Discovery – Video report: discover the circuit with the Suzuki Academy – Study of the route: the Parabolic and Golf

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29 Pictures

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Regardless of whether you call it retro, vintage or heritage, pleasure-oriented driving without a desire for horsepower is back in style.

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… and still bewitched when it rests on the side stand while standing.

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Steering head angle 62.5 degrees, spring travel f / h 130/118 mm, seat height 805 mm, weight with a full tank 199 kg, tank capacity 21.0 liters.

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Price: test motorcycle 9790 euros including additional costs.

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Wherever the BMW R nineT, Moto Guzzi V7 Racer, Triumph Thruxton and Horex VR6 Cafe Racer 33 ltd. Appear, they attract attention from afar, and earn sympathy and recognition.

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For a decade now, the Triumph Thruxton has been enchanting its fans with its straightforward, classic lines.

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With the finely knurled fuel cap, even mundane refueling becomes a small, sensual ceremony. A neo-classic in the best sense of the word …

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Carburetor dummies, …

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… conical bags, …

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… white instruments …

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… or separate engine covers make the illusion of having an oldie in front of you almost perfect.

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A scene has long been established that has little to do with faster, higher, further, where machines are popular that only carry the bare essentials.

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Machines for the heart. With a sporty touch, inspired by classic role models, the café racers of the 60s.

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… She is an honest skin that offers an enormous experience value even at a moderate pace …

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… Instead of lavish performance, it brings soul, charisma and loads of wonderful details into the balance …

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The granddaughter of the legendary V7 Sport is neither a replica nor a copy, but an original …

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The R nineT is not a copy of any role models from the distant past …

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… But she skilfully plays with design quotes from the 50s and 60s …

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… In addition, the double-barreled Akrapovic system develops a downright beguiling sound that turns a trip into a sensual experience.

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… It impresses with its airiness and straight lines without any frills or the flood of equipment that is usual at BMW …

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BMW R nineT: seat height 785 mm, weight with a full tank of 222 kg, tank capacity 18.0 liters.

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It’s easy to see that the four are of entirely different characters. This quickly becomes clear on a trip over the small, lonely country lanes of the Swabian Alb and Danube Valley.

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The absolute alternative to the Moto Guzzi V7 Racer is called Horex VR6 Cafe Racer 33 Ltd. She is the most technocratic contribution in this quartet …

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… Extravagant engine concept, water cooling, three different engine mappings. The contrast could hardly be greater.

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An imposing, formidable monument …

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… The technically extremely complex VR six-cylinder is structurally a masterpiece with three camshafts and nested cylinders.

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… which only stopped in front of the less elegant exhaust system.

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A graphite block permanently lubricates the chain. Whether massive, milled fork feet or the playful-looking spoked wheels, the Horex exudes exclusivity from every detail, …

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Outlier: The Horex VR6 Cafe Racer 33 Ltd delivers a hefty 144 hp instead of 126, series distribution is obviously an issue in Augsburg, because a "Classic" measured earlier delivered 136 hp instead of 126.

BMW R nineT, Horex VR6 Cafe Racer 33 Ltd, Moto Guzzi V7 Racer and Triumph Thruxton

Exit with passion

Machines for the heart are back in fashion. With a classic look and feel and modern technology. Café Racers do without excessive performance and electronics. This creates space for very special driving experiences: four machines, four variations on the theme.

The scene is symptomatic: bumper after bumper, stop-and-go, hardly getting through. Until suddenly a Golf zigzags to the right, clears the way and its driver, with a broad grin, enthusiastic look and thumbs up, the four Café Racers BMW R nineT, Moto Guzzi V7 Racer, Triumph Thruxton and Horex VR6 Cafe Racer 33 Ltd rolls by.

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BMW R nineT, Horex VR6 Cafe Racer 33 Ltd, Moto Guzzi V7 Racer and Triumph Thruxton
Exit with passion

Horex VR6 Cafe Racer 33 Ltd appear, they attract attention from afar, earn sympathy and recognition. You obviously hit the nerve. Because a scene has long been established that has little to do with faster, higher, further, where machines are popular that only carry the bare essentials. Machines for the heart. With a sporty touch, inspired by classic role models, the café racers of the 60s.

Retro charm hits the bull’s eye

The four hit the mark with their retro charm. And they ride it excellently. The BMW R nineT is practically sold out and has already made it into the top 20 of the registration statistics. Although it is more of a roadster with its wide handlebar, it fits well into this group with its slightly sporty attitude and the aluminum hump (subject to a surcharge). The Moto Guzzi V7 Racer is the bestseller in the Guzzi range, the approvals of the Triumph Thruxton are already above last year.

And the 33 copies of the Horex VR6 Cafe Racer 33 Ltd – no more are built – should also be largely out of stock. Classical appearance and undisguised technology evidently develop their charm. Polished or chrome-plated metal and wire wheels are coming. And signal: The focus here is not on high performance or sophisticated electronics, but on pure enjoyment. The performance range of the four spans from 48 to 126 hp. Well then, gentlemen, start your engines.

Moto Guzzi V7 Racer


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The granddaughter of the legendary V7 Sport is neither a replica nor a copy, but an original.

The Moto Guzzi V7 Racer is the smallest in the field, but still in good voice. With a bassy pounding it roars to itself in idle. Its red painted frame is a nod to the eponymous V7 Sport from 1972. And like its model, it tilts slightly to the right with every throttle due to the lengthways crankshaft. In addition to this Guzzi-typical peculiarity, it is above all the loving design that warms the heart on the Guzzi. Be it the leather strap that stretches over the chrome-plated tank, the suede bench seat that even has a cover for rainy nights outdoors, the small protective bar over the plate with the serial number on the upper triple clamp or the finely milled detents with eccentrically mounted levers – everywhere you can feel how much devotion their builders went to work.

It’s easy to see that the four are of entirely different characters. This quickly becomes clear on a trip over the small, lonely country lanes of the Swabian Alb and Danube Valley. And yet they aim at one and the same thing: to cover every kilometer with pleasure, to experience it with all your senses. Food for the soul. The petite Moto Guzzi V7 Racer approaches this goal with playful ease. Its slim tank-seat-line results in perfect knee closure. Of course, your twin with real 45 hp doesn’t pull up trees.

Modern Classic


Comparison test: Harley-Davidson Sportster Forty-Eight, Honda CB 1100, Kawasaki W 800, Moto Guzzi V7 Racer, Triumph Scrambler


The slow must go on


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The lightest in the field at 201 kg

But his horses are of a strong nature, and it is always enough for a brisk stroke. Especially since the preppy Italian at 201 kg is not only the lightest in the field, but also rolls on narrow tires, which ensures fantastic handling. Then just keep the engine in its comfort zone between 2500 and 6000 rpm, sort the gears appropriately using the long shift paths and then let them roll. Always keep your momentum, swing calmly over the country lanes. Enjoy the wonderful booming sound of the Moto Guzzi V7 Racer and the view of the pretty round instruments, feel the pulsing beat of the V2 – and the world is all right.

Because, despite its nickname, the Moto Guzzi V7 Racer is not a racer, nor does it want to be. Although the fully adjustable Paioli struts make the most of their 118mm travel, the Signorina is most likely to get restless at a brisk pace. She lacks the necessary feel for the front wheel. It prefers to impress with its almost weightless maneuverability, with which even the most tricky corners can be untangled with the lightest pull on the handlebars. And a smile crosses the driver’s face that doesn’t go away until the first refueling stop. Because even at the gas station it is still fun, because with 4.3 liters it is the most stingy with fuel and just opening the polished, flush-mounted tank cap is a pleasure.

Technical data Moto Guzzi V7 Racer

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, one underlying, chain-driven camshaft, two valves per cylinder, injection, 2 x Ø 38 mm, single-disc dry clutch, five-speed gearbox, cardan, 80.0 x 74.0 mm, 744 cm³, 35.0 kW (48 hp) at 6250 rpm, 58 Nm at 3500 rpm.

Landing gear: Double loop frame made of steel, telescopic fork, Ø 40 mm, two-arm swing arm made of steel, two spring struts, disc brakes at the front, Ø 320 mm, and rear, Ø 260 mm, tires 100/90 18; 130/80 17, steering head angle 62.5 degrees, spring travel f / r 130/118 mm, seat height 805 mm, weight with a full tank 199 kg, tank capacity 21.0 liters.

Price: Motorbike Guzzi V7 Racer (test motorcycle) 9790 euros including additional costs.

Internet: de.motoguzzi.it

Horex VR6 Cafe Racer 33 Ltd


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The absolute alternative to the Guzzi is called Horex. She is the most technocratic contribution in this quartet.

The Horex VR6 Cafe Racer 33 Ltd also speaks up with a provocative sound – but the starter has to be on the organ for the longest. The unique VR6 engine sounds unorthodox. A lascivious growl and sawing escapes the six-in-two system. Not a purring quiet step, as one might believe based on the number of cylinders. At least as extravagant as the sound carpet are the Kineo spoked wheels. The off-center rear wheel is particularly impressive. Basically, the Cafe Racer is a classic pepped up with Öhlins spring elements and LSL milled parts for notches, stub handlebars, hand levers and lamp holders. Garnished with a teasing, tight cover over the pillion seat. And definitely an imposing appearance.

The Horex VR6 Cafe Racer 33 Ltd is the most technocratic contributor in this quartet. Extravagant engine concept, water cooling, three different engine mappings. The contrast could hardly be greater. A dream of a motorcycle. When climbing the command post there is something bad about it. A seat height of 800 mm is not an insurmountable obstacle, but thanks to the wide seat, long-legged people have a clear advantage when it comes to safely balancing the 268-kilo bolide. The broad, deeply clamped stubs are far away and force the upper body onto the tank, the arms almost completely stretched out.

Feels like it used to be, memories of Münch are awakened. Who thinks up such a sitting position? That might be well suited for a drag race. On the other hand: Wasn’t that ultimately the determination of the café racers, the quick sprint to a turning point and back to the café? So loosened the clamp and angled the handlebars more strongly. That fits better. Until the first time you turn the horn cheerfully announces the contact between the handlebars and the tank and explains why the handlebars of the Horex VR6 Cafe Racer 33 Ltd are turned so far forward.

The VR6 motor pushes gently from the lowest positions

Does the Horex VR6 Cafe Racer 33 Ltd challenge the master because it crushes the servant? Don’t worry if the Horex prepares to roam the country with an irritated growl, there are no unpleasant surprises lurking. The VR6 engine pushes gently from the lowest positions. Grumbling through dreamy Alb villages in sixth gear is done with his left hand. At the end of the village, the turn of the right hand is enough and the Horex marches on without complaining.

This performance is not only accompanied by ever-present, fine vibrations, but also by a unique, extremely intense background noise. How the six-cylinder rattles, scrapes and growls, babbles snottily from its two tailpipes in push mode. The driver controls the pitch with his right hand and catches himself staying primarily in the range of up to 4,000 tours in order to keep listening to this concert entranced. And overlooks the fact that a 1200 could offer a little more assertiveness below. The motor of the Horex VR6 Cafe Racer 33 Ltd tenses its muscles from 7000 rpm.


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Imposing and formidable: The monument of the Horex VR6 Cafe Racer 33 ltd.

And then the senses should be alert. Not because the Öhlins spring elements are not prepared for it. They are more bony and tight than comfortable and ensure a good road holding, and the brakes are simply awesome. But the strenuous sitting position leaves little freedom of movement for active driving. Load changes when applying the gas at the apex of the curve are definitely present, but acceptable in touring mode. Of course, the Horex VR6 Cafe Racer 33 Ltd doesn’t turn around the corner as naturally and willingly as the small Moto Guzzi V7 Racer.

Requires clear commands on the handlebars to stay on course, especially when using the brake in an inclined position. The clutch requires a strong hand and the bony but precise gear changes a determined shift foot. In this respect a bike to tackle. But if it can draw circles in uniform radii, then Horex VR6 Cafe Racer 33 Ltd is in its element. And the pilot too. Leaning deeply over the tank, your helmet crouched close behind the instruments, you get that feeling of flying through curves.

Technical data Horex VR6 Cafe Racer 33 Ltd

Engine: water-cooled six-cylinder, 15-degree VR engine, three overhead, chain-driven camshafts, three valves per cylinder, injection, 6 x Ø 34 mm, multi-disc oil bath clutch, six-speed gearbox, O-ring chain, 68.2 x 55.4 mm, 1218 cm³, 93.0 kW (127 PS) at 8500 rpm, 120 Nm at 7000 rpm.

Landing gear: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, single-sided swing arm made of aluminum, central spring strut, front disc brakes, 2 x Ø 320 mm, and rear, Ø 264 mm, ABS, tires 120 / 70 ZR 17; 190/55 ZR 17, steering head angle 66.0 degrees, spring travel f / r 120/120 mm, seat height 800 mm, weight with a full tank of 268 kg, tank capacity 17.0 liters.

Price: Horex VR6 Cafe Racer 33 Ltd (test motorcycle) 33,333 euros, additional costs 390 euros.

Internet: www.horex.com

Triumph thruxton


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For a decade now, the Triumph Thruxton has been enchanting its fans with its straightforward, classic lines.

The Triumph Thruxton also offers a lot for the eye, but the ear doesn’t get its money’s worth. A grip on the choke lever on the carburettor dummy makes starting easier. The twin pröttelt almost shyly from the two slim, tapered bags in roadster style. The Thruxton more than makes up for the acoustically rather pale idea in other ways. Instruments underlaid with white dials, brushed aluminum engine covers that simulate separate crank and gear housings, or the injection nozzles hidden in the carburetor housings really make a difference and bring the Thruxton very close to their classic role models.

For a decade now, the Triumph Thruxton has been enchanting its fans with its straightforward, classic lines. The raised emblem is proudly emblazoned on the tank, it seems to have saved itself straight from the sixties into the modern age. The seating position is worthy of a café racer. The notches far back, the tubular steel handlebar cranked downwards at an acceptable height, results in a sporty, upright sitting posture. Just as authentic, albeit impractical: the bulging rubber grips. The pillion cover fits perfectly into the line. Her waist is almost narrower than that of the little Moto Guzzi V7 Racer, and her knees are fantastically tight. However, it is not the most agile – how, with the longest wheelbase of the quartet? In return, it circles with impeccable stability, steadfastly following the chosen course. Length runs. There is enough lean angle and grip, and it doesn’t make any effort to follow the others.

Twin sounds pleasantly sonorous at higher speeds

Despite "only" 69 hp. The single disc in the front wheel of the Triumph Thruxton acts inconspicuously, but like that of the Moto Guzzi V7 Racer, it has to do without ABS. Her twin goes to work incredibly evenly and calmly, with a strong middle, hangs buttery soft on the gas. A ride with her is a little relaxation treatment. The twin sounds pleasantly sonorous at higher speeds, runs smoothly like a sewing machine and only lets a slight tingling trickle through the notches from 6000 rpm. There is hardly a better way to shake off stress and hectic pace.

The Triumph Thruxton combines a wonderful look with unconditional sociability and relaxed driving behavior. It looks subtle, polished, but not particularly emotional as a result.

Technical data Triumph Thruxton

Engine: air-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, injection, 2 x Ø 37 mm, multi-disc oil bath clutch, five-speed gearbox, X-ring chain, 90.0 x 68.0 mm, 865 cm³, 51.0 kW (69 PS) at 7400 rpm, 69 Nm at 5800 rpm.

Landing gear: Double loop frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, two spring struts, disc brakes at the front, Ø 320 mm, and rear, Ø 255 mm, tires 100/90 18; 130/80 17, steering head angle 63.0 degrees, spring travel f / r 120/106 mm, seat height 790 mm, weight with a full tank 231 kg, tank capacity 16.0 liters.

Price: Thriumph Thruxton (test motorcycle) 9.390 euros, additional costs 450 euros.

Internet: www.triumphmotorcycles.de

BMW R nineT


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The BMW R nineT is not a copy of any role models from the distant past.

The BMW R nineT cannot look back on a glorious history or famous ancestors. But the people of Munich have so skilfully mixed classic and modern style elements that one might think that the BMW has come to Munich directly from the Record Race in front of the Ace Cafe. The aluminum hump gives it a damn petite rear end. Brushed aluminum not only adorns the intake snorkel, but also the tank flanks. All in black, the BMW looks minimalist, wiry and crisp. Only the somewhat dominant LCD display between the pretty round clocks pushes itself a little too much into the driver’s field of vision with its cool objectivity. Pah, little things that are blown away by the first robust trumpet from the double-barreled exhaust. Reigns, that sounds! To do this, the handlebars twitch in time with the pistons kicking in opposite directions.

The BMW R nineT is the whiz kid this season. Inimitable how she combines modern ingredients such as upside-down fork, radial brakes and single-sided swing arm with classic style elements. Up-to-date performance in a classic look, no ingratiating retro, that gives us our faith in the BMW design department. And it wouldn’t be a BMW if it weren’t for its driving dynamics. She lets her pilot steer her precisely through the curves on the wide handlebar.

The air-cooled boxer of the BMW R nineT looks lively, powerful, and hangs posh on the gas so that every acceleration out of corners is a feast. Even at a slow pace. Because there is always this full-bodied trumpet with its dark timbre that raises the hair on the neck. It can also turn really properly, sure, but is a lot of fun even at medium speeds. The slightly leaned forward posture that the driver assumes as soon as he has climbed the low, thin seat bun goes well with this. It goes perfectly with the roadster.

Modern Classic


BMW R nineT in the PS driving report


Not for wheelie artists and rear wheel transverse drivers


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Chopper / cruiser


BMW R nineT and BMW R 1200 R in the test


Puristic versus perfectionistic


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Of course, the BMW is not flawless either

And the BMW R nineT is open to even higher speeds. To hurry through long curves with great inclination, to listen to the beguiling sound, gear by gear, that rocks. Not least because it was given a really well-functioning gearbox. Of course, the BMW is not flawless either. The long free travel on the handbrake lever not only disturbs sensitive people. And a little more of the care with which the developers took care of the design would have done the chassis setup good.

The fork BMW R nineT works smoothly and comfortably, but dips quickly and far during hard braking maneuvers. And on the edges and heels, the driver feels the roadster-typical hardness from behind. But don’t you say the same of British roadsters: tough, but with brilliant roadholding. But too much perfection quickly creates boredom. And that’s guaranteed not to arise here. And that’s guaranteed not to arise here – that applies to all four. Each opens up its own world of experience with a wealth of emotions and moments of happiness. Regardless of performance and speed. Each in their own way.

Technical data BMW R nineT

Engine: air / oil-cooled two-cylinder boxer engine, two overhead camshafts each, four valves per cylinder, injection, 2 x Ø 50 mm, single-disc dry clutch, six-speed gearbox, cardan, 101.0 x 73.0 mm, 1170 cm³, 81.0 kW (110 PS) at 7750 / min, 119 Nm at 6000 / min.

Landing gear: load-bearing engine-gearbox assembly made of steel, upside-down fork, Ø 46 mm, single-sided swing arm made of aluminum, central spring strut, front disc brakes, 2 x Ø 320 mm, and rear, Ø 265 mm, ABS, tires 120/70 ZR 17; 180/55 ZR 17, steering head angle 64.5 degrees, spring travel f / r 120/120 mm, seat height 785 mm, weight with a full tank of 222 kg, tank capacity 18.0 liters.

Price: BMW R nineT (test motorcycle) 15,597 euros, additional costs 390 euros.

Internet: www.bmw-motorrad.de

Readings


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Wherever the BMW R nineT, Moto Guzzi V7 Racer, Triumph Thruxton and Horex VR6 Cafe Racer 33 ltd. Appear, they attract attention from afar, and earn sympathy and recognition.

BMW R nineT Horex VR6 Cafe Racer 33 Ltd Moto Guzzi V7 Racer Triumph thruxton
Top speed * 217 km / h 250 km / h 155 km / h 200 km / h
acceleration
0-100 km / h 3.3 sec 3.1 sec 6.1 sec 5.3 sec
0-140 km / h 5.5 sec 5.2 sec 14.5 sec 9.8 sec
0-200 km / h 13.3 sec 10.4 sec
Draft
60-100 km / h 3.3 sec 4.1 sec 5.6 sec 5.9 sec
100-140 km / h 3.4 sec 4.2 sec 10.1 sec 7.9 sec
140-180 km / h 4.4 sec 4.7 sec 12.0 sec
Consumption country road / 100 km 5.2 liters 6.8 liters 4.3 liters 4.6 liters
Reach country road 346 km 250 km 488 km 348 km

* Manufacturer information

Performance measurements

Performance measurement Horex VR6 Cafe Racer 33 Ltd, BMW R nineT, Moto Guzzi V7 Racer and Triumph Thruxton.

Outlier: The Horex VR6 Cafe Racer 33 Ltd delivers a hefty 144 hp instead of 126, series distribution is obviously an issue in Augsburg, because a "Classic" measured earlier delivered 136 hp instead of 126. Piquancy on the edge: The nominally 164 hp "Roadster" only achieved 154 hp in the top test (see issue 19/2013). 

However, the BMW R nineT offers the most powerful acceleration from the deepest locations. The Triumph Thruxton’s even power development is easy to see, nipping every touch of hectic pace in the bud and exuding serenity. The performance of the Moto Guzzi V7 Racer may seem modest in this group, but its exemplary course enables relaxed driving and brisk progress. And such important things – namely sound, feeling and emotions – such a performance curve says nothing at all. In these disciplines, the Guzzi can easily keep up with the powerhouses.

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