Discovery – Nine K Days in 2007 – Used KAWASAKI


Bmw, Triumph and Yamaha

Comparison test: tourer concepts

Between summer and autumn, in the middle of harvest time, a tour around Lake Constance means high-end motorcycle enjoyment. Especially when such great motorcycles compete for a touring concept comparison between two-, three- and four-cylinder.

Two hours of driving and you’re in the middle of another world.

Take a deep breath where the places are called Lerchensang and No Man’s Friend, Grünkraut and Grater. Welcome to the Swabian Allgäu, with peace and quiet and rural tranquility. Creaking tractors make you forget the traffic chaos in Ulm, an accident in a construction site. Caught in the army of the stationary tin cans. Because wide handlebars, expansive cladding and standard cases almost prevent snaking in traffic jams.

A disadvantage of these magnificent tourers? Certainly not. Because you can hardly travel more tastefully and comfortably on two wheels. This applies to Triumph Sprint ST and Yamaha FJR 1300. But especially for the Bmw R 1200 RT. Not only the expensive radio CD sound system makes the music steamer so lively. The RT is a huge trump card for a motorcycle, but makes it easy to handle. Easy to jack up and down and easy to direct using the high handlebars. It turns on the palm of your hand, makes you sit upright and sublime. However, it is only recommended for small drivers with the driver’s seat lowered, 83 centimeters high.

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Bmw, Triumph and Yamaha
Comparison test: Tourer concepts

Three-cylinder tourer


The Triumph Sprint ST was launched in spring 2008 "Motorcycle of the year" elected in the Tourer category.

The sun plays hide and seek in deep green forests, purple fireweed and balsam bloom in the clearings. The air smells spicy. Warmth of summer garnished with the colors of autumn. Splendid. The hay is turned for the last time in the year. Bright red-yellow colored apples hang on the trees. It is harvest time. The Triumph Sprint ST already received laurels in spring 2008. The MOTORRAD readers chose her as the "Motorcycle of the year" in the Tourer category. The British rider wrested the title from the seven-time serial winner Yamaha FJR 1300. Which starts in 2008 with better ABS. The English sports tourer has been countering this since 2007 with handlebar stubs three centimeters higher and a slightly higher touring screen, both of which are not adjustable. Otherwise, the equipment does not come close to the two luxury tourers. The Triumph relies on emotion.

The triple occurs most spontaneously, is so elastic and easy to turn that you cheer with joy. The Sprint lives up to its name on intermediate sprints. The three-cylinder kicks. 128 thoroughbred warmblood horses. Amazing: The displacement Benjamin with 1050 cm3 even outpaced the 1300 Yamaha in the draft, literally leaving the boxer behind. Since the 263 kilograms plays "easy" Triumph mercilessly from their 40 kilograms less weight compared to the FJR. Only the vibrations of the triple, which are noticeable from medium speeds, disturb. But when the three-cylinder starts its throaty song, you don’t care. From the three typical small end tubes of the silencer laid under the seat it hisses and roars deeply and grumbles heartbreakingly in push mode.

The Triumph wins the imaginary sound rating by a huge margin. Sadly, on the other hand, how anemic the most violently vibrating Bmw boxer sounds: tinny and hollow, shaking thinly when idling. Delight in the auditory snail? Nothing. At least find – listen and be amazed – the gears of the RT are the gentlest in relation to each other, the clutch can be pulled very gently, but it smells improperly under heavy load. Superior bulliness of the boxer? That’s just legend, the performance is just mediocre. Both Sprint and FJR bag the Bayern tourer heavily. Well, the 112 hp two-cylinder is not primarily the attraction of the RT.

Four-cylinder tourer


Timeless and elegant: the Yamaha FJR 1300 R has become a trademark since 2001.

The powerful Yamaha FJR 1300 inspired a lot more than the Bmw. In 2001 it was a real bang from Japan: the strongest tourer of all time to date! Timeless and elegant, it has since developed into a trademark, becoming a synonym for relaxed, fast touring. The real 138 hp four-cylinder shakes its power out of the wrist, revving up like a turbine. Almost like an electric motor. But only almost. The full, but somewhat wavy torque curve leads to slightly braked acceleration deep in the engine speed range and noticeable extra thrust from 5000 rpm. The dull, bass-rich sound goes perfectly with the FJR. And with this example, the greatest smoothness of the touring trio. Great.

Fortunately that is "progressive" The throttle grip, which caused hand cramps in 2006 and 2007, is a thing of the past. In 2008 it is easy to accelerate again and you quickly end up in the final fifth gear. When will the FJR finally get six gears? And a smoother clutch? So the left forearm has to work a lot. The cardan reactions are a tad more pronounced than with the Bmw, because the FJR swing arm has no torque support. After a curve near Tettnang, a trailer loaded with hops is in the middle of the road. Now it’s time to hit the brakes! The FJR gets in strongly, and has finally been biting hard since 2008. But if you forget to apply the brakes at the rear, which means that two of the eight pistons at the front are actuated via the combination brake, the braking distance is unduly long. The ABS then regulates very clumsily, opens for a long time. With small corrective braking, however, for example when turning, the automatic braking at the front is irritating. With the integral brake of the RT, you can also brake at the rear alone, its ABS is sensitive. The only difference is that your brake is not particularly easy to adjust. The Triumph brake, on the other hand, has a crisp pressure point, although its ABS also regulates a little roughly.

On the Swiss side of Lake Constance, behind Sankt Gallen, there is a recommendable biker’s quarter, the "Gasthaus zum Hirschen" in Trogen. Cold hop bowls are served in "Poles" three deciliters each. The next morning we are greeted with the tinkling of cow bells, Swiss national flags and the Ruppen Pass. The idiosyncrasies of the FJR really come out. The 2008 model, the best so far, has a modern Bridgestone BT 021 "F.". But the steering behavior of the Yamaha remains stubborn. She doesn’t like to fold down. Once in an inclined position, the 1300 straightens up again on asphalt blemishes, especially on bumps or when braking. First you have to force it and bring it down, then constantly correct it. Feels like the front and rear wheels don’t want the same thing. No, the Yamaha is far from the neutrality of the Bmw, which swings much more nimbly on the Metzeler Roadtec Z6. Great steering behavior is different. Especially since the FJR suddenly falls further into an inclined position when turning or turning. In addition, the FJR footpegs are most likely to touch down.

Driving pleasure and ergonomics


Maintain posture: on the Triumph Sprint ST, your shoulders, neck and head lie almost unprotected in a turbulence-free flow.

Despite its moderate size and the lowest seat height, the 305-kilogram bomber needs experienced drivers. Agile and curvy, the Triumph dives over the prealpine roads. An overflowing wave of highly compressed driving fun. The fork, which is a little overdamped, remains a little deep in the springs, while the central spring strut should respond a bit better. But the Sprint ST rolls from left to right and back again in fast alternating curves that it is just such a splendor. And that despite the aging Bridgestone BT 020 in special code "NN". Anyone who switches from RT or FJR to Sprint initially thinks they are on a thoroughbred sports motorcycle. Improved or not, you still have to stretch significantly further and deeper over the long steel tank to get to the handlebars of the Triumph. The front wheel-oriented stance emphasizes the claim not to be a genuine luxury steamer, but a perfectly motorized sports tourer. Leather instead of Gore-Tex. The design of the bench, which was also renovated last year, also fits in with this. Narrower than the other two, in marathon stages on the Triumph, the butt reports earlier and asks for a break.

Almost an advantage that you "smaller" 20-liter tank is the first to stop. At least you can lean on the edge of the heavily raised pillion seat. In the second row you crouch on the first floor. That makes getting on quite difficult and the contact with the driver moderate. The pillion passenger enjoys a full overview, but is lost in the onrushing wind at high speeds. And there are quite a few of them at tip 259, as the journey on the A 7 proved. Anyway, how was that again on the autobahn? Triumph and Yamaha are in a head-to-head race, while the Bmw, "just" 223 is running. So what? But there is heavenly peace on board the luxury liner RT, regardless of the speed. Slice up and down for it. If the square sail of the windshield is fully up, you can even drive around with the visor open. But then can no longer look over it. Even legs and feet (cylinder left and right!) Are well protected from the wind.

Wind chimes and comfort


The wind protection on the Bmw R 1200 RT is outstanding. Once the window is up, you have to look through it.

On the Yamaha, too, a large disc dutifully, electrically adjustable, throws itself in front of approaching insects. You rarely have to clean your helmet visor. However, the suction that occurs when the shield is up is more pronounced, especially in the pelvic area. The Triumph Sprint shines at top speed with impeccable straight-line stability, while the other two, much thicker chunks show a very slight stir around the steering head (tendency to wobble). In return, behind the much flatter Triumph lens, sooner or later "full coverage" hip, trendy, popular. The extremities also get more wind. Anyone who has rheumatism-afflicted, cold-sensitive knees should ride RT. Sport touring shimmers on the sleek Sprint ST at all corners (and edges). A pure bundle of energy, not a full-fledged tourer. But their sensuality brings sharpness into life.

The RT appears smoother and more consistent. The gentle giant drives almost by itself. Almost perfectly thought out, you feel safe and secure on it as in Abraham’s lap. And the FJR? Its chic design is a stroke of luck, the reliability is proverbial and the seating comfort is best for small drivers and passengers. A motor (wheel) for people who don’t have to prove anything, but who appreciate pure power if the worst comes to the worst. It is an extremely comfortable wheelbarrow, more suitable for long distances than serpentine. She shows that again when the trio arrives on the Höri peninsula, between Stein am Rhein in Switzerland and Radolfzell on the German side. We screw our way up the Schienerberg over winding streets, enjoy wonderful views of the table mountains of the Hegau such as the Hohentwiel near Singen. On the shores of the Untersee near Wangen, pear and raspberry plantations await us, along with fresh plums. Culture in Konstanz and the island of Reichenau want to be discovered, including tens of thousands of water birds in the Wollmatinger Ried, right up to the rare great egrets. Can life really offer more than just see and feel?

Comments MOTORCYCLE scoring

Triple top: In pulling power, top speed and acceleration, the lighter Triumph is ahead of the larger-displacement competition. The Triple inspires with its elasticity and ease of rotation. The BMW boxer can only shine with its almost supple transmission, who would have thought that? On the Triumph the gearshift is very bony, on the FJR the manual clutch force is unduly high.

Winner engine: triumph

landing gear
Bmw can build chassis: stoically stable and perfectly coordinated, the sweeping RT with its ESA chassis speeds through the bends. In return, the Sprint ST is more precisely targeted and blessed with better straight-line stability. Only a passenger shows the limits of the Triumph chassis. The Yamaha cannot decide a single criterion for itself. Model maintenance seems advisable.

Chassis winner: Bmw

everyday life
Real tourers have an advantage: Bmw and Yamaha place the crew at the front and rear better than the Triumph. Where the RT shines with a wealth of equipment (subject to a surcharge), the Sprint ST messes up a little. Even with luggage storage and maintenance (chain!) It remains less consistently on touring course. The FJR has the best mirrors and, like the RT, top light.

Winner everyday life: Bmw

Country experience off: 20 years of ABS at Bmw result in better control functions and good deceleration at all times. In spite of the 2008 revision, the FJR still has some catching up to do. It also stands up the most when braking.

Safety winner: Bmw

The RT scores with its mobility guarantee. It is economical, but needs an expensive Super Plus. Overall, the three in this chapter don’t give each other much.

Winner costs: Bmw

The Sprint ST is almost 3000 euros cheaper than the FJR and 6500 euros (!) Than the RT in the test trim. Any questions?

MOTORCYCLE test result

1st place: BMW R 1200 RT
She has the best touring qualities in the world. And that despite its not very fiery boxer engine. But the overall package is almost perfectly thought out.

Place 2: Yamaha FJR 1300 A
A strong, confident and comfortable tourer that is getting on in years. The ABS 2008 is quite acceptable. But the stubborn steering behavior is irritating.

Place 3: Triumph Sprint ST
It is not a real tourer, as the features and seating posture prove. But the best motorbike in this test. Very fast and super sensual right up to the sound. Quite cheap in addition.


At RT there is almost nothing that doesn’t exist. Cruise control, traction control, tire air pressure sensor. But even useful features such as the electronically adjustable ESA chassis cost extra. Bmw combines several extras in groups ("Touring"- and "Safety"-Package), but the extras add up to 3400 euros, making a hefty 19500 euros for the test motorcycle. Radio / CD and loudspeakers alone cost a hefty 1550 euros. RT stands for in Bavarian surcharge policy "Really expensive"?

The steel tanks of the Sprint ST and FJR offer magnetic tank bags easily and securely. The RT is different. AT Bmw system tank bag has to be attached to the "Luggage rail" be docked. The Sprint ST, which is sparsely equipped for a tourer, lacks the immobilizer and gear indicator. The same applies to the adjustment options for handlebars, discs and seats. The cranked drawn valves, which are missing on the otherwise well-stocked FJR, are praiseworthy. In addition, more adjustment options on the FJR shock absorber would be desirable, just the choice between "hard" and "soft" in the spring preload is lean. Just like the two-stage headlight range adjustment of the dazzling RT.

* Incl. Touring package (1450 euros) and Safety package (400 euros); standard; ?? not available or not available

The brake

The Yamaha FJR 1300 showed long braking distances and rough ABS control intervals in MOTORRAD 18/2007, even on dry, non-slip roads. The 2008 model has three instead of two-stage brake pressure regulation, including new wheel speed sensors. The compound brake of the FJR requires a strong kick at the rear in an emergency, because only then can full braking power be achieved at the front. But then it is best to delay it within the trio.

The motors

All three drives are powerful and calm. But the Bayerische Motoren-Werke are out of line. The clutch runs dry, the crankshaft lies in the direction of travel for easier handling. The air / oil-cooled boxer has the largest individual displacements and thickest pistons in this comparison, 101 millimeters in diameter (stroke: 73.0 mm). In order to save structural width, the engineers relied on a complicated inner workings: high-lying camshafts, bucket tappets, short bumpers and rocker arms. Like the HP2 Sport, the next generation of the RT will each have two overhead camshafts. The balancer shaft rotating in the intermediate shaft is cleverly made.

The engines from Triumph and Yamaha are similar: water-cooled inline engines in aluminum bridge frames with dohc heads and bucket tappets for four valves per cylinder. The FJR has the smallest individual cubic capacities. With the same 79 mm bore, the Triumph has five millimeters more stroke for torque: 71.4 instead of 66.2 millimeters. The higher compression sprint achieves a nominal 121 hp / liter output, the FJR "just" 111.

Data Bmw R 1200 RT


Tea Bmw R 1200 RT cuts a fine figure as a two-cylinder tourer.

Air / oil-cooled two-cylinder four-stroke boxer engine, a balance shaft, one high-level, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm , regulated catalytic converter, 720 W alternator, 12 V battery / 19 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan shaft, secondary ratio 2.62.

Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm³
Compression ratio 12.0: 1
Rated output 81.0 kW (110 hp) at 7500 rpm
Max. Torque 115 Nm at 6000 rpm

landing gear
Load-bearing motor-gear unit, telescopic fork, Ø 35 mm (with ESA: electrically adjustable rebound damping), two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping (with ESA: electrically adjustable), double disc brake at the front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 265 mm, double-piston floating caliper, partially integral brake with ABS.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Metzeler Roadtec Z6 test

Dimensions + weights
Wheelbase 1485 mm, steering head angle 63.4 degrees, caster 110 mm, spring travel f / r 120/135 mm, seat height * 830 850 mm, weight with a full tank * 282 kg, payload * 212 kg, tank capacity / reserve 27.0 / 4, 0 liters.

Warranty two years
One year mobility guarantee
Service intervals every 10000 km
Colors blue, silver, black
Price 15,850 euros
Price test motorcycle 119,250 euros
Additional costs around 269 euros

Data Triumph Sprint ST


English sports tourer is looking for companionship for exciting tours for two: Triumph Sprint ST.

Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 420 W alternator, 12 V / 12 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 42:19.

Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm³
Compression ratio 12.0: 1
Rated output 93.0 kW (127 hp) at 9250 rpm
Max. Torque 105 Nm at 7500 rpm

landing gear
Bridge frame, telescopic fork, Ø 43 mm, adjustable spring base, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four- piston fixed calipers, disc brake at the rear, Ø 255 mm, two-piston fixed caliper, ABS.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 020 tires tested "NN"

Dimensions + weights
Wheelbase 1457 mm, steering head angle 66.0 degrees, caster 90 mm, spring travel v / h 127/120 mm, seat height * 820 mm, weight with a full tank * 263 kg, payload * 193 kg, tank capacity 20.0 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, gray, red
Price 12,740 euros
Price test motorcycle 212,915 euros
Additional costs around 240 euros

Data Yamaha FJR 1300 A


What the touring heart desires: dignified and comfortable travel on the Yamaha FJR 1300 R..

Water-cooled four-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V / 12 Ah battery, hydraulically operated Multi-disc oil bath clutch, five-speed gearbox, cardan shaft, secondary gear ratio 2.773.

Bore x stroke 79.0 x 66.2 mm
Cubic capacity 1298 cm³
Compression ratio 10.8: 1
Rated output 105.5 kW (144 hp) at 8000 rpm
Max. Torque 134 Nm at 7000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 282 mm, double piston – Floating caliper, partially integral brake with ABS.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 021 tires tested "F."

Dimensions + weights
Wheelbase 1515 mm, steering head angle 64.0 degrees, caster 109 mm, spring travel f / r 135/125 mm, seat height * 790 810 mm, weight with a full tank * 305 kg, payload * 198 kg, tank capacity 25.0 liters.

Two year guarantee
Service intervals every 10000 km
Colors gray, silver, black
Price 15,742 euros
Additional costs around 230 euros

The original tourer

In 1955, the Vincent Black Prince 1000 was the world‘s first series machine with a full fairing. The GRP fairing was supposed to keep rain and road dirt away and protect against wind, the 55 hp V2 sports tourer ultimately ran over 180. Luggage rack and plastic side case were available as an extra. The full casing of the expensive, less successful machine could be removed for service work in a few simple steps.

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