Menus
- Perfect equipment on two wheels
- BMW R 1200 RT babbles and bubbles
- All three motors slide nicely from below
- Yamaha FJR 1300 AE is not a handling miracle
- Triumph and BMW more economical than Yamaha
- BMW automatic gearshift is a special treat
- Chassis in solo and pillion operation
- Active and comfortable on the BMW R 1200 RT
- Data and measured values BMW R 1200 RT
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Data / measured values Triumph Trophy 1200 SE
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Data / measured values Yamaha FJR 1300 AE
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Equipment in detail
- cockpit
- Engine / chassis
- ergonomics
- Luggage
- Furnishing
- security
- Performance measurement
- BMW R 1200 RT engine concept
- Triumph Trophy 1200 SE engine concept
- Yamaha FJR 1300 AE engine concept
- MOTORCYCLE points evaluation and conclusion
- engine
- landing gear
- everyday life
- security
- costs
- Overall rating
- Conclusion
- Pre-Pyrenees tips and information
Bilski
51 photos
Bilski
1/51
We have chosen a very special location for the top tourer comparison test.
Bilski
2/51
The Gorges de Galamus are a gorge several hundred meters deep and only one kilometer long. Amazement guaranteed. This deeply indented, damn narrow north-south passage was cut and milled out of the stone by the wild waters of the turquoise-green Agly river.
Bilski
3/51
"This is one of the best areas for motorcycling in Europe", wrote the English colleagues of the "Bike"-Magazine, "with exceptional scenery, excellent bends and empty roads." You haven’t exaggerated.
Bilski
4/51
BMW’s new, water-cooled travel tourer R 1200 RT demands revenge.
Bilski
5/51
The front wheel of the Yamaha FJR 1300 AE.
Bilski
6/51
Own: case narrow, tank and seat wide – tribute to the four-cylinder.
Bilski
7/51
The Japanese four-cylinder car has had many loyal fans since 2001. The current AE version with 146 hp combines electronically adjustable chassis and conventional clutch.
Bilski
8/51
Power pack from the engine of the Yamaha FJR 1300 AE is a stunner, pushes hard. Like a kind grandfather who can get angry if necessary.
Bilski
9/51
FJR – three letters, four cylinders and an announcement: touring with confidence and dynamism.
Bilski
10/51
It means learning: The Pyrenees are also Catalan on the northeast side of the high mountains, i.e. on the French side.
Bilski
11/51
The Catalan road builders apparently did not know the term “straight”, preferring to line up curve after curve.
Bilski
12/51
“The Pyrenees (…) are gently curved, the sharp ridge is rare here, and all the peaks are round.” (Kurt Tucholsky, “A book on the Pyrenees.”")
Bilski
13/51
Such a sight does not come up every day.
Bilski
14/51
Even with a pillion passenger, the Trophy is particularly balanced and homogeneous and conveys a lot of trust. On the plush, large seating furniture, a passenger feels as safe as in Abraham’s lap.
Bilski
15/51
Clear structure with easy-to-read tachometer and digital speedometer. The on-board computer reserves the display field on the right. Practical knobs for headlight range adjustment.
Bilski
16/51
Good in itself. But the rocker switch for the cruise control takes up a lot of space, while there is no separate one for adjusting the windows.
Bilski
17/51
Target parade. When fully powered up, the differences become obvious: the optional XXL touring screen of the Trophy makes even the large windshield of the RT appear small, the more delicate acrylic glass of the FJR anyway.
Bilski
18/51
Oh yeah! The Gorges de Galamus are an experience.
Bilski
19/51
Well worth a 1000 kilometer journey for a 1000 meter gorge?
Bilski
20/51
Circles between the rock face and the boundary wall leading to the abyss is what the Gorges de Galamus say. The D 7 road is really tough…
Bilski
21/51
Sycamore trees shape the pre-Pyrenees. But also pine and cypress trees, bathed in magical, golden light.
Bilski
22/51
In the pillion step, the ground clearance increases, the drives
Yamsel as good as solo.
Bilski
23/51
From the 4000 mark, noticeable vibrations creep into the footrests and handles when driving at constant speed, and the bubble-shaped 25-liter tank tingles. He gave the 1300s the nickname “Buckeltourer”. Nevertheless, a sixth gear could not harm the FJR – for further spreading and speed reduction.
Bilski
24/51
The FJR steps out of line with its two-armed swing arm and silencers on both sides.
Bilski
25/51
The headers of the Yamaha FJR 1300 AE.
Bilski
26/51
The Yamaha FJR 1300 AE is equipped with a four-cylinder four-stroke in-line engine.
Bilski
27/51
The British travel giant easily gives in, remains good-natured and predictable in an inclined position. The trophy circles the most angled curves at Trevillach nimbly and precisely, with great precision.
Bilski
28/51
Similar concept as the RT: powerful cardan single-sided swing arm with torque support on the left.
Bilski
29/51
The exhaust of the Triumph Trophy 1200 SE.
Bilski
30/51
BMW’s electrically operated “Dynamic-ESA”, copied by Triumph, couples three levels of the spring base (solo, solo with luggage, pillion passenger) with three damper settings (soft, normal and hard). Makes nine useful combinations.
Bilski
31/51
The two-cylinder four-stroke box engine of the BMW R 1200 RT.
Bilski
32/51
The mighty exhaust pipe is on the right.
Bilski
33/51
The single-sided swing arm is now on the left for the water boxer.
Bilski
34/51
The front wheel of the BMW R 1200 RT.
Bilski
35/51
Turn and press: the handwheel (“multicontroller”) controls the most important functions including the navigation system, the thumb reaches all the switches.
Bilski
36/51
The speedometer and tachometer are far apart under reflective glass. The brilliant color display serves up loads of information. Optional navigation system perfectly integrated.
Bilski
37/51
Great: slim waist, perfect suitcase, sophisticated disguise.
Bilski
38/51
Covering, frame, chassis, seats, drive – everything new on the RT. The 125 hp boxer twin has significantly more flywheel mass than the standard GS.
Bilski
39/51
While Yamaha and Triumph are theoretically translated to 270 and 275, respectively, the RT leaves it to be more appropriate with a maximum of 230 km / h. This coordination makes the economical and beefy boxer particularly lively and powerful.
Bilski
40/51
The passes of the Pyrenees remain taboo, closed to snow. But the foreland winds up to 1000 meters.
Bilski
41/51
The landscape looks very idyllic.
Bilski
42/51
The Triumph Trophy 1200 SE.
Bilski
43/51
Big and bulky: you have to take your hand off the handlebars to operate important functions. The menu navigation of the on-board computer takes getting used to.
Bilski
44/51
The manifold of the Triumph Trophy 1200 SE.
Bilski
45/51
Round clocks with thin needles and a dominant thick border. Here, too, there is a multi-course information board menu – right up to the tire pressure. Unsightly tangled cables on the handlebars.
Bilski
46/51
Plush: the most comfortable seats, XXL cladding, divining rods.
Bilski
47/51
Dimensions and weight make the 135 hp triple tourer an imposing appearance. Its ride, suspension and seating comfort have been setting standards since the beginning of the 2013 season.
Bilski
48/51
The Yamaha looks more delicate and compact than the two more expansive Eurocrats. In fact, it weighs a whopping 306 kilograms.
Bilski
49/51
Simply huge, the Triumph, a real chunk when pushing and maneuvering. It looks extremely heavy because of the high center of gravity when lifting it vertically.
Bilski
50/51
Stopping and studying the map, an anachronism in the age of GPS? Hardly if the panorama is as beautiful as in Mosset.
Bilski
51/51
After 91 years of boxer history and 36 years of RT tradition, the cylinders / heads are now bathed in water for the first time. In the thermally balanced water boxer, more efficient intake paths from top to bottom with large size 52 throttle valves and the compression increased to 12.5: 1 promote performance.
BMW R 1200 RT, Triumph Trophy 1200 SE and Yamaha FJR 1300 AE in the test
Perfect equipment on two wheels
With three feel-good tourers out and about in the picturesque Pre-Pyrenees: BMW R 1200 RT, Triumph Trophy 1200 SE and Yamaha FJR 1300 AE. Blessed with perfect equipment on two wheels, electronically adjustable undercarriages and characteristic engines, fired by two, three or four cylinders. Farewell to wanderlust!
A.In the beginning there was a photo in the British “Bike” magazine. It shows a motorcycle circling curve after curve amid bold rock overhangs. Mountain range on the right within reach, boundary wall on the left. “This is one of the best areas for motorcycling in Europe,” wrote the English colleagues, “with an extraordinary landscape, excellent bends and empty roads.” They were not exaggerating. The Gorges de Galamus are a gorge several hundred meters deep and only one kilometer long. Amazement guaranteed. This deeply indented, damn narrow north-south passage has been cut and milled out of the stone by the wild waters of the turquoise-green Agly river.
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BMW R 1200 RT, Triumph Trophy 1200 SE and Yamaha FJR 1300 AE in the test
Perfect equipment on two wheels
R 1200 RT revenge. The evergreen Yamaha FJR 1300 competes with a fine, powerful four-cylinder. Here in the latest AE version with electro-hydraulically adjustable spring elements. These are now standard in the illustrious group of top tourers. Likewise cardan (logical), electrically adjustable windows (a matter of honor) and height-adjustable driver’s seats (that’s better). In addition, of course, suitcases, ABS and ride-by-wire for the sensitive control of the cruise control and traction controls. Plus extensive on-board computer as an entertainment program. The two Europeans also heat their butts for extra euros. The full feel-good program.
BMW R 1200 RT babbles and bubbles
The BMW R 1200 RT is the only one with its traditional drive concept that is clearly visible on the outside. After 91 years of boxer history and 36 years of RT tradition, the cylinders / heads are now bathed in water for the first time. In the thermally balanced water boxer, the more efficient intake paths from top to bottom with large 52 throttle valves and the compression increased to 12.5: 1 promote performance. 125 hp is 15 more than with an air-cooled engine. The Berlin Flat Twin starts creaking. Double-sided roller timing chains, intermediate shafts to drive the four camshafts and rocker arms above the four valves each make mechanical noises.
The babbling boxer bubbling from the fat exhaust sounds acoustically more discreet with the BMW R 1200 RT than with the R 1200 GS. Compared to the standard GS, the lengthwise crankshaft received an additional 950 grams of flywheel, the rotor of the 540 watt alternator 250 grams. Noticeable even when standing: with every twitch of the electric throttle, the load tilts from the middle position first to the right and then back to the left.
A full, familiar “Kalonk” accompanies the shift into first gear. So do Triumph and Yamaha. The FJR row quad runs sonorous, muffled and extremely even. Understatement as a sign of true potency.
Triumphs Triple lifts the engine speed at a cold start (oops, we probably stood by the gorge for a while) as if in blissful Kawa choke times for many seconds up to 2500. The hissing 1215 cubic three-cylinder grumbles when rolling out of the triangular silencer. Get off the parking lot and enjoy yourself. Simply huge, the Triumph Trophy 1200 SE, a real chunk when pushing and maneuvering. It looks extremely heavy because of the high center of gravity when lifting it vertically. Does not come up at first, then almost falls to the right. Uff, 317 kilograms are a full 35 more than the fully equipped BMW R 1200 RT – the new one weighs just as little as its predecessor, 282 kilograms. The Yamaha FJR 1300 AE looks more delicate and compact than the two larger Eurocrats. In fact, it weighs a whopping 306 kilograms.
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Touring test BMW R 1200 RT
From southern Spain to southern Germany
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Tourer
BMW R 1200 RT in the driving report
New water boxer in the touring galaxy
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Tires for the BMW R 1200 RT
All three motors slide nicely from below
All three engines move nicely from below, making shifting up early a pleasure. The clutch on the BMW R 1200 RT can be pulled very smoothly, but only moderately metered. It sits on the front of the engine and rotates in the opposite direction to the crankshaft. The FJR hand lever works the hardest. The Trophy rear derailleur is typically bony for Triumph. But it is surprising how well the colossus is balanced when starting. The fat bumbler starts moving in a dead straight line – without swinging to the left or right. His balance is right.
The Triumph Trophy 1200 SE turns in easily, remains good-natured and predictable in an inclined position. The trophy circles the most angled curves at Trevillach nimbly and precisely, with great precision. It follows every steering impulse absolutely directly and linearly, one to one. The high center of gravity, which promotes the first steering impulse, only has a negative effect when there is brisk curve swing. The elastic three-cylinder delivers its power in a strikingly linear manner. Its almost horizontal torque plateau serves the power very evenly, but also somewhat unspectacularly, without a kick. The British highland bull does not know the rapid increase in torque from 4800 tours like the two and four-cylinder.
Instead, the triple shines with spontaneous throttle response, low load changes and the slightest cardan reactions. In addition, there is its low-vibration run to the red light district, which you never have to enter heress.
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Yamaha FJR 1300 AE is not a handling miracle
We pass picturesque rock formations and ridges that are reminiscent of Corsica, Croatia, then Scotland or the Swedish archipelago. Between granite and karst, you can get dizzy in the land of the Cathars. However, the Yamaha FJR 1300 AE requires a lot of emphasis on the adjustable handlebar halves. The elegant Yamaha is not a handling miracle on the stable Bridgestone BT 023 “E” tires, rather stiff at the hips. You understeer. Would lighter tires from Metzeler or Conti help? But then the early scratching footrests would be rasped off even faster.
FJR – three letters, four cylinders and an announcement: touring with confidence and dynamism. Your power pack from motor is a force, pushes hard. Like a kind grandfather who can get angry if necessary. Especially in S-mapping. S for sporty-sensual. The T-mode of the Yamaha FJR 1300 AE is more sluggish than touristy. In it you have to turn the electronic throttle further through a different progression for the same propulsion. Feels like you’re in fourth instead of third gear. However, the load changes in the drive train in S mode a little more (more direct throttle response!). Nevertheless, the Nippon cardan gets along well without torque support. In S mode, the four-cylinder seems to burn more fuel. 5.9 liters per 100 kilometers of country road are no fame sheet.
Tourer
Yamaha FJR 1300 in the test
The luxury steamer turns into a sports yacht
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Tourer
Yamaha FJR 1300 in the test
Tourer shows remarkable performance in the top test
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Triumph and BMW more economical than Yamaha
The Triumph Trophy 1200 SE does it with half a liter, the BMW R 1200 RT even with exactly one liter less. But the Yamaha FJR 1300 AE cannot play its trump card, the turbine-like high-revving, powerful four-cylinder engine, on the little mountain roads. At least the running smoothness is correct at low, constantly changing speeds. From the 4000 mark, noticeable vibrations creep into the footrests and handles when driving at constant speed, and the bubble-shaped 25-liter tank tingles. He gave the 1300s the nickname “Buckeltourer”. Almost 100,000 FJR buyers worldwide love the FJR engine.
Nevertheless, a sixth gear of the Yamaha FJR 1300 AE could not hurt – for further spreading and speed reduction. Compared to BMW’s GS, the BMW R 1200 RT received a longer secondary ratio. But in our top tourer trio it turns the highest, at 100 km / h in sixth gear 3900 times, Triumph Trophy 1200 SE and Yamaha FJR 1300 AE (they in the final fifth) reach 3500 rpm. While Yamaha and Triumph are theoretically geared to 270 and 275, respectively, the BMW R 1200 RT leaves it to be more appropriate with a maximum of 230 km / h. This coordination makes the economical and beefy boxer particularly lively and powerful. And the smoother running compared to the GS, the result of the larger centrifugal mass, fits the concept like sweet mustard with white sausage: perfect. The boxer pulsates gently: always noticeable, never annoying.
The BMW R 1200 RT also has two driving modes: In “Rain” mode, the throttle response is gentler, traction control and ABS intervene earlier. But now, with the dryness and the fantastic curves north of Ille-sur-Têt, the “Road” level fits perfectly. The third mode, called “Dynamic”, costs extra. He is almost too sporty-directly on the gas, allows more slip. It also includes an uphill and downhill aid. This means that when the engine is running, the BMW R 1200 RT is idling with the rear wheel brake locked, even on the steepest inclines or slopes.
BMW automatic gearshift is a special treat
When it starts again, the much lighter BMW R 1200 RT effortlessly sets itself apart from the rest of the duo in fast alternating curves. The RT steers in the most agile, not only because of the shortest wheelbase and smallest turning circle (5.30 meters instead of six meters) is the most manageable in every respect. It is very easy to maneuver for such a bummer. The RT circles the tightest curve radii with bold cheekiness, and thanks to its low center of gravity, it can be easily tossed back and forth in the serpentine run. The Michelin Pilot Road 4 GT are sticky.
The colorful BMW cockpit can be conveniently controlled by handwheel on the left handlebar switch. The BMW instruments set standards in terms of luminosity and abundance of information. In addition, the RT has the best, because it is intuitively accessible operating concept. Unfortunately also the longest surcharge list. Over 4000 euros in extra “packages” lift the total price of the test motorcycle to around 21,500 euros. Hui. The Triumph Trophy 1200 SE is around 1800 euros cheaper, the Yamaha FJR 1300 AE around 2500 euros.
One of the delicacies of the BMW R 1200 RT: an automatic gearshift that works in both directions as a world first! Simply put your foot on the gearshift lever with a little more force than usual and it’ll shift down – supported by the electronics with double-declutching. Ride-by-Wire automatically ensures that the throttle valves are in the appropriate position. You can keep the gas open when shifting up. On mountain roads, it is enriching to change gears in no time without using the clutch. That makes the mood and actually clears your head on tour. For such experiences, Yamaha offers the 1000 Euro more expensive AS version of the FJR with an automated manual transmission.
Chassis in solo and pillion operation
A new test terrain awaits: the Col de Roque-Jalère pass leads up to an altitude of almost 1000 meters. The optional semi-active suspension of the BMW R 1200 RT has to show its colors here. The on-board computer processes information from the spring travel sensors on the two front and rear suspension struts. In the event of interference, it is supposed to adapt the damper valves to the current situation in real time. But on the first test motorcycle, the shock absorber was much too tight, downright uncomfortable. That distracted from the pure driving, as well as great wobbly in curves. It looked as if the front and rear tires did not follow the same line when leaning. The test could only be continued with a replacement BMW. MOTORRAD provides the findings on the defect.
But even with BMW R 1200 RT number two, the Paralever swingarm responded to small, hard heels in a bumpy, somewhat bumpy manner. The basic setting is more on the tight side. BMW’s electrically operated “Dynamic-ESA”, copied by Triumph, couples three levels of the spring base (solo, solo with luggage, pillion passenger) with three damper settings (soft, normal and hard). Makes nine useful combinations.
In addition to a large number of intermediate damping stages, the Yamaha FJR 1300 AE also offers the fourth spring base “pillion passenger with luggage”. It is exciting to see how the rear of the vehicle rises under you when it is tensioned while standing. In the pillion step, the ground clearance increases, the Yamaha drives just as well as it does solo. But without a passenger, this handling-enhancing measure makes the shock absorber work less comfortably. So better not. Regardless of the damping level in which the FJR shock absorber is underdamped in the rebound, it jumps out again too quickly. What causes unrest on mogul slopes, knocks you out of the saddle one time or another. The better damped upside-down fork speaks more smoothly.
Active and comfortable on the BMW R 1200 RT
The Yamaha FJR 1300 AE offers a modest 198 kg payload, the Triumph Trophy 1200 SE a lush 237 kg. The BMW R 1200 RT with a payload of 213 kilograms also adjusts the spring rate. Its “hard” damping setting is only suitable for smooth asphalt. At crawl speed up to around 50 km / h, the steering damper causes a minimal tendency to wobble. After the morning start, the BMW chassis needs a few kilometers until the damper oil flows more smoothly, everything really slips and responds sensitively. The Triumph still sets the bar in terms of ride and suspension comfort. Its WP chassis fishes out even deep potholes with sensational sensitivity, smooths bumps in the road, and levels out frosts even when the vehicle is on an incline.
The British comfort litter celebrates the S-Class effect on two wheels. Even with a pillion passenger, the Triumph Trophy 1200 SE rides in a particularly balanced and homogeneous manner and conveys a lot of confidence. On the plush, large seating furniture, a passenger feels as safe as in Abraham’s lap. The seating comfort is also great at the front. The high and wide, far oncoming handlebars and the footrests that are quite far forward require a very passive sitting posture. On top of that, enthroned high – the lowest level of triumph corresponds to the higher of the other two.
Nevertheless, the Yamaha FJR 1300 AE requires the longest legs: its seat is not pulled in as far behind the wide tank as on the RT and Trophy. At least the FJR allows the most space for long legs thanks to the smallest cladding. The low and quite hard FJR rear seat is the easiest to board. The crew sits actively and comfortably on the BMW R 1200 RT. The huge RT windshield with a large adjustment range finds its master in the optional Triumph windshield. Supreme behind both there is heavenly peace, you can drive with the visor open. And listen to the audio systems with radio / USB connection: for a surcharge and better sounding at BMW, standard and stronger reception on the Triumph Trophy 1200 SE.
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Triumph Trophy SE in the test
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Driving report: Triumph Trophy SE
With the Triumph Trophy SE through Scotland
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Bilski
With three quarters of all possible points in the MOTORRAD test, the BMW R 1200 RT is a real top tourer.
The Yamaha FJR 1300 AE has to fit. She is not a music steamer. And their much smaller pane protects less, shields less. When the helmet is raised, the glasses dance on the nose with the helmet open; when the shoulders are lowered, the current is quite calm. The window adjustment is now part of the on-board computer menu – without its own switch. In return, the Yamaha offers the most suitable mirrors and the least limited field of vision to the front. We screw our way towards the sky again, where a sturdy breed of cows licks the salt from the pitted asphalt. Here you have to be on your guard.
Like the Triumph Trophy 1200 SE, the Yamaha FJR 1300 AE activates two of the four brake pistons on the front right with the foot pedal. The Yamaha hand lever actuates the remaining six pistons with a crisp dose. But the 1300s gets stubborn on the brakes and hardly turns in any more. It glides more smoothly into the curves if you only brake “at the back”, i.e. lightly at the front. But the ABS control behavior of the second largest motorcycle manufacturer, especially with its touring flagship, is unworthy: it processes impulses clumsily, pushes the hand lever back and occasionally opens it for an irritatingly long time. As a result, the BMW R 1200 RT brakes better downhill on poor terrain than the FJR on the flat on top asphalt!
When the BMW R 1200 RT and Yamaha FJR 1300 AE brake fully from 100 km / h parallel on the flat, the FJR hits the place where the RT is, after 39 meters, at 35 km / h. Ouch! She needs a full 44.34 meters of braking distance. The sheer braking power of the RT is due not only to the barely submerged front (Telelever) but also to its ingeniously simple operation: The unfortunately muddy hand lever, which lacks a clear pressure point, always activates all three discs. The pedal only anchors backwards, good when turning. When you apply the brakes close to the physical limit, the RT rear wheel sometimes prances slightly. The Triumph Trophy 1200 SE remains more stable on track. In the end, the new BMW R 1200 RT is a bit ahead of the British. With three quarters of all possible points in the MOTORRAD test, it is a real top tourer.
Data and measured values BMW R 1200 RT
Bilski
Paneling, frame, chassis, seats, drive – everything new on the BMW R 1200 RT. The 125 hp boxer twin has significantly more flywheel mass than the standard GS.
engine
| design type |
Two-cylinder four-stroke- Boxer engine |
| injection | Ø 52 mm |
| coupling |
Multi-disc oil bath- clutch (anti-hopping) |
| Bore x stroke | 101.0 x 73.0 mm |
| Displacement | 1170 cc |
| compression | 12.5: 1 |
| power |
92.0 kW (125 PS) at 7750 rpm |
| Torque | 125 Nm at 6500 rpm |
landing gear
| frame |
Load-bearing engine- Transmission network |
fork
Telescopic fork, Ø 37 mm
180/55 ZR 17
Tourer
Comparative test: top tourers from BMW and Triumph
BMW R 1200 RT and Triumph Trophy 1200 SE in comparison
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All used offers: BMW R 1200 RT
mass and weight
Bilski
The single-sided swing arm is now on the left for the water boxer.
| wheelbase | 1485 mm |
| Steering head angle | 63.6 degrees |
| trailing | 116 mm |
| Front / rear suspension travel | 120/136 mm |
| Seat height ** | 800/820 mm |
| Weight with full tank ** | 282 kg |
| Payload ** | 213 kg |
| Tank capacity / reserve | 25.0 / 4.0 liters |
| Service intervals | 10,000 km |
| price | 16,990 euros |
| Price test motorcycle | 21060 Euro² |
| Additional costs | 390 euros |
** MOTORCYCLE measurements; ²Comfort package (770 euros),
Touring package (1270 euros), dynamic package (1020 euros),
Audio system (1010 euros)
MOTORCYCLE readings
| Top speed | 225 km / h * |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.4 sec 5.8 sec 13.4 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.9 sec 4.2 sec 5.4 sec |
| Consumption country road / 100 km | 4.9 liters / super |
| Reach country road | 510 km |
| * Manufacturer information | |
Data / measured values Triumph Trophy 1200 SE
Bilski
Dimensions and weight make the 135 hp triple tourer an imposing appearance. Its ride, suspension and seating comfort have been setting standards since the beginning of the 2013 season.
engine
| design type | Three-cylinder four-stroke- In-line engine |
| injection |
Ø 46 mm |
| coupling | Multi-panes- Oil bath clutch |
| Bore x stroke |
85.0 x 71.4 mm |
| Displacement |
1215 cc |
| compression |
11.0: 1 |
| power | 99.0 kW (135 hp) at 8900 rpm |
| Torque |
120 Nm at 6450 rpm |
landing gear
| frame | Bridge frame made of aluminum, Motor supporting |
fork
Ø 43 mm
190/55 R 17
Tourer
Comparative test: top tourers from BMW and Triumph
BMW R 1200 RT and Triumph Trophy 1200 SE in comparison
read more
mass and weight
Bilski
Big and bulky: you have to take your hand off the handlebars to operate important functions. The menu navigation of the on-board computer takes getting used to.
| wheelbase |
1542 mm |
| Steering head angle |
63.0 degrees |
| trailing |
119 mm |
| Front / rear suspension travel |
127/120 mm |
| Seat height ** |
820/835 mm |
| Weight with full tank ** |
317 kg |
| Payload ** |
237 kg |
| Tank capacity / reserve |
26.0 / 4.0 liters |
| Service intervals |
16,000 km |
| price |
18,670 euros |
| Price test motorcycle |
19,215 euros³ |
| Additional costs |
450 euros |
| ** MOTORCYCLE measurements; ³Luggage rack (145 euros), Grip heating (185 euros), touring screen (215 euros) |
|
MOTORCYCLE readings
| Top speed | 222 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
4.0 sec 6.6 sec 14.7 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
5.2 sec 5.5 sec 7.7 sec |
| Consumption country road / 100 km | 5.3 liters / super |
| Reach country road | 491 km |
Data / measured values Yamaha FJR 1300 AE
Bilski
The Japanese four-cylinder car has had many loyal fans since 2001. The current AE version with 146 hp combines electronically adjustable chassis and conventional clutch.
engine
| design type | Four-cylinder four-stroke- In-line engine |
| injection |
Ø 42 mm |
| coupling | Multi-panes- Oil bath clutch |
| Bore x stroke |
79.0 x 66.2 mm |
| Displacement |
1298 cc |
| compression |
10.8: 1 |
| power | 107.5 kW (146 hp) at 8000 rpm |
| Torque |
138 Nm at 7000 rpm |
landing gear
| frame | Bridge frame aluminum |
fork
Ø 48 mm
180/55 ZR 17
mass and weight
Bilski
The Yamaha FJR 1300 AE is equipped with a four-cylinder four-stroke in-line engine.
| wheelbase |
1515 mm |
| Steering head angle |
64.0 degrees |
| trailing |
109 mm |
| Front / rear suspension travel |
135/125 mm |
| Seat height ** |
795/815 mm |
| Weight with full tank ** |
306 kg |
| Payload ** |
198 kg |
| Tank capacity / reserve |
25.0 / 5.5 liters |
| Service intervals |
10,000 km |
| price |
18,795 euros |
| Price test motorcycle |
18,795 euros |
| Additional costs |
230 euros |
| ** MOTORCYCLE measurements | |
MOTORCYCLE readings
| Top speed | 245 km / h * |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.2 sec 5.6 sec 12.2 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
4.7 sec 4.6 sec 5.5 sec |
| Consumption country road / 100 km | 5.9 liters / super |
| Reach country road | 424 km |
| * Manufacturer information | |
Equipment in detail
Bilski
The landscape looks very idyllic.
cockpit
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Average / instantaneous consumption | x / x | x / x | x / x |
| Average speed | x | x | – |
| second trip odometer | x | x | x |
| Ambient temperature display | x | x | x |
| Engine temperature | bar | bar | ° Celsius |
| Gear indicator | x | x | x |
| Fuel gauge / timer | x (bar) / x | x (bar) / x | x (bar) / x |
| Range / travel time | x / x | x / x | x / x |
| On-board voltage in volts | x | x symbol | – |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
Engine / chassis
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Oil level check |
electr. Display/ Sight glass |
Sight glass | Sight glass |
| electronically adjustable chassis | o (€ 760) ² | x | x |
| different engine mappings | x (two; third³) | – | x (two) |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
ergonomics
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Disc inclination / height |
x / x | x / x | x / x |
| adjustable seat height | x (double) | x (double) | x (double) |
| adjustable handlebar position | – | – | x (triple) |
| adjustable brake / clutch lever | x / x | x / x | x / x |
| Touring screen | o (270 €) | o (215 €) | o (€ 249.95) |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
Luggage
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Luggage hook | – | x | – |
| central locking system | x (565 €) * | – | – |
| Case system including holder | x | x | x |
| Case width | 900 mm | 990 mm | 920 mm |
| Weight per case l./r. | 6.9 / 5.7 kg | 7.0 / 6.8 kg | 5.3 / 5.3 kg |
| Volume per case l./r. | 37/37 liters | 28/29 liters | 39/39 liters |
| Topcase including holder | 700/885 € | € 613 | € 659.95 |
| Inner pockets (set) | o (180 €) | o (69 €) | o (€ 99.95) |
| Topcase volume | 49 liters | 55 liters | 39 liters |
| Tank bag | o (262 €) | o (199 €) | o (€ 139.95) |
| One key system |
x (central cons- locking) * |
x | x |
| Luggage rack | x | x | x |
| Storage compartment in the panel | x (2) | x (1) | x (1) |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
Furnishing
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Heated grips | x (five levels) | o (185 €, 2-stage) | x (ten levels) |
| Seat heating driver / front passenger | o (€ 252/222) ² | o (279/279 €) | – |
| Cruise control | x | x | x |
| Automatic switch | o (€ 440) ³ | – | – |
| navigation system | o € 860 | – | – |
| Main stand | x | x | x |
| Immobilizer | x | x | x |
| Headlight range adjustment |
Swivel lever 3-stage |
electric | mechanically |
| Board socket |
x (1, second: 20 €) |
x (3) | x (1, second 50 €) |
| Stainless steel exhaust system |
x (chrome-plated 125 €) * |
x | x |
| Single-sided swing arm | x | x | – |
| Tank volume / reserve | 25/4 liters | 26/4 liters | 27 / 5.5 liters |
| Audio system / USB + iPod connection | o / o (1020 €) | x / x | – |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
security
| BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Hazard warning lights | x | x | x |
| Daytime running lights |
o (€ 285) ³ | – | x |
| Traction control / can be switched off |
x / x | x (x | x / x |
| ABS / can be switched off |
x /- | x /- | x /- |
| Electronic tire pressure control |
o (210 €) * | x | – |
| cranked tire valves |
x | x | – |
| Steering damper |
x | – | – |
x = series; o = optionally available; – = not available
* included in the comfort package (770 euros): chrome-plated silencer,
Central locking with anti-theft alarm system,
Socket; ² Included in the touring package (1270 euros): Dynamic ESA
(electronic chassis), preparation of navigation device, cruise control,
Seat heating; ³ Included in the dynamic package (1020 euros): daytime running lights, Hill Start
Controll, Driving Modes Pro, Shift Assistant Pro
Performance measurement
BILLION
The performance measurement of the comparison test of the three top tourers.
In the touring-relevant range up to 5000 rpm, the performance curves are closely related. Okay, the Yamaha FJR 1300 AE climbs in cautiously below 3000 rpm, but then already “humps” at a good 3500 rpm. And in the second half of the engine speed range, it draws on the pool of more displacement such as cylinders. A great engine!
This also applies to the new BMW R 1200 RT: Despite identical values for bore and stroke, i.e. the same displacement as the air-cooled predecessor, the water boxer delivers more power at every speed. The BMW twin is the only engine in the trio to achieve or even exceed the factory specifications. And so successfully keeps the slightly larger triumph triple in check. The three-cylinder develops its performance very evenly, without ups and downs, but also with little kick.
BMW R 1200 RT engine concept
BMW
Largest individual cubic capacity with the smallest total cubic capacity. Fat 101 pistons with the smallest stroke percentage. Gas flow from top to bottom.
Triumph Trophy 1200 SE engine concept
triumph
The Triumph engine, which also powers the Explorer Enduro, looks massive. Balance shaft in front of the crankshaft, large timing chain slot.
Yamaha FJR 1300 AE engine concept
Yamaha
Compact four-cylinder, here the original version from 2001. Today, the 1300 FJR, like the RT and Trophy, has electrically operated throttle valves.
MOTORCYCLE points evaluation and conclusion
Bilski
The BMW R 1200 RT emerged as the winner.
engine
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Draft | 40 | 29 | 20th | 25th |
| acceleration | 40 | 27 | 22nd | 30th |
| Top speed | 30th | 18th | 17th | 22nd |
| Engine characteristics | 30th | 25th | 24 | 25th |
| Responsiveness | 20th | 14th | 15th | 14th |
| Load change | 20th | 13 | 16 | 13 |
| Smoothness | 20th | 11 | 14th | 13 |
| coupling | 10 | 8th | 7th | 7th |
| circuit | 20th | 16 | 13 | 14th |
| Gear ratio | 10 | 8th | 7th | 7th |
| Start | 10 | 9 | 8th | 9 |
| total | 250 | 178 | 163 | 179 |
Old, strong, good: thanks to the update, the beefy FJR four-cylinder is fully up to date, accelerating the six hundredweight rapidly. Even more powerful, however, is the shorter-geared boxer of the BMW R 1200 RT. Its optional shift assistant makes shifting up and down on winding roads a pleasure. If you do have to couple: the lever is easy to move, but the dosage is not ideal. The Triumph-Triple, with its weaker performance, runs with little vibration and load change.
Winner engine: Yamaha FJR 1300 AE
landing gear
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Handiness | 40 | 24 | 21st | 18th |
| Stability in turns | 40 | 30th | 30th | 27 |
| Steering behavior | 40 | 28 | 28 | 24 |
| feedback | 10 | 6th | 7th | 7th |
| Inclined position | 20th | 16 | 16 | 13 |
| Straight-line stability | 20th | 16 | 14th | 16 |
| Suspension tuning in front | 20th | 16 | 17th | 15th |
| Chassis set-up at the rear | 20th | 14th | 17th | 13 |
| Adjustment options undercarriage | 10 | 8th | 8th | 8th |
| Suspension comfort | 10 | 7th | 8th | 7th |
| Driving behavior with a passenger | 20th | 17th | 18th | 17th |
| total | 250 | 182 | 184 | 165 |
The Triumph Trophy 1200 SE wins the suspension rating, which is particularly important for touring riders. It arrows through curves precisely and remains steadfastly on course. Its spring elements are almost perfectly matched, very comfortable. The heavy trophy is the most relaxed with a pillion rider. The equally stable and more manageable, almost sporty BMW R 1200 RT lacks a little feedback. The Yamaha FJR 1300 AE folds stubbornly and hits the ground early when it is inclined, and runs particularly well in a straight line like the RT.
Chassis winner: Triumph Trophy 1200 SE
everyday life
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Ergonomics driver | 40 | 35 | 35 | 34 |
| Ergonomics pillion | 20th | 17th | 18th | 18th |
| Windbreak | 20th | 18th | 19th | 16 |
| view | 20th | 11 | 10 | 15th |
| light | 20th | 16 | 18th | 18th |
| Furnishing | 30th | 30th | 30th | 30th |
| Handling / maintenance | 30th | 21st | 18th | 16 |
| Luggage storage | 10 | 9 | 10 | 8th |
| Payload | 10 | 9 | 10 | 6th |
| Range | 30th | 30th | 30th | 27 |
| processing | 20th | 16 | 15th | 16 |
| total | 250 | 212 | 213 | 203 |
That hurts BMW: But the Triumph Trophy 1200 SE embeds the passenger a bit better, offers unmatched wind protection with the touring windshield and (like the FJR) even brighter headlights. Only the Triumph has luggage hooks and an opulent load, while the Yamaha FJR 1300 AE lacks a large payload. The BMW R 1200 RT spoils with the smallest turning circle and the lowest weight. Generally speaking, the “equipment” rating ends at 30 points. Otherwise RT and Trophy could get even more.
Winner everyday life: Triumph Trophy 1200 SE
security
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Braking effect |
40 | 30th | 28 | 25th |
| Brake metering |
30th | 18th | 20th | 22nd |
| Braking with a passenger / fading |
20th | 15th | 16 | 16 |
| Righting moment when braking |
10 | 7th | 7th | 6th |
| ABS function |
20th | 16 | 13 | 11 |
| Handlebar slapping |
20th | 18th | 18th | 18th |
| Ground clearance |
10 | 9 | 8th | 7th |
| total |
150 |
113 |
110 |
105 |
Well, RT! Sure, BMW can. Thanks to enormous ground clearance, brute braking effect and ideal integral braking system. The muddy pressure point on the hand lever and the prancing rear wheel when braking hard are bothersome. The ABS of the Yamaha FJR 1300 AE regulates roughly, its tendency to erect is annoying.
Safety winner: BMW R 1200 RT
costs
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| guarantee | 30th | 17th | 20th | 15th |
| Consumption (country road) |
30th | 20th | 18th | 15 (consumption in S mode) |
| Inspection costs | 20th | 18th | 20th | 16 |
| Maintenance costs | 20th | 8th | 8th | 6th |
| total |
100 | 63 | 66 | 52 |
Exemplary, triumph! A two-year extension guarantee to the two-year manufacturer’s guarantee and full 16,000 maintenance intervals are great.
Winner costs: Triumph Trophy 1200 SE
Overall rating
| Maximum score |
BMW R 1200 RT |
triumph Trophy 1200 SE |
Yamaha FJR 1300 AE |
|
| Overall rating | 1000 | 748 | 736 | 704 |
| placement |
1. | 2. | 3. | |
| Price-performance note |
1.0 | 2.6 | 2.7 | 3.1 |
The BMW R 1200 RT is the most expensive machine of the trio, but still offers the best value.
Price-performance winner: BMW R 1200 RT
Conclusion
1st place, BMW R 1200 RT
The new BMW R 1200 RT is the most dynamic of the three tourers: Best handiness in connection with the lowest weight and the toughest pulling seduce to a cheeky driving style. In addition, there is complete equipment and the economical and lively engine. A little more suspension comfort on bad slopes remains on the wish list.
2nd place, Triumph Trophy 1200 SE
Anyone who can handle the sheer size, the many kilos and the high center of gravity will get the most luxurious tourer of this test in the garage in the form of the “trophy”. Still a block when standing, the Triumph Trophy 1200 SE rolls surprisingly precisely and nimbly even on poor roads. When it comes to comfort in all shades and wind protection, the Brit is great.
3rd place, Yamaha FJR 1300 AE
The Yamaha FJR 1300 AE is rightly a touring legend. As the least bulky motorcycle of the trio, it embodies the best all-rounder, blessed with a potent four-cylinder. Only the clumsy ABS regulation is unsuitable. And handling should be easier. The electronically adjustable chassis of the AE is an asset, this is especially true for the upside-down fork.
Pre-Pyrenees tips and information
Bilski
Lots of style and comfort at a moderate price: Hotel “Castell Rose” in Prades.
The city of Prades in the Pyrenees-Orientales department in the Languedoc-Roussillon region is a good address for touring riders. In the “Villa du Parc” the active motorcyclists Mireike and Oliver Zehner offer stylish accommodation and the best tour tips. MOTORRAD also likes to stop there. But just for this trip the two Germans were in
Vacation. The test team therefore moved into quarters next door – in the also very atmospheric, family-run hotel
“Castell Rose” with friendly, perfect English speaking owners (she French, he Swiss), a good choice. Price in winter for a single room: a reasonable 75 euros per night.
Literature from home is a good way to get in the mood for these captivating high mountains in Spain and France. For example the “Pyrenees” travel guide by MOTORRAD author Dirk Schafer. The subtitle “Motorcycle paradise between sky and sea” does not promise too much. 96 pages in A5 format present ten tours that can be combined with one another. For 11.90 euros, published by Highlights-Verlag. The band “Pyrenees” from the series “The most beautiful motorcycle tours” published by Bruckmann Verlag makes you want to drive off. Author Markus Golletz promises “dream tours between the Atlantic and the Mediterranean”. 144 pages of 23.4 x 16.4 centimeters offer atmospheric photos in 13 chapters for 19.99 euros – including tips on how to get there.
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