Comparison Test: Large Touring Enduro Motorcycles

After all, the motorcycle world is meant to be enjoyed. Well, even express mail, but it's all about pleasure. Such and different: we can grind sliders on our knees, dig in the mud, slow down on a go-kart track, brag in front of a city cafe, jump after a hassle ...

But which segment offers the most to the rider (and passenger)? Which car has the most feeling for the road and the world around it? If you ask us, we will select a suitable large touring enduro. Since they are comfortable on the road and do not stop when the rubble shines under the wheels, it was an honor and pleasure for me to test five cars at the same time, designed to explore the near and far surroundings. But not only did we enjoy our two-day ride, we also (and above all) changed bikes and exchanged opinions, took notes, measured fuel consumption, photographed and wondered which one was the best.

For a comparative test, we were able to put five motorcycles in front of the editorial board. You were already able to read the test or “we took a ride” on all the cars in the Auto store, so we also knew what to expect from a particular two-wheeled vehicle before driving. But it is only on the comparative test that little things appear that you do not notice in the regular test. When you switch from one bike to another, then to a third and again to the first, and so on all day, well, for two days, it shows several sides of the specs that the manufacturer has chosen.

Whether it's the shape of the steering wheel switches, the effectiveness of wind protection, engine thrust at low revs, or the shape and position of the passenger grips. All drivers and passengers had a clear task: at the end of the test, openly, critically and reasonably scold and praise each of the motorcycles, fill out the rating table and rank them from first to last according to their feelings. And what did we stutter about?

The abbreviation Gelande Strasse (Terrain and Road) has established itself in this segment as synonymous with a massive motorcycle designed to explore the world (and everyone's role on Earth). Have you been to the Dolomites before? If not, go once, grab a table overlooking the road, and count motorcycles with an asymmetrical face. Yes, the GS has squinted since the TV light (R1100GS) was replaced by two, one smaller and one large.

Because of this, and also because of other Bavarian design tricks (say, the protruding tubes on the rear of the frame - no, not even by chance they are as sexy as Ducats, but they are functional!) This is not a machine that will convince the crowd from the first view of their appearance. Especially young people and representatives of the weaker sex openly say that it is ugly.

But it is precisely because of the rough design that this BMW has its own charisma, a very strong personality. So one would expect the spiral-sprue superbikes to scream respectfully on the road. The GS has evolved over the years of adventure, and while some manufacturers are convinced their product doesn't need improvement (more on Honda later), the Germans take a step forward every two or three years. A kilogram less, a kilowatt more, a new luggage loop, new color combinations ... For example, this year it received a more powerful unit (from the sportier HP2) and received some cosmetic fixes.

The driving position of the GS is extremely natural, neutral. The driver sits straight, for those who have a height of about 185 centimeters, as well as possible, the steering wheel is wide open, the mirrors are in place, the contact of the lower extremities with metal and plastic is good. The switches are large, feel good in winter gloves and are a little self-positioning, at least for turning on the turn signals: to turn left, you need to press the switch on the left, and turn on the right one - on the switch. on the right, both off with an additional switch on the right.

Until Nebeemweyash gets used to it, he will resent the originality of the German engineers, but with miles, things are fine. The windscreen is manually adjustable in height and will be too low for those who like the silence around the "squeak". The rest of the body is very well protected from drafts, we attached the Garmin Zumoto to the steering wheel in a few minutes and connected it to a battery hidden under the driver's seat.

BMW still uses two horizontally protruding cylinders and a cardan transmission. Accustomed to classic drivetrains, the bike's slight wobble to the right on acceleration and the stiffness of the secondary power transmission at first contact will be annoying, but trust me, for a comfortable ride, that force is a happy combination. The engine is usable at the lowest revs (1.500 will be enough), so, apart from the Triumph, it deserves the highest rating for flexibility, and therefore often reaching for the gear lever (excellent!) is unnecessary.

For example: in sixth gear with two passengers, he left the toll booth a little better than "only" with suitcases full of weighted guzzi. Boxer pulls to make it pleasant to ride. And listen. Thus, BMW is an excellent equipment, but it should be clear to the driver what a giant on a tele- and parallelepiped suspension is. The ride quality is excellent, so the driver can be very fast on a twisty road, but only if his commands are not aggressive.

Are you tempted to race with fast heading correction, side-to-side braking (with ABS off), skidding and cornering with the first wheel in the air? Forget it. This bike is not meant to be fun in that sense of the word, for example KTM and Triumph are better. Proud owners, no offense, but traveling with the GS, I can't find a better word, is on the verge of infertility.

Let me begin my description of the Italian competitor with the headline "We Rode", published after last year's NTX test in the Dolomites. “Attack on Bavaria” was written for us at that time, and after a direct comparison with the German role model (sorry, Italians, this is too obvious), we can only emphasize this statement. Guzzi was one of the biggest surprises of this test, but since he is somehow Italian, he has his own flies. Beautiful in order: the design is unique enough that you cannot confuse it with anything, but makes the observers one of those who love Italian beauty, and those who stink of an extraterrestrial animal.

The point of contention is the front mask or a pair of bulging lights, while the rest of the bike is drawn very neatly. The seams in the seat, the mesh on the plastic slots, the modern tail light, the muffler… No matter if you like bulging lights and a sturdy pair of steel breasts, the Guzzi is a great product overall.

I still remember a vivid speech from a media representative from Mandello del Lario when he explained at the presentation what they had improved on the bike and how they honed the transversely positioned two-cylinder V-engine so that it could now handle more torque. where the motorcyclist crosses it. passes (eg Stelvia in the Dolomites). They really did it too, as the NTX rides very well. The engine allows for lazy use of the clutch and gear lever, but still not as much as possible when driving with a German or British car.

The drivetrain is good if you can forgive it for the fairly reliable drivetrain performance, a few more vibrations, mechanical noises when accelerating from the lowest revs, and the heat radiated from a hot squeak in front of the driver's knees. When this Stelvia NTX was tested by a fairly high-mileage rider with Guzzi in his motorcycle history, the drivetrain was highly praised, but on the other hand the nagging Peter Kern, this time benchmarker Bentil. The particular tilt of the entire motorcycle to the right when turning the throttle at idle can be part of the romantic romantic nature or the effect of not crafting a mostly respectful old engine. That's right, our Gucci.

Otherwise, the Stelvio in the NTX version is a very well-equipped adventurer. It has brackets and a couple of quality suitcases, extra fog lights, aluminum engine guards, protective shrouds, but it also has an on-board computer, rich dashboard (much better than the one on the road Norge), ABS braking system, height-adjustable windshield glass … Worthy, maybe in this configuration there is still not enough heated handles. The Italian has the lowest place of all, and our tabloid photographer Greg Gulin was impressed with him.

Greg is 165 centimeters tall, and of all the motorcycles, Guzzi is the only one who dares to ride it. After the test transition, he began to think out loud that his Raptorca was a good two-wheeler, but not very comfortable and that maybe in a year or so...

Honda Varadero is an old friend. We tested it several times at the Avto store, most recently last year on a very specific test. 1.195 kilometers (mostly) of winding and gravel roads around our chicken in 21 hours gave a clear result: the bike is indefatigable! It has a wide and comfortable seat, well-mounted steering wheel and pedals, excellent wind protection, little vibration and the stability of a Trans-Siberian train. Well, you can't blame the good ride quality on snake crests, as a Varadero driver can also be decently fast, as long as he doesn't require too big and slightly weak brakes, and an underpowered suspension turns out to be weak. dot.

When we switched to Honda from any other bike, we also noticed overly aggressive falls into closed corners. Indeed, the motorcycle turns into a turn, as if some miraculous force would help. Thus, in twisty corners, the Honda's maneuvering requires a little more attention from the driver. BMW and Guzzi in particular are more predictable and reliable.

By far the biggest downside to this machine is the weight. Let's explain the difference in weight with an incident during the photo shoot: each bike had to be brought to the edge of the pier and turned back and forth as directed by the photographer, and after one of us crashed into the KTM handlebars after driving a Honda, he almost sank into salty sea water ! No kidding - the difference between moving in place is obvious. Honda, maybe you've been thinking about resurrecting the Africa Twin?

The Varadera is powered by a well-known in-house made V-cylinder with side liquid coolers, just like the sporty (sadly deceased) sister VTR. The engine starts reliably, doesn't shake a lot, has a nice smooth drivetrain, and generally serves its purpose, but given the progress of the competition, Honda deserves more usable torque in the lower rev range. It also pulls from the two "jury", but it is noticeable that the gear lever has to be cut more often than in Guzzi, Triumph and BMW.

Fuel consumption is also slightly higher, but here it is bought with a large fuel tank, in which there is no indicator of the amount of octane peak, but only a reserve indicator. HM. The Honda Varadero has two very bright points: tirelessness and low price, and a new car, and service, well, and the notorious Japanese reliability matters, doesn't it? The Varadero, on the other hand, is honestly an old bike that deserves a refurbishment or even replacement in the next year or two. We could summarize it this way: The Golf Four is still a good car, but Volkswagen is still producing the XNUMX and XNUMX and there will be seven more soon ... Are we too strict?

Can you imagine Varadero at the Dakar Rally? We, too. But you are KTM, because this adventurous traveler was also born on the African test at that time. Hey, it was burned by Giovanni Sala and, unfortunately, the late Fabrizio Meoni! The adventure is unmistakable and irreplaceable, whether it's through the dazzling orange color or the strictly off-road design. The front fender is mounted close above the large front tire, and there's enough room between it and the vertical grille to swallow holes in a 21-inch wheel with a White Power (KTM's own) fork.

The KTM has the narrowest bird's-eye silhouette and therefore allows the rider, in combination with wide, sharp-toothed pedals and the right off-road handlebar, to manage the standing position in the most relaxed way possible. So the two-tier seat (the first generation of the Adventure 950 was flat) is the narrowest of the bunch and therefore less comfortable, but sports car owners can easily forgive that. However, the seat is not the only element that reduces the comfort of the trip. The windshield is on the tail of the test five, the twin-cylinder emits a few more vibrations, and the heat radiated into the right leg is quite annoying when driving slowly under the scorching sun. That's right: enduro and travel are contradictory concepts, and in the search for compromises, KTM decided to prefer the former.

The KTM twin-cylinder engine is the sportiest of them all. At low revs, it lacks torque to perfection, but in the mid-to-high range, the engine is a real rocket and therefore has plenty of reserves as standard. Akrapović and the replaced electronics and maybe even the air filter turn it into a monster that, on winding roads, strikes fear into the bones of sports bikes, not to mention high-speed rubble or desert. And when we come from the field with KTM, we can imagine how such an off-road sports bike can be so useful on the road.

For those looking for more powerful brakes and stiffer suspension on tarmac (the KTM is by far the least active when braking), we recommend the SMT model. Transmission? Yes, this does not always give complete confidence when the gear is engaged. All Adventure 990s now have anti-lock braking systems built-in (switchable, of course) as standard, while the sportier R version has no way for the buyer to think about it. A small box in front of the driver contributes to its ease of use, and Laba's test machine has been additionally equipped with original plastic housings.

They work very reliably, are spacious and have room for water in the walls - smart! Do you think KTM is expensive? Yes, it's really expensive, but look out for those fully adjustable "bars" on the front. Well, you can, for example, a beautifully designed rear brake pedal. Steering wheel. High quality wheel spokes. And compare these components with - here, again, roughly - with the components of Varadero. Such components cost money, and motorsport is also expensive, although large two-cylinder engines are prohibited in Dakar. Even at 450 "cubic" displacements they have now limited the engines. But they are funny.

Now, ladies and gentlemen, it’s different. While we have argued that the Austrian was born on stone paths, our final candidate (in alphabetical order, of course) disagrees with anything other than asphalt. Triumph just decided to turn the Tiger into a road cat, and so it got 17-inch wheels, road-oriented suspension and the most aggressive shape. Well, go to the owner with this if you dare. I will never forget, as a journalist for the German magazine Motorrad Reisen Bentil during our unexpected 60 km drive from rubble somewhere near Arandjelovac in Serbia.

We got lost and then waited for the poor fellow in the Tiger to correct the situation if he turned around and caught up with us (probably just caught up) on the road. The road is the world of the Tiger, and he will not disappoint there. It is incredibly light with quick changes of direction and allows you to overcome deep slopes on good asphalt. In my hands it was right on the road from Logatz via Kol to Idovshchina: it requires a different, slightly sportier driver handling (it's the only one that also expects the driver to change turns) and although the tires are more suitable for laying (long) wear ., it's a winner on a winding road.

The man just screams under the helmet! Ease of control is complemented by the engine, the only one in the family that was not a two-cylinder, but a three-cylinder. It has the calmness and smoothness of a four-cylinder engine and the necessary torque of a two-cylinder machine. The straight three-cylinder engine pulls and pulls miraculously, all the way to the red box. The only drawback is the knocking reaction of the unit when we add gasoline in a closed corner or when driving around town, but by choosing the right speed, quietly and / or using the clutch, this can also be eliminated. Yes, but the fan, like the KTM, has a lot to do with cooling the hot engine.

The triumph seems to be the smallest of all, but no one was cramped on it. The steering wheel is slightly forward (so standing driving is not the most relaxed), the seat is comfortable enough for two. The test car was equipped with ABS and as standard has a built-in on-board computer, the functions of which (average and maximum speed, fuel consumption ...), unfortunately, cannot be switched using a switch on the steering wheel, but must be switched using a button on the valve.

In addition, resetting the daily counter by simultaneously pressing two buttons is not entirely successful. Thus, the Tiger is a motorcycle with the comfort of a traveler (upright position, comfortable seat, reliable protection from the wind) and the driving characteristics of a sports touring machine. If you hadn't swerved onto the rubble and devoted more points to the enjoyment of the ride, you would have been at the top of the scale.

So what to bring home? Honda is a good choice when it comes to the wallet and when you need a comfortable and durable product. You should be aware that we cannot estimate wear and tear costs in the long term, but we would safely dare to say that Varadero is very “calm” in this regard. But still - the motorcycle is in some respects already expired, above all it deserves a fair treatment for weight loss. That's why he deserves an ungrateful last place.

Grading Guzzi on the scale is a more delicate task because he has many more positive and negative deviations, and it depends on the rider's cordiality whether he can forgive him certain "mistakes" (which are or not). This is evidenced by the objective assessments of our test team: Stelvio took the penultimate place! For example, I really enjoyed driving from an apartment on the coast for fresh bige and croissants. It has something that others do not have, but this “something” is also the disadvantages mentioned above.

The choice is yours, we put it in fourth place. The third result is due to the very successful combination of the chassis and the Triumph engine and does not deserve a higher podium due to the class we tested. If trolley tracks aren't your home, the Tiger is definitely worth considering, but if the more off-road Tiger seduces you, wait a few months while the British prepare an 800 cubic foot competition for the little GS. ...

How to choose a winner? KTM is the most primitive, the most primitive, the most primitive, the best enduro, according to the taste of most test riders. In fact, it's the only bike that allows for crazy off-road running, but how many riders have the urge to jump roots with such a big bike? We understand that there are no complete compromises here, so the LC8 is less comfortable due to good off-road properties, it can be said that it is more tiring on long trips. Thus, Big Orange was in second place.

Well, the Bavarian cow has won again, you say. Yes it is! Why? Because GS is hard to blame. Okay, this isn't all that fun, but we're not going to go into too long a long story about how many motorcyclists with their wife and "suitcases" are drifting, jumping and riding on the rear wheel. The motorcycle is the most modern of the test five. Electronically adjustable suspension, traction control, excellent ABS brakes ... The Bavarian package serves its purpose and without hesitation deserves the king's place in the category.

All you have left is pleasure. That's all, the roads of the whole world are yours.

PS: Personally, from my point of view, I am ready to defend each placement of the motorcycle on the scale with a dark Lashko glass, but, of course, I admit different views on the facts. How boring it would be if only GS were on the road!

Hey, what about Ducati and Yamaha?

Please do not blame us for the absence of two new products this year, which probably (unfortunately, could not try) belong to the top class. We informed dealers on time about our wishes for test bikes, but unfortunately we were unable to match the Ducati Mulitstrade and Yamaha Super Ténéré with the rest of the test fleet at the desired time.

But in a nutshell, these two competitors are both powered by a 1.200-cubic-foot twin-cylinder V-twin engine from Ducati (the engine is borrowed from the sporty 1198), and Yamaha in parallel, like a TDM or BMW. .F800GS. Mulitstrada is an unmistakable Italian product thanks to its 17-inch wheels with road tires designed primarily for road use. It can manage more than 150 decent "horses".

Dried weighs in at a decent 190 kilograms and is equipped with a small number of electronic devices in the S version. It has an adjustable anti-skid system, ABS, electronically adjustable Öhlins suspension and a proximity key. The power supply can also be adjusted. Nova Motolegenda (Zaloška cesta 171, Ljubljana, 01/548 47 68, www.motolegenda.si) requires 15.645 € 19.845 for the basic version and XNUMX € for the noble S version.

After launching the new single-cylinder Ténéréjka last year, Yamaha offered its passengers a sister with the adjective Super. Yamaha also offers ABS, traction control and various engine electronics programs. He puts 110 "horses" on the rear wheel through the propeller shaft, and together with the fluids weighs a whopping 261 kilograms. In the Krško Delta team (Cesta krških žrtev 135a, Krško, 07/492 14 44, www.delta-team.com.) Or one of the official dealers will have to deduct 15.490 XNUMX euros.

We also wanted to introduce Benelli's TreK Amazonas 1130 into the test park, and that's where the list of bikes with this designation ends. In Slovenia, the rather common twins V-Stroma (Suzuki) and KLV (Kawasaki) are no longer sold due to non-compliance with European standards, the Piaggio concern sent Stelvia into battle and abolished Caponord Aprilia, and the Moto Morini plant (and their Granpasso), learned via the Internet -Media, died. Very sorry.

Local impressions:

It can be said that the word enduro is losing its true meaning due to the direction in which the segment of touring enduro motorcycles is developing. If you think of the good old Africa Twin and Super Ténéré and, say, the modern Triumph Tiger, you will understand what we are talking about. But the thing is, most people travel on the road, so motorcycles are what they are. The Tiger, for example, is scratched by stiff suspension, 17-inch road bikes, and low ride height. Even the driving position (too low and slightly forward) does not allow you to relax when riding in a standing position.

It's okay which section of rubble you're going to drive, but you can also do that with, say, a Honda CBF 1000. Honda is one step ahead of Triumph when it comes to suspension, wheel and tire choices, but it has another issue: weight. On rough terrain, it requires a strong and determined hand that can compete with a 270-pound pile of iron and plastic when the steering wheel hits the ground. For the same reason, it is impossible to drive over rubble with a sliding rear wheel. A leisurely ride over rubble and land? This will work.

Thanks to its good driving position, wheels and tires, BMW can do a lot with its chosen off-road suspension and traction control program, but most users don't even think about finding the limits of off-road capability and can therefore be categorized as motorcycles. SUVs) among cars, as well as the Guzzi, which offers the driver an excellent standing position (it costs better than anything other than the KTM!) and classic suspension. This works better on the ground than a BMW para and tele switch, as the wheels follow the terrain better and the bike is more stable overall. Guzzi's problem is when driving slowly over rough terrain, where the squeaky drive needs to be soothed with the clutch.

The Austrian KTM is a different story on earth. The difference between the participants and the orange athlete born right on the Dakar Rally is huge. It's the only thing that allows the adrenaline to dance with all the images it includes: entering corners with controlled rear wheel slip, hard acceleration with a dusty background for the rear tire (Pirelli, hats off to the Scorpion!), frenzy in standing on pebbled tracks with speed 150 kilometers per hour. A motorcycle (without suitcases) will satisfy all desires, including after jumps. If I could choose a car for a trip to Tunisia out of five, the decision would be clear: KTM.

Where did we go:

After the first refueling in Vrhnika, we ended up in the direction of Logatz and instead of Postojna or Idrija turned towards Kola and Aidovshchina (a great, constantly winding road!), After which we climbed the karst plateau after a short turn in the smelling Vipava valley. . The scented road from Komna to Dutovel is one that a Slovenian motorcyclist simply has to take, and instead of going to Sezana, we take it along the Italian coast to the Slovenian coast.

After refueling our bikes and our stomachs at Miranda in Koper (ask for homemade meat from the hands of owner Igor Benedetti, who is also an avid motorcyclist), we immediately turned left onto narrow Istrian trails at the advice of the locals. crossed the Slovenian-Croatian border, licked the cobblestones of Motovun and ended up on the shore somewhere near Umag. The return trip took place due to bad weather in the afternoon.

We recommend heading south in early spring or late autumn as summer temperatures get too high during the day. Well, jumping into the sea and fresh dorado with baked potatoes are also worth the "torment". Worth visiting there: Grozhnyan, Motovun, Labin, Cape Kamenyak.

Fuel consumption:

There was not much difference in fuel consumption as all measurements remained in a good liter range. The most greedy was Stelvio, which required exactly seven liters per hundred kilometers. It was followed by the Varadero with 6 liters, followed by the KTM with 8 liters with a surprisingly low thirst Tiger (6 liters), and the most economical was the GS, which “burned” just 6 liters of unleaded gasoline. No noticeable level differences were observed on the dipsticks. We'll have to go somewhere longer a second time, two ...

Impressions of motorcyclists and passengers:

Peter Kern

As a former owner of a four-cylinder sports bike, my favorite was the Triumph. It distributes power perfectly at all speeds, while the engine is much quieter than a two-cylinder. I liked the steering wheel a little lower, up to 140 kilometers per hour, the wind protection is also strong, and in addition to the engine, very easy handling is surprising. The Tiger is a really good combination of sportiness and ride comfort, if I had another horse it would suit my taste perfectly.

In BMW I'm only concerned about low-speed vibrations and the periodic harder search for first gear at idle, otherwise I have no comment. The posture is excellent, the seat is probably the best. The KTM rides very well off-road, with only vibration and engine displacement decreasing comfort. The Honda is comfortable, but too heavy, especially when put in place with a passenger in the back seat. Moto Guzzi? Mechanical noises when accelerating from low revs, a rough gearbox, vibration and too much cutting position behind the wheel distract me from the thought that it is in the garage, even though it has good driving characteristics. I would classify them as follows: Triumph, BMW, KTM, Honda and Moto Guzzi.

Mateya Zupin

As the only girl, I was given a seat behind the driver for two days. I have been a companion for several years, but I hope that someday I will tame such and similar "horses" myself. On the way from Ljubljana, I drove the GS for the first time. At first glance, I liked the tall, elegant off-road touring engine. The seat is pleasantly soft and majestically high, so I had a very good view of the road and surroundings. However, at higher speeds, I had no problem with drafts due to the good wind protection.

It was better for me to stay in place when accelerating or braking, so as not to slip. The knobs are nicely shaped (do not bite) and are in the right place, as are the pedals. Then my boyfriend and I moved to Honda. The seat is comfortable enough, but tilts forward a little, which becomes very annoying after repeated braking. KTM is also a real adventurer from the passenger's point of view. The form is already reminiscent of adrenaline, but when you ride it, sooner or later you feel it. Even though I don't have a big butt, the seat was too narrow compared to others, but still comfortable enough and long enough for me to find my seat.

There was still more movement and shifting due to sliding towards the driver than the BMW or Guzzi. I have no comments on the arms and legs. On Guzzi I felt very good as a companion. The seat is large enough, not too low or too high, and is slightly raised in the front to keep it from sliding forward. The left foot is too close to the exhaust pipe, as I was constantly leaning on it. However, I have a note on the handles, as the glove can get stuck behind the front, narrower part.

I had a good view of the road on Stelvio, but you still sit low enough to be able to "hide" behind the driver, which gives you a greater sense of safety and protection from the wind. Finally, we faced the Tiger. Triumph caught my attention with its shape, and with that thought, uh, it will fly. Since I love sports bikes more, I felt very good on them. I just have no comments when I look at this in terms of racing, road, and not touring bikes. However, it's true that it has poor wind protection as well as a tall seat, making it really blowing away. It is best to sit on this bike leaning forward a little.

I would add that it surprises me that after a long trip I did not feel any pain and therefore I really enjoyed these two days, despite the wet finish. Thanks to Matevž and the rest of the team! From my point of view, I would classify test bikes as follows: BMW, Triumph, KTM, Moto Guzzi and Honda.

Marko Dečman

Varadero has very good wind protection and the overall engine runs very reliably. It sometimes feels like a heavy motorcycle, but when you ride it feels good to drive. Suitable for on-road driving, not off-road driving. The Triumph has very good ride quality as it looks more like an enduro than a road bike. The engine is extremely flexible, but more useful in the upper areas. It works a little restlessly when driving slowly. If you don't add intermediate throttle, the transmission becomes extremely stiff when downshifting. KTM works very easily.

It has good off-road performance and slower cornering performance, but is less stable at high speeds. The engine reacts violently and heats up when driving slowly (then the fan is constantly on). The suitcases are sturdy, durable and roomy. At first glance, the Moto Guzzi seems heavy and bulky, but after the first few kilometers you realize its exceptional handling. The riding position on the motorcycle is very natural and suitable for long rides.

The disadvantages of a motorcycle are cylinder heating, poor off-road maneuverability and metallic sounds. The BMW driver sits very high up, which is a welcome gaze on the road. It has good driving characteristics both on asphalt and on lighter off-road terrain. The engine is very durable, even at high temperatures and heavy loads, it did not detect overheating. The boxer engine responds very well to pressing the gas pedal, accelerates steadily and runs very quietly. For my taste, the order is: BMW, Moto Guzzi, KTM, Honda and Triumph.

Petr Kavchich

Among all those selected in the test, there is no bad car for which I would wave my hand: "ah, never mind, they have no idea" ... I had a great time with everyone, had fun and enjoyed the ride. But a decision must be made, and I must admit without hesitation that I have a serious problem to address first. I would definitely choose between BMW and KTM with an unlimited budget. The GS is just such a perfect travel enduro that I can't say no to it. Everything but a tiny detail, he convinced me one hundred percent that the lesson was in itself.

Terrain, rubble, cart tracks, an adventure somewhere beyond God, where there are no quick services and roadside assistance, there is a great KTM adventure. That's right, I would put KTM first. If I knew that I would never ride on rails or on a broken gravel road in the middle of Istria or Tunisia, then BMW would be the first, but since I really can't resist adventure, my choice is KTM. This is purely a matter of personal taste. It's far from perfect, but good enough to be entrusted with even more serious off-road adventures. The off-road look and feel of the Moto Guzzi is also close to me, which I definitely put in a solid third place. It's different and I like it.

It was my first time driving a Triumph and I was pleasantly surprised, but I still had the feeling that it would fit perfectly with a “comparator”, say, a Honda CBF 1000. This is perhaps the most sporty car, and it shows at every turn. turn. Honda and I got along well too, but I have to admit that they have known her for many years. The Varadero is a solid bike, it can even be great if comfort is one of the main criteria, but the competition has moved forward in many chapters. So my list from first to last is as follows: KTM, BMW, Moto Guzzi, Triumph, Honda.

Matei Memedovich

The first impression is only the first impression and does not attach any particular importance to subsequent conclusions, so I recommend that you test a kilometer yourself before buying. As for the Honda, I can say that it hasn't changed much over the years, at least in terms of ride, and probably many other components of the bike are still from the first model. It has a little more weight, so it works cumbersome when the bike is moving, while delivering a pleasant feeling of calmness when riding on an asphalt road, which off-road does not help.

The Triumph is a mixture of touring and road bikes, the engine is clearly different from the others, you can feel it when you open the throttle, the engine is turning quickly, and therefore I have repeatedly found myself starting to sit down and correct my knee during sport riding. style. The KTM lacks some on-road comfort, for those of you who love ants in your ass it will be real, but this is a great off-road bike, you just need to get out of your passenger house. The Moto Guzzi surprised me the most, and on a positive note.

Shifting feels like you're sitting in a helicopter and the engine sound is similar too, but when I got the first few miles I couldn't believe it could shift so smoothly and easily from turn to turn. I would only criticize the vibrations, which are even slightly higher than the KTM. For better performance - due to heavy rain and vibration after a trip from the coast to Kočevje, I no longer felt my fingers. The winner, of course, was BMW, which is still one step ahead of the competition: calm, excellent handling, gives a great feeling when adding gas, only the seat is a little stiffer and narrower. In my choice, they are followed by: BMW, Guzzi, KTM, Triumph and Honda.

TECHNICAL INFORMATION:

BMW R 1200 GS

Base model price: 13.600 EUR

Test car price: 16.304 EUR

engine: two-cylinder opposed, four-stroke, air-oil cooled, 1.170 cc? , two camshafts and 4 valves per cylinder, electronic fuel injection.

Maximum power: 81 kW (110 KM) at 7.750/min.

Maximum torque: 120 Nm @ 6.000 rpm

Energy transfer: Transmission 6-speed, cardan shaft.

Frame: lifting capacity of engine and gearbox, auxiliary steel tubular frame.

brakes: two coils ahead? 305mm, four-rod brake calipers, rear disc? 265 mm, twin-piston brake caliper, switchable built-in ABS.

Suspension: front telelever, telescopes? 41mm, 190mm travel, rear Palalever, 200mm travel, electronically adjustable ESA III suspension.

Tires: 110/80-19, 150/70-17.

Seat height from ground: 850/870 mm (lower version 820 mm, lowered chassis 790 mm)

Fuel tank: 20 l.

Wheelbase: 1.507 mm.

Weight (dry): 203 kg (229 kg with liquids)

Representative: BMW Motorrad Slovenia, www.bmw-motorrad.si

We praise and reproach

+ comfort for both

+ stability

+ motor

+ gearbox

+ rich equipment

+ fuel consumption

+ electronically adjustable suspension

– rough operation of the anti-slip system

- not for what is raging in the field

- raw design

- narrow feet

– high price for accessories

Test car accessories

Chromed exhaust system - 102 euros

Electronic suspension adjustment ESA II – 697 EUR

Heated handles - 200 euros

Tire pressure control RDC – 210 EUR

Trip computer – 149 euros

Hand protection - 77 euros

White LED turn signals - 97

Built-in ABS braking system: – 1.106 euros

Anti-slip system ASC: - 307 euros

Left and right suitcase holders - 151 euros

Honda XL 1000 VA Varadero

Base model price: 11.190 EUR

Test car price: 11.587 EUR

engine: two-cylinder V, four-stroke, liquid-cooled, 996 cc? , 4 valves per cylinder, electronic fuel injection.

Maximum power: 69 kW (94 KM) at 7.500/min.

Maximum torque: 98 Nm @ 6.000 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: steel pipe.

brakes: two coils ahead? 296mm, triple brake calipers, rear disc? 256 mm, tripod, brake caliper, built-in ABS.

Suspension: in front of a classic telescopic fork? 43mm, 155mm travel, rear adjustable single shock, 145mm travel.

Tires: 110/80-19, 150/70-17.

Seat height from ground: 838 mm.

Fuel tank: 25 l.

Wheelbase: 1.560 mm.

Weight (with liquids): 276 kg.

Representative: Motocenter AS Domžale, Blatnica 3a, Trzin, 01/562 33 33, www.honda-as.com.

We praise and reproach

+ comfort, tirelessness

+ wind protection

+ powerful engine

+ large fuel tank

+ low price, maintenance costs

- weight

- lack of power at low speeds

- a way to "fall" into a turn

– medium brakes

– No fuel gauge

- old design

Test car accessories

Base plate - 83

Givi suitcase – 179

Pipe protection - 135

KTM Adventures 990

Base model price: 13.590 EUR

Test car price: 14.850 EUR

engine: two-cylinder V, four-stroke, 999 cm? , liquid cooling, electronic fuel injection.

Maximum power: 78 kW (106 KM) at 8.250/min.

Maximum torque: 100 Nm @ 6.750 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: steel pipe.

brakes: two coils ahead? 300mm, twin-piston calipers, rear disc? 240, two-piston caliper, ABS switch.

Suspension: front telescopic fork? 48 m, 210 mm travel, rear adjustable single shock, 210 mm travel.

Tires: 90/90-21, 150/70-18.

Seat height from ground: 860 mm.

Fuel tank: 19, 5 l.

Wheelbase: 1.570 mm.

Weight (dry): 209 kg.

Representative: Motocenter Laba Litija, 01/8995213, www.motocenterlaba.com, Axle Koper, 05/6632377, www.axle.si.

We praise and reproach

+ field properties

+ quality components

+ powerful, lively engine

+ a sense of control over the car

- brakes on the road

– Suspension suspension when braking

– less precise gearbox

- increased temperature in the right leg

– vibrations

Test car accessories

Engine protection – 200

Side cabinet with brackets - 750

Rear suitcase with brackets - 310

Moto Guzzi Stelvio NTX

Test car price (base model): 14.990 EUR

engine: two-cylinder V, four-stroke, 1.151 cc? , electronic fuel injection.

Maximum power: 77 kW (105 KM) at 7.500/min.

Maximum torque: 113 Nm @ 5.800 rpm

Energy transfer: Transmission 6-speed, cardan shaft.

Frame: steel pipe.

brakes: two coils ahead? 320mm, four-rod brake calipers, rear disc? 282mm, twin-piston caliper, ABS switch.

Suspension: front adjustable inverted telescopic fork? 50mm, rear adjustable single shock.

Tires: 110/80-19, 150/70-17.

Seat height from ground: 820/840 mm.

Fuel tank: 18 l.

Wheelbase: 1.535 mm.

Weight (with liquids): 259 kg.

Representative: Avto Triglav, Dunajska 122, Ljubljana, 01/588 45 50, www.motoguzzi.si.

We praise and reproach

+ comfort

+ low rise

+ extraordinary cycling

+ wind protection

+ rich standard equipment

+ good engine

– rough drive (cardan shaft)

– mechanical engine sounds at low speeds

– vibrations

- engine heat

– Dear Services

Triumph Tiger 1050

Test car price: 12.890 EUR

engine: three-cylinder, four-stroke, liquid-cooled, 1.050 cc? , electronic fuel injection.

Maximum power: 83 kW (113 KM) at 9.400/min.

Maximum torque: 98 Nm @ 6.250 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: aluminum.

brakes: two coils ahead? 320mm, four-rod brake calipers, rear disc? 255mm, twin-piston brake caliper, ABS.

Suspension: front adjustable inverted telescopic fork? 43mm, 150mm travel, rear adjustable single shock, twin-piston caliper.

Tires: 120/70-17, 180/55-17.

Seat height from ground: 835 mm.

Fuel tank: 20 l.

Wheelbase: 1.510 mm.

Weight (with liquids): 228 kg.

Representative: Španik, doo, Noršinska ulica 8, Murska Sobota, 02/534 84 96, www.spanik.si.

We praise and reproach

+ great engine

+ high-spirited driving performance

+ ease of use on the road

+ brakes

+ on-board computer

- unsuitable for work in the field

– wind protection

– mirrors

- on-board computer control

Prices for the first two services (in euros)

BMW R 1200 GS

Honda XL 1000 VA

KTM Adventures 990

Moto Guzzi Stelvio 1200 NTX

Triumph Tiger 1050

1.000 km

160

105

160

221, 19

90

10.000 km

145

105

160 (at 7.500 km)

307, 56

140

Spare parts prices (in euros)

BMW

Honda

KTM

Moto Guzzi

Triumph

front fender

223, 5

179, 09

179, 58

209, 21

163, 22

fuel tank

825, 6

740

1.240

236, 16

698

left mirror

59, 88

55, 65

38, 40

19, 85

69, 07

clutch lever

54, 17

13, 91

13, 86

86, 44

53, 42

gear shift lever

75, 9

95, 18

73, 02

64, 06

83, 9

foot

67, 67

56, 07

43, 80

28, 73

45, 34

Final grades:

Form, workmanship (15)

BMW R 1200 GS (13)

He lost his glasses due to some elements that were completely tasteless from an aesthetic point of view. But they are functional, functional ...

Honda XL 1000VA Varadero (9)

The design is already ripe for renewal, the components (handlebars, crosspieces, forks ...) are at the level of cheaper motorcycles.

KTM Adventures 990 (14)

Unmistakable KTM design, good components, durable finish.

Moto Guzzi Stelvio NTX (11)

He no longer deserves it for deviating from a form popular with the general public. The workmanship is surprisingly good for an Italian.

Triumph Tiger 1050 (12)

A fresh and almost sporty aggressive design. The British did not pay too much attention to small details.

Complete drive (24)

BMW R 1200 GS (24)

The more gas you add, the faster it will move. And he's humble.

Honda XL 1000VA Varadero (19)

If the engine had more torque at low revs, we would have nothing to blame.

KTM Adventures 990 (17)

He lost points due to the gearbox, vibrations and a less agile engine. Athlete.

Moto Guzzi Stelvio NTX (17)

He lacks sophistication and calmness. A matter of taste.

Triumph Tiger 1050 (23)

Low vibration, great flexibility. With a slightly better gearbox and less squeaky engine when adding gas, I would have gotten all the points.

Driving performance (road, off-road) (40)

BMW R 1200 GS (30)

No doubt a very rideable and stable bike. There is no derogatory.

Honda XL 1000VA Varadero (24)

The machine is stable, but too heavy - both for pushing off in the parking lot and for climbing rocks.

KTM Adventures 990 (37)

Due to the large wheel, it feels worse when falling into a turn, there is more seating when braking, but ... Fun and maneuverability - there is no competition here.

Moto Guzzi Stelvio NTX (31)

Unusual cycling on a winding road. We're not kidding!

Triumph Tiger 1050 (26)

Very easy and fun, but only on the road.

Comfort (25)

BMW R 1200 GS (25)

No comment.

Honda XL 1000VA Varadero (22)

The passenger seat is slightly tilted forward. Comfort is the main advantage of Honda.

KTM Adventures 990 (16)

You don't need to explain the struggle between comfort and sportiness again, right?

Moto Guzzi Stelvio NTX (22)

If it had a less wobbly engine, it would rival BMW.

Triumph Tiger 1050 (19)

A very comfortable motorcycle in terms of driving performance.

Equipment (15)

BMW R 1200 GS (11)

You won't get much for the base price, but it definitely has the longest list.

Honda XL 1000VA Varadero (7)

Most of all, we are outraged by the lack of a fuel gauge. The list of accessories is also poorer.

KTM Adventures 990 (10)

Very spartan dashboard. As standard, it is equipped with ABS and a storage box in front of the driver.

Moto Guzzi Stelvio NTX (12)

The NTX version offers a lot, we are missing only the heated levers and the option of some electronic devices.

Triumph Tiger 1050 (10)

Trip computer as standard, ABS for an extra charge.

Steam (26)

BMW R 1200 GS (16)

Well equipped is expensive, fuel consumption is minimal, and the price holds up well.

Honda XL 1000VA Varadero (21)

In terms of value, Honda is the winner. The service and sales network is also fully covered.

KTM Adventures 990 (16)

The fuel tank is devilishly expensive, and the other (high-quality) components are not cheap either.

Moto Guzzi Stelvio NTX (14)

There are many accessories on offer at this price, but still not cheap. The consumption is quite high and the parts are surprisingly cheap.

Triumph Tiger 1050 (19)

The downside of Triumph at the moment is only lower service levels in Slovenia, otherwise the bike is inexpensive.

Final points and overall rating (total possible 145 points)

1. BMW R1200GS (119)

2. KTM Adventure 990 (110)

3. Triumph Tiger 1050 (109)

4. Moto Guzzi Stelvio 1200 NTX (107)

5. Honda XL 1000VA Varadero (102)

Matevž Gribar, photo: Aleš Pavletič, Matevž Gribar