.8 / 90.4103.5 / 96.997.0 / 95.6103.3 / 93.794.3 / 93.395.2 / 103.3 maximum acceleration downhill / uphill (in m / s²) * 7.4 / 6.1 7.4 / 6.67.5 / 6.86.5 / 5.46.5 / 6.88.2 / 6.8 maximum deceleration downhill / uphill (in m / s²) * 6.1 / 7.27.7 / 8.17.5 / 8.06.0 / 7.15.7 / 8.46.6 / 7.5 * determined with Tellert GPS during the test drives

Suzuki SV 650 S: upper class driving pleasure

The reasonably priced middle class actually makes driving fun in the upper class. The power of the 650 V2 can be used effectively thanks to an optimally short gear ratio, and its problem-free handling allows the driver to work carefree. Powerful load changes and the fork that is too soft can hardly spoil the positive impression. And the braking force that the ME Z4 front tire transmits is awesome

BMW R 1150 GS: rhythm machine

The big, heavy, Bavarian cave animal moves in the hot rhythm of the alpine roads at least as sexy as a samba dancer from Rio. The technical background for sensual pleasure is a relaxing seating position, a powerful motor with impeccable load change behavior, an optimally stepped gearbox and a tight turning circle. It’s no wonder that so many R 1150 GS romp around in the Alps.

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