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Fisherman
23 photos
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Mid-range travel enduros from Suzuki, Honda and BMW in a comparison test.
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Procedure? No, U 98 is only made of paper mache – for the next carnival in Goldisthal, in the middle of the beautiful motorcycle area of the Thuringian Forest.
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Platypus. Only the 2010 special model “30 Years GS” is that colorful. The clumsily attached brake fluid expansion tank is annoying in view. Hand guards and on-board computers cost extra.
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The fittings of the BMW.
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BMW F 650 GS.
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As is typical of BMW, the luggage system is designed to be stable and clever as a unit with the motorcycle. All three containers can be pulled out using telescopic technology. The width is 93 or 105 centimeters. Total weight: 18 kilos.
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Suzuki V-Strom 650, Honda Transalp and BMW F 650 GS.
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Exhilaration: ski jumps in Oberhof.
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High seat: with a view somewhere.
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Honda Transalp: personified comfort. Characterized by an organic design and neat two-tone paint with the brand-typical golden rims and the only wire-spoke wheels of the trio. The navigation system costs extra.
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The fittings of the Transalp.
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Honda Transalp.
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The seven-kilogram suitcase is beautifully narrow (86 cm) and nestles close to the rear. But you can’t hold a full-face helmet, the right suitcase barely works as a lunch box. For this, an additional 703 euros is steep.
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Beautiful is different. Could mean the man at the spray can, but applies here to “Ketten-Krader” without a main stand.
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Picturesque even without steam engines: the Rennsteig train station. More than worth a detour: the vehicle museum in Suhl, home of Simson and AWO.
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A dream in gray and white: the four-star hotel “Schieferhof” in Neuhaus am Rennsteig. Stylish yet affordable.
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Trans sports. Suzuki‘s V-Strom feels really grown up. The feeling of space goes with you. Good and cheap suitcases leave room under the keel. Relocated completely unprotected: the front manifold.
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The fittings Suzuki V-Strom 650.
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Suzuki V-Strom 650.
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The three luggage compartments from Hepco and Becker together weigh 12.7 kilograms. They are well thought out, spacious and robust. However, they lift the total width to an outrageously fat 1.13 meters – a negative record.
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Honda Transalp, Suzuki V-Strom 650 and BMW F 650 GS.
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The enduros are also at home away from the road.
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BMW F 650 GS, Suzuki V-Strom 650 and Honda Transalp.
Comparison test: mid-range travel enduros
Enduros from Suzuki, Honda and BMW
Together with the modernized Suzuki V-Strom 650, a trio of faithful, good-natured everyday motorcycles meet. They are beginner-friendly and suitable for travel, strong enough and reasonably priced. Curtain up for the tour test in the Thuringian Forest.
The sky is as white and blue as the Bavarian state coat of arms that we have just left behind. “Welcome to Thuringia”, it says on large signs, “in the green heart of Germany.” The sun shines golden yellow somewhere between late summer and early autumn. At the beginning of September, the start of potentially the most beautiful motorcycle month. The three two-cylinder engines purr contentedly, we drivers look forward to everything that comes our way. Even if someone has apparently proclaimed the “International Day of Road Narrowing”. We don’t care about the many construction sites during the journey when looking for the Thuringian woodruff.
No, not the plant, but the best of the medium-sized travel enduros. Whereby BMW F 650 GS, Honda Transalp and Suzuki V-Strom 650 interpret the term “Enduro” quite broadly: 19-inch front wheels, poorly executed or missing (Suzuki) engine protection and road-oriented tires indicate more asphalt than the direction of travel. After all, the three reasonably wide handlebars are well at hand. You will encounter moderate suspension travel and bench seats that can be climbed without contortion. They are compact, uncomplicated machines, balanced and not too heavy. With high suitability for everyday use, with moderate adventure and off-road skills.
The BMW, piloted by MOTORRAD graphic artist Gerd Mayer, actually has 798 cubic meters. It is an economy version of the F 800 GS, more or less a “basic” version. The deeply stacked name should emphasize the suitability for beginners and the grandiose success of the blessed single-cylinder F. Summon 650 GS.
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Comparison test: mid-range travel enduros
Enduros from Suzuki, Honda and BMW
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BMW F 650 GS, Suzuki V-Strom 650 and Honda Transalp.
Such adjustment options are in short supply at BMW and Honda. The wind blows harder on their shoulders and neck. Only on the F 650 GS are the knees full of air. On the other hand, the comfort in the pronounced, comfortable seat of the Suzuki is totally suitable for long journeys. The gently rounded, also large Honda seat is also extremely comfortable. Eating kilometers for hours is pure pleasure on the two Japanese.
Gerd feels very differently on the F 650 GS. On the monotonous highway, it tweaks and tweaks in the butt after about an hour. The BMW seating is simply harder and narrower and has a more angular contour. In spite of the compensating cone, there are also quite hard vibrations from the Rotax series win. They are annoying in the long run when releasing the gas and at high revs, beyond 130 km / h.
It is a shame that this 2010 special model “30 years GS” can no longer be ordered. The exclusive paintwork in alpine white with three-tone decor in the historical BMW Motorsport colors and red seat give the otherwise emphatically upright model a lively note.
BMW and Suzuki have no trouble escaping the Honda for a short time on the open road: the Transalp does not manage 180 km / h, the wind pounds loudly on the helmet. Because of the large top cases, BMW and Suzi commute more or less hard in full touring gear from 160 km / h. The piled-up ballast at the rear makes them more susceptible to longitudinal grooves and vortices from overtaken trucks at top speed.
So rather drive country roads. Get off the track and enjoy yourself. Finally a smooth curve. The machines tip over, the mood rises. East upswing: Immaculate, fairly new asphalt climbs up the mountain ranges. Tobi is blown away, spurs the tranny. Full of driving fun on this side of Africa, with well under 100 hp. Tobi doesn’t even have to let go of the 60 horses of the cozy Honda off the leash. For what good – between rapidly successive curves?
It is better to consciously inhale the aromatic air soaked in essential oils. Or listen to the hammering from the Honda airbox and the cozy V2 thumping from the exhaust, which cut the silence. The tranny comes out of her hooves jaggedly. It hangs on the gas directly and spontaneously. Click, click, click, your left foot steps through the best of the three gears.
The Honda, which was built in Italy, played over its less elastic engine. He gets tired earlier, but still needs at least 3000 tours in the upper of the only five gears to run properly. In return, you get the good feeling that this gently pulsating V2 is built to last forever. Tobias particularly appreciates that. In 25 years around 200,000 transalps came on Europe’s roads, almost 37,000 of them in Germany. Tens of thousands of them are still running and are simply indestructible.
In the thicket of curves of the dark fir, “Frau Strom” comes out as a real source of voltage. Especially her V2 electrifies. Completely soft and ultra-direct, it answers every tiny burst of gas. The combination of powerful acceleration from the lower rev range and turbine-like free revving turns on. Easy to turn, but not hungry for speed. An engine for everyone, beginners and veterans. Its measured 71 PS feels like more. It’s great how little this fantastic drive vibrates. The V-Twin whispers extremely quietly from the now slimmer end pot. It prottelt thinly from cheap – like the Transalp – black painted sheet steel. The V-Strom lacks a full V-impact. Advantage or disadvantage?
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High seat: with a view somewhere.
Well, the BMW sounds much more dull and robust from its exclusive stainless steel exhaust system (!). Almost like a hot boxer. A feat, with the same technical and acoustical conditions: parallel twin and large boxer siblings from BMW are united by the uniform ignition interval of 360 degrees. The in-line engine fits perfectly into the product portfolio. And the bearish start keeps what the sound promises. The BMW pushes powerfully, gaining speed fastest in sixth gear. And that in spite of the far too long overall translation taken over from the 800 siblings. In theory, the real 74 hp “650” could run 237 things with it. Open the gas, close the gas, the drive train can handle it without any noteworthy load change reactions. Only when it is in push mode does the 800 double-breasted suit accelerate a bit harder than the two V-engines.
A look at the optional on-board computer, which shows the average consumption exactly, compensates for this. The in-line twin burns only four liters of fuel over 100 kilometers of country roads that are carefully approached. The brilliant V-Strom-V2 is even more economical. He is content with a sensational 3.6 liters, the 4.7 liters of the Transalp seem downright thirsty. Especially since the Honda has to refuel because of its small 17-liter tank. In any case, it already announces this after a good eleven liters of fuel – with an initially confused and then wildly flashing bar display. That makes Tobi nervous at an early stage. How are you supposed to savor the calculated 372 kilometers of range?
The Suzuki also gives away part of its exorbitant operating range (theoretically 555 kilometers!) Due to its reserve indicator flashing far too early. You could make it from Stuttgart to Thuringia in one go. After all, the F 650 GS could cover a distance of 400 kilometers with the small 16 liter tank without luggage. With her, the fuel is bunkered in the frame triangle. The filler neck is to the right of the seat, always easily accessible. Okay, agreed, refueling, pee and cigarette break. Time for an original Thuringian grilled sausage, as it should be. And for a tasty solyanka soup, sour and hot. Go on freshly strengthened. And how. The road constantly crosses the famous Rennsteig hiking trail on the ridge of the Thuringian Forest. Up, down, left, right. There are reasons why motorcyclists are here in droves.
We meet Bernd and Wolfgang from Bonn at the rustic and picturesque hotel “Schmucke”. You are on the road with a Triumph Street Triple R and BMW R 1100 R – almost too much steam for this area. “You have the Eifel at your doorstep and are you going to Thuringia?” “Yes, of course,” replies Wolfgang, “the prices are lower here and the road surfaces are better.” We continue, scrutinizing the chassis. What the entire trio has in common: the foolproof driving behavior. No righting moment when braking in an inclined position, no pronounced sensitivity to longitudinal grooves or channels. Only the Honda reacts a bit more sensitively; on pitted roads it sometimes leaves the targeted course. It then drives more wobbly, requires sensitive corrections.
On a good surface, the Transalp sticks out into the thicket of corners with the usual good-naturedness on the narrowest tires of the trio. Not overly agile, even the least handy. It conveys tranquility, stands for rather contemplative motorcycle hiking. Traveling instead of racing, watching and enjoying instead of gassing enthusiastically. The Honda looks a bit rear-heavy. This effect increases significantly with a comfortably accommodated passenger. Unfortunately, the accessibility of the shock absorber is a bad joke: you have to remove it to preload.
An easy-to-use rotary knob is required, just like with BMW and Suzuki! In addition, the Transalp shock absorber is quite overdamped and rebounds too slowly. So the stern sags a lot. It hops around insensitively in the progressive area. A remedy is to fully open the damping adjustment. But you need an extra long screwdriver. You are guaranteed not to have it with you when traveling. Honda’s simple, steel swingarm leaves room for improvement. “Easy to repair in the Congo”, Tobi would object. Just like the steel frame and the only wire spoke instead of cast rims in this field. But what speaks against nicely made chain tensioners, cardan shafts or at least standard main stands? All three of them can be paid extra for the necessary chain maintenance.
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Beautiful is different. Could mean the man at the spray can, but applies here to “Ketten-Krader” without a main stand.
Once again the Suzuki turns out to be a lively jumping field. Very handy, it takes the curves under the wheels, drives circles around big bikes. Under two conditions: On the one hand, you have to fully pre-tension the shock absorber (using the practical rotary knob) to improve your balance and put more load on the front wheel the Simson city of Suhl. Otherwise you can feel the extra kilos at the rear quite clearly. Because then the busiest handling of the trio is no longer as light-footed as the BMW rolls with luggage nimble.
The aluminum bridge frame of the Suzuki is stable and valuable. And their tires are worth a look. Like the Honda, Ms. Strom also wears Japanese Bridgestone Trail Wings 101 and 152. Only in the front in the special code “J”, in the back in “F”. And not only do they differ significantly from the base inside. The Suzuki tires have less negative profile, which makes them look even less rough. As a result, they offer more ride comfort, roll more quietly, and aim even more in the direction of the road than the beefier-looking Trail Wings of the Transalp. And – important on the return trip – Suzi’s special tires convey a lot of trust even on flooded roads. But in the long term, the Battle Wing will replace the Trail Wings at Bridgestone; Mixed tires are possible.
When the case and top case are mounted, the BMW is even more manageable than the Suzuki. And in contrast to V-Strom and Transalp, the F 650 GS does not show any handlebar flutter when you take your hands off the handlebars between 60 and 80 km / h. BMW can build chassis. In this case with a steel tubular space frame. “Flawless”, a Thuringian would probably say. This also applies to the almost razor-sharp steering precision of the mid-size GS. Wherever you look, she goes. Perhaps also thanks to the tires: Metzeler Tourance EXP.
The BMW is the most relaxed about bumps in the slope, staying neutral and almost steadfastly on course. She has more of a problem with the front hoof. The 300 single disc brake decelerates well. But only if you pull the lever with a lot of force. That fits in with the two blacksmiths who work their workpieces on the anvil on the open day in the “Neue Hutte”, in front of the gates of the fine half-timbered town of Schmalkalden.
The two three-piston stoppers anchor in the Honda front wheel, which can be dosed much more precisely, even by fine female hands. Simply wonderfully transparent. The middle piston at the front left is activated solely by stepping on the brake pedal. A clear improvement over the previous model is the more sensitive Bosch ABS of the new V-Strom. Despite the simple double-piston floating calipers, the entire braking system now feels a lot crisper.
ABS and many other goodies cost extra at BMW, driving the price of the supposed “entry-level model” easily to over 10,000 euros. This mark also rips the Honda into that specification. You can get used to the gear indicators from BMW (extra charge) and Suzuki (standard). As usual, Suzuki has the cheapest offer in its class. The Honda sparsely informs its captain. Two tripmasters and cooling water temperature, that’s it. The on-board computer of the F 650 GS, on the other hand, offers information on average consumption and speed, current consumption and even a stopwatch. Logically, everything for an extra charge.
The analog speedometer of the BMW is less readable than the digital displays of Honda and Suzuki because of the clumsy needle. All three report the speed in the classic way using a round instrument. The trio takes beginner-friendliness seriously. Literally in the form of lower or higher accessory seats, with the BMW even plus a lowering kit. Also with 34 hp options.
How easy it is to control these three buddies on two wheels is demonstrated by a detour on gravel roads. If you drive on cleared country lanes here, the forester greets you in a friendly manner, in southern Germany he would have looked at best punishing. Gentle use of power hardly lets the rear wheels break out, the 19-inch front wheels lead well. And when you turn around in front of the prohibition signs that come after all, all three make it pretty easy for you through small turning circles. Anyone who wants to experience anew how enriching motorcycling can be – three days in the Thuringian Forest on board these fine motorcycles serve as a real adventure. They are like good friends, just there, go along with everything. Modest and unapologetic. Woodruff are all three, the test winner is the new Suzuki V-Strom 650. Congratulations.
MOTORCYCLE scoring / test result
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Suzuki V-Strom 650.
engine
David defeats Goliath: The 650s-
Suzuki shines over the 800 BMW. Why? The F 650 GS pulls through the best, but its too long gear ratio prevents the bag from closing. In addition, the F vibrates the most. The V-Strom depends more directly on the gas, is very easy to turn, accelerates a little better. The Honda transmission is great, the manual clutch power is higher.
Winner engine: Suzuki
landing gear
The F 650 GS and V-Strom 650 are easy to handle like a bicycle. The 800 remains on course in the most neutral and stable manner in curves, and circles particularly precisely around the curves. Your suspension elements offer the most feedback and reserves. This is what the Transalp strut lacks. The Honda would need more adjustment options on the chassis. Praiseworthy: the adjustable Suzuki fork.
Chassis winner: BMW
everyday life
Advantage Suzuki: The low-budget tourer offers the best seating comfort and wind protection plus a gigantic range. Only the payload should be larger. Only the BMW saddles an immense 221 kilograms. But then with a comfort bench, please. The Transalp is somewhat sparsely equipped; your cockpit only shows the most necessary information. Unfortunately, Honda’s “muesli motorcycle” does not list any of the eleven criteria.
Winner everyday: Suzuki
security
The Honda brakes set new records. Easy to dose, firm to the bite and operated in combination. The Suzuki offers the greatest ground clearance due to the lack of engine protection. It is rare for a BMW to fail in the “Safety” chapter – the F 650 GS does it.
Safety winner: Honda
costs
BMW and Suzuki are economical. And equipped with a mobility guarantee. Only the F 650 GS has 10,000 maintenance intervals.
Winner costs: BMW
Price-performance
Dream grade 1.1 for the renovated V-Strom. That is the best value at MOTORRAD. Wow!
Price-performance winner: Suzuki
| Max points | BMW | Honda | Suzuki | Overall rating | 1000 | 650 | 604 | 659 |
| placement | 2. | 3. | 1. | Price-performance note | 1.0 | 1.4 | 1.9 | 1.1 |
MOTORCYCLE test result
1. Suzuki V-Strom 650
A deserved winner: fully suitable for touring, with great seating comfort and good wind protection. In addition, Suzi carefree ennobles an inspiring V2, fiery and economical.
2. BMW F 650 GS
Active and fast, even the supposed beginner twin will enjoy driving. The seating comfort is moderate. And well equipped (ABS as an extra!), The price is typically steep for BMW.
3. Honda Transalp
As a reliable companion, the Transalp is convincing all round. With spoked wheels and an indestructible V2, it is a case for traditionalists. In need of improvement: consumption and shock absorber.
Technical specifications
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The enduros are also at home away from the road.
| BMW F 650 GS | engine |
| design type | Two-cylinder four-stroke in-line engine | injection | Ø 46 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 82.0 x 75.6 mm |
| Displacement | 798 cm3 | compression | 12.0: 1 |
| power | 52.0 kW (71 hp) at 7000 rpm | Torque | 75 Nm at 4500 rpm |
| landing gear | frame | Steel tubular frame, engine is load-bearing |
| fork | Telescopic fork, Ø 43 mm | Brakes v / h | Ø 300 mm / Ø 265 mm |
| Assistance systems | SECTION | bikes | 2.50 x 19; 3.00 x 17 |
| tires | 110 / 80R 19; 140 / 80R 17 | Tires | Metzeler Tourance EXP |
| mass and weight | wheelbase | 1575 mm |
| Steering head angle | 64.5 degrees | trailing | 97 mm |
| Suspension travel v / h | 180/170 mm | Seat height ** | 830 mm |
| Weight with full tank ** | 215 kg | Payload 1 | 221 kg |
| Tank capacity / reserve | 16.0 liters | Service intervals | 10,000 km |
| price | 8050 euros *** | Price test motorcycle | 10615 euros **** |
| Additional costs | around 269 euros | MOTORCYCLE readings |
| Top speed * | 189 km / h | acceleration |
| 0-100 km / h | 4.3 sec | 0-140 km / h | 8.2 sec |
| Draft | 60-100 | 5.0 sec |
| 100-140 km / h | 6.3 sec | 140-180 km / h | 10.0 sec |
| consumption | Consumption highway | 4.0 liters / normal |
| Reach country road | 400 km |
| Honda Transalp | engine |
| design type | Two cylinder four stroke 52 degree V engine | injection | Ø 40 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 81.0 x 66.0 mm |
| Displacement | 680 cm3 | compression | 10:01 |
| power | 44.1 kW (60 hp) at 7750 rpm | Torque | 60 Nm at 6000 rpm |
| landing gear | frame | Single-loop frame made of steel |
| fork | Telescopic fork, Ø 41 mm | Brakes v / h | Ø 256 mm / Ø 240 mm |
| Assistance systems | Partly integral braking system with ABS | bikes | 2.15 x 19; 3.50 x 17 |
| tires | 100/90 19; 130/80 17 | Tires | Bridgestone Trial Wing 101/152 |
| mass and weight | wheelbase | 1515 mm |
| Steering head angle | 61.9 degrees | trailing | 106 mm |
| Suspension travel v / h | 177/173 mm | Seat height ** | 830 mm |
| Weight with full tank ** | 230 kg | Payload 1 | 189 kg |
| Tank capacity / reserve | 17.5 / 3.0 liters | Service intervals | 6000 km |
| price | 8390 euros | Price test motorcycle | 10563 euros ***** |
| Additional costs | around 170 euros | MOTORCYCLE readings |
| Top speed * | 172 km / h | acceleration |
| 0-100 km / h | 5.1 sec | 0-140 km / h | 10.0 sec |
| Draft | 60-100 | 5.6 sec |
| 100-140 km / h | 6.8 sec | 140-180 km / h | – |
| consumption | Consumption highway | 4.7 liters / normal |
| Reach country road | 372 km |
| Suzuki V-Strom 650 | engine |
| design type | Two cylinder four stroke 90 degree V engine | injection | Ø 39 mm |
| coupling | Multi-disc oil bath clutch | Bore x stroke | 81.0 x 62.6 mm |
| Displacement | 645 cm3 | compression | 11.2: 1 |
| power | 51.0 kW (69 hp) at 8800 rpm | Torque | 60 Nm at 6400 rpm |
| landing gear | frame | Bridge frame made of aluminum |
| fork | Telescopic fork, Ø 43 mm | Brakes v / h | Ø 310 mm / Ø 260 mm |
| Assistance systems | SECTION | bikes | 2.5 x 19; 4.0 x 17 |
| tires | 110 / 80R 19; 150 / 70R 17 | Tires | Bridgestone Trial Wing 101 “J”, 152 “F” |
| mass and weight | wheelbase | 1560 mm |
| Steering head angle | 64.0 degrees | trailing | 110 mm |
| Suspension travel v / h | 150/150 mm | Seat height ** | 850 mm |
| Weight with full tank ** | 232 kg | Payload 1 | 183 kg |
| Tank capacity / reserve | 20.0 liters | Service intervals | 6000 km |
| price | 8390 euros | Price test motorcycle | 9260 euros ****** |
| Additional costs | around 190 euros | MOTORCYCLE readings |
| Top speed * | 185 km / h | acceleration |
| 0-100 km / h | 4.2 sec | 0-140 km / h | 8.6 sec |
| Draft | 60-100 | 5.4 sec |
| 100-140 km / h | 6.8 sec | 140-180 km / h | – |
| consumption | Consumption highway | 3.6 liters / normal |
| Reach country road | 556 km |
* Manufacturer information; ** MOTORCYCLE measurements; *** in the test: anniversary model “30 years GS” at 8440 euros (price 2010); **** incl. ABS 710 euros, heated grips 195 euros, on-board computer 145 euros, main stand 120 euros, LED indicators (95 euros), TPMS tire pressure monitor (205 euros), case holder 190 euros, case left / right. (500 euros), case key lock (35 euros), adapter plate topcase (85 euros), Variotopcase (285 euros); ***** incl. Case system (703 euros), main stand (291 euros) and heated grips (239 euros), navigation system (940 euros); ****** including main stand (229.95 euros), case set (440 euros) and topcase (200 euros)
Equipment list
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Exhilaration: ski jumps in Oberhof.
| F 650 GS | Honda Transalp * | Suzuki V-Strom 650 | SECTION | 710 euros | • | • |
| Case system | from 715 euros | 703 euros | 441 euros | Capacity per case (l./r.) | 29/38 liters | 29/24 liters | 32/35 liters |
| Topcase / volume | 285 euros / 32 liters | 339 euros / 45 liters | 200 euros / 48 liters | Hand protectors | 40 euros | • | 59.95 euros |
| Luggage rack small / large | 85 euros | • | • | Luggage hook | • | • | • |
| Width-adjustable brake / clutch levers | • / • | – | – | Touring screen / adjustable | 175 euros / – | 139 euros / – | 129.95 euros |
| Aluminum engine protection | 210 euros | – | 249.95 euros | Engine protection bar | 250 euro | – | 119.95 euros |
| Main stand | 120 euros | 291 euros | 229.95 euros | Second trip odometer | • | • | • |
| Board computer | 145 euros | – | – | Consumption display | – | • |
| Fuel gauge | • | • | Gear indicator | – | • |
| Tire pressure control display | 205 euros | – | – | Oil level indicator | Dipstick | Dipstick | Sight glass |
| Ambient temperature display | • | – | • | Heated grips | 195 euros | 239 euros | 299.95 euros |
| Board socket | • | 91 euros | – | Time clock | • | • | • |
| Immobilizer | • / • | • / • | • / • |
• standard equipment; * Comfort package an additional 700 euros including: 45 liter top case, touring screen, heated grips, main stand
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