Discovery – Motoroid: the autonomous Yamaha that responds to the finger and the eye – Used YAMAHA

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21st Pictures

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The knot has burst. Buffalo torque thanks to the changed timing paired with plenty of flywheel are the ingredients for guaranteed hectic-free surfing on the torque shaft of the Moto Guzzi.

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Air-cooled two-cylinder in a comparison test. Who will get the crown?

Moto Guzzi Griso 8V, Duacti Monster 1100 Evo or BMW R 1200 R Classic?

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Like the GS and the RT, the R 1200 R now also has an exhaust flap.

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The lower triple clamp is used by Bmw as a distributor for the brake line, the steering damper is standard.

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BMW R 1200 R Classic.

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Bmw: Small scales, widely spaced clocks – legibility could be better. The on-board computer with a lavishly equipped LCD display costs extra.

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The single silencer of the BMW fits harmoniously into the line and is surprisingly compact.

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The smoothness and performance of the BMW boxer are impressive. It pairs beefy pulling power with considerable top performance, which in total results in a magnificent performance characteristic.

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BMW R 1200 R Classic, Duacti Monster 1100 Evo and Moto Guzzi Griso 8V.

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Athlete’s genetic make-up: The monster’s single-sided swing arm with a powerful central mother is good.

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The ABS stoppers together with the traction control make up that "Ducati Safety Pack".

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Ducati Monster 1100 Evo.

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Little contrast, reflective glass, small numbers – the Ducati cockpit shows how it shouldn’t be done.

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Great lines, great sound – the Ducati exhaust system shows how to skilfully design series exhausts.

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Duacti: Italian for advanced learners. The Desmodue impresses with its great ease of rotation, which is based on a strong center. You have to know how to take it, but no other of the trio sounds as beautiful as it does.

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BMW R 1200 R Classic, Duacti Monster 1100 Evo and Moto Guzzi Griso 8V.

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Guzzi: The manifold routing makes it necessary to relocate the oil cooler to the ground floor.

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Only the Griso has a redirection of the shock absorber. But she does not take advantage of it.

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Moto Guzzi Griso 8V.

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The large rev counter of the Moto Guzzi is a boon, the speedometer is easy to read, a fuel gauge instead of a reserve light would be good.

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Moto Guzzi: unmistakable sound, unmistakable design. The clear commitment to being different.

Comparison test: motorcycles with air-cooled two-cylinders

BMW, Ducati and Moto Guzzi naked bikes with air cooling

Few engines can look back on such a long line of ancestry as the air-cooled twins from BMW, Ducati and Moto Guzzi. With a lot of torque and puristic technology, they are ideal drives for the sheer pleasure of driving.

You can’t superlative flaunt. Eliminate the ever more hectic turning faster-higher-further spiral. And instead of cool, smooth perfectionism, the BMW R 1200 R Classic, Ducati Monster 1100 Evo and Guzzi Griso 8V openly show what moves us. Motors with a history that invite you to look at and linger, promise great sound. They stretch their cylinders boldly in the cooling airstream, proudly display their cooling fins. An anachronism? On the contrary. They are – paired with the latest electronics and embedded in modern chassis – fully up to date.

When you sit down, the three show very different faces. The BMW driver takes his seat very upright, embedded in a real hollow. The Griso stretches her rider over the long tank with outstretched arms, his feet resting relatively high up and forward. The most active driving is the posture on the Ducati. The somewhat peculiar cranked handlebars wide and deep, the rests at a sporty height, close to the handlebars, and all in all not uncomfortable. When the button is pressed for the first time, the boxer hums happily, the Ducati also bursts out its joie de vivre after a few turns of the crankshaft with a powerful roar. The Griso can be asked a little longer before she starts work. With a juicy "Tschack" If the starter of the Guzzi grabs the flywheel, throws the machine with a small jerk to the right and has to crank. Then the Mandello Twin is there, albeit sparkling for the first few meters.

B.If the engine oil is evenly heated, a little more patience is required than with water-cooled engines – and therefore restraint with the throttle hand. So start with the first few kilometers. The Guzzi-Twin likes to roll around comfortably. Satisfied bubbling, it drives the Griso, still runs smoothly at just over 2000 rpm and, when the throttle valve is opened, pushes forward with a slurping intake noise. The BMW boxer also exudes a lot of serenity: If you want to, you can drive through town even in sixth gear. The four-valve engine runs amazingly smoothly and its mass balance is excellent.

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Comparison test: motorcycles with air-cooled two-cylinders
BMW, Ducati and Moto Guzzi naked bikes with air cooling


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BMW R 1200 R Classic, Ducati Monster 1100 Evo and Moto Guzzi Griso 8V.

Especially since the spring elements are very well coordinated. The fully adjustable fork and the directly hinged shock absorber work well together. The fork could use a little more reserves in the form of harder springs for heavy braking attacks and the shock absorber could cope with hard edges a little more benevolently. Otherwise, however, there isn’t much to complain about. The more upright sitting position didn’t damage the feel for the front wheel. And if it goes through undulating arcs at a stretched gallop, the monsters keep their composure. She clearly plays the sporty part in this trio, steers in directly and precisely. It only requires a little pull on the handlebars for larger slopes.

How fast, almost impudently cheeky, the BMW can be moved is surprising. At first, that doesn’t really fit in with the almost passive-looking wing chair seating position. But it’s a lot of fun. Let the wind blow around your nose and relax and drive the load through the Winkelwerk. The optional electronically adjustable ESA chassis is definitely an advantage. The levels comfort, normal and sport offer practical adjustments at the push of a button. The former is really very comfortable, but it is itself "Sports" does not turn out to be a bony racing setup, but still offers sufficient comfort.

The BMW flies confidently and neutrally through the corners. You feel like you’re in Abraham’s lap, the foolproof, stable chassis gives the impression that nothing can throw the 1200 R off course. However, its Telelever construction on the front wheel cannot compete with the Ducati in terms of feedback. What is less important in everyday life, but more important when driving quickly over the home route. As does the tendency to take a slightly wider line when braking into corners. But that is complaining at a high level.

And the Guzzi? Your elegant fork copes with negligence by road builders with ease, and the shock absorber – the only one with a deflection in the test – makes the most of a meager 110 millimeters of travel, at least on flat asphalt. In connection with the sonorous throbbing V2, it is splendid to swing across the country, enjoy the dull pounding and let the horizon tilt from one angle to the next in front of the chrome-covered rev counter.

But if the asphalt folds, the shock absorber reacts stubbornly. In fast, undulating curves, there is only limited peace on deck. And the rear-heavy weight distribution, which is reinforced with the driver, causes steering precision to dwindle with increasing speed. Even if it can be moved with a bit of effort, the neat, brisk curve wagging suits its character better. Open the throttle valve at the exit of the curve and enjoy how the rustic V2 pounds off, massaging your eardrum, abdominal wall and soul. Powerful, snorting, he sucks his fresh gas into the combustion chambers and pushes forward in a way that was previously unknown from the Griso. No more lull at 4000 rpm in the boiler room, this Griso is cut from a different cloth. Changed timing and a new mapping have filled the torque crater that has been there up to now. Which ensures a more harmonious performance development.


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The smoothness and performance of the Bmw boxer are impressive. It pairs beefy pulling power with considerable top performance, which in total results in a magnificent performance characteristic.

The Bavarian flat twin also has that in its repertoire. And even more. Without complaining, he grabs in the speed ground floor, goes smoothly on the gas. Where the Guzzi fails with a lot of load change and the Ducati jumps directly to the gas, the BMW pushes forward energetically. At 5500 rpm there is again real tinder. Then the four radially arranged valves per cylinder really fan the fire and the boxer turns enthusiastically towards its peak of powerful 109 hp.

Perfect for lazy driving. It’s a shame, because gear changes have never been so buttery for a boxer. In any case, the dignified BMW has a surprising portion of sporting spirit. And is therefore in good company. Because the Ducati is blessed with the most powerful two-valve engine that ever came from Bologna. The test bench attests to a fat 99 hp. Too little compared to the competition? Slowly. Because the weight advantage of a good hundredweight is also reflected in the lustful sprint from curve to curve. Namely in such a way that the monster driver easily holds the connection. A four-stage traction control protects against exuberance at corner exit. The pithy hammering of the bundle of energy turns into a full, dull rumble in push mode. The transversely installed two-valve engine makes playing with the speed a feast for the senses. As long as you move above 3000 rpm. Below that, the twin shakes grumpily under load, especially in the upper gears.

Stopover. Because Griso and Monster signal with their reserve lights almost simultaneously low tide in the fuel barrel. Wait, almost missed the gas station. Into the go. BMW and Ducati decelerate with ABS support, only the Guzzi driver has to rely on his fine motor skills. After all, the Guzzi brake is best metered. The toughest grabs, however, are the BMW stoppers. However, combined with a certain bite, which makes it difficult to dose. The Ducati brakes also do solid deceleration work. With its considerable thirst, the Griso was the quickest to empty the 16.7 liter tank. With a consumption of 6.1 liters it is not a food lover. The BMW suffices with 5.2, the Ducati is satisfied with a modest 4.8 liters. However, their small 13.5 liter tank limits the range.

Nevertheless, the Ducati rider is grateful for the break, because the cast aluminum parts of the frame heat up a lot and the rider’s legs really heat up. The BMW stands alone at the pump because its 12: 1 high-compression engine demands Super Plus. If necessary, it also uses less octane thanks to the knock sensor. The fuel barrels are full, we are heading home. Regardless of which of the three characters appeals to you the most beyond all point ratings, all three naked classics offer the fun of traditional and appetizingly presented mechanics.

MOTORCYCLE scoring / test result


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BMW R 1200 R Classic.

engine
There was no herb against the boxer in the draft. The Griso has blossomed to new strength here, but has to give up in the chapter on load changes. Your gear pairs can only be sorted over long switching paths. The Ducati requires some power when downshifting and looking for neutral. To do this, your slipper clutch requires less manual force than that of the Griso.
Winner engine: BMW

landing gear
Neither of the three is really unwieldy. BMW and Guzzi get a little stiff at high speeds. The BMW chassis shines with great stability and neutrality. With the BMW, however, the Telelever dilutes the feeling for the front wheel, with the Griso the rear-heavy weight distribution. In two-person operation, the lovelessly tuned Griso shock absorber is overwhelmed.
Chassis winner: BMW

everyday life
The Bavarians just know how to model a comfortable place. But the Monster also benefited from the newly shaped seat and handlebars. However, if you want to transport luggage on it, you have very bad cards. The fact that it doesn’t score any more in terms of range despite the lowest consumption is due to the rather small tank.
Winner everyday life: BMW

security
The brakes of the BMW work like Blücher. Your grip is quite snappy, so the dosing is only mediocre. For this, the BMW parries the grip on the brake most confidently in an inclined position.
Safety winner: BMW

costs
The BMW is economical, but demands Super Plus. Only the Ducati offers 12000 maintenance intervals.
Winner cost: Ducati

Price-performance
Although it leaves the biggest hole in the bank, the BMW scoops by far the most points.
Price-performance winner: BMW


 Max. Number of points BMW Duacti Moto Guzzi overall ranking 1000 696 615 578 Placement 1st 2nd 3rd price-performance rating 1.0 2.2 2.5 3.5

1. BMW R 1200 R Classic
The Munich team really did a great job. Great chassis, the boxer at the height of his career. And the R is comfortable anyway.

2. Ducati Monster 1100 Evo
No chance for boredom. The Evo-Twin has temperament, sound and soul. And it is in a manoeuvrable chassis that accommodates dynamic natures.

3. Moto Guzzi Griso 8V
Well done, Guzzi. The powerful 8-valve engine inspires. And with ABS and some fine-tuning on the strut and consumption, it would sit right on the neck of the Italian competition.

Technical specifications

21st Pictures

Images: Comparison test: motorcycles with air-cooled two-cylinder engines

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