Comparison test BMW R 1200 GS Adventure-KTM 990 Adventure ABS


BMW R 1200 GS Adventure / KTM 990 test comparison Adventure ABS

Wanderlust couriers

Mastering every road, bridging all distances, accompanying the driver to the end of the world. Both KTM and BMW attract with enduro bikes suitable for world travel. Which is the better?

Big ones are generally more successful. At least that’s what is said.

And often applies too, especially to guard dogs
or bouncer. Keyword deterrent potential. In the case of the BMW R 1200 GS Adventure, too, the sheer size is initially effective
unearth. With a total height of 1.53 meters, the
with mounted aluminum suitcases 99 centimeter wide rear and a seat height of at least 895 millimeters. With a tank bag and suitcases and inner pockets, it adds up to 292 kilograms. Which makes the GS one of the absolute enduro monsters. In short: If you are less than 1.80 meters tall, you should think twice about buying such a piece of equipment. With a full tank and suitcases (overall width: 97 centimeters), the KTM 990 Adventure also weighs a fat 247 kilograms, but it looks almost petite next to the BMW. Your silhouette is narrow. No crash bars, no sweeping window. The Austrians hide the lightest V2 heart in this class in a no-frills plastic dress, which is easy to fall, but also takes getting used to.
Now let’s go. Let’s throw the arrow on the world map. Banana peel, slipped. Bolivia was targeted, in Italy the thing got stuck. 500 kilometers of motorway, rain, three degrees, gusty wind ?? Germany in March 2006. Best conditions,
Weather protection test and long-distance comfort. In this regard there was for the KTM catch up a lot. The first big Easter-
The rich travel enduro made its debut three years ago as a 950 cm3 model with carburetors, crisp sports suspension plus seating with the comfort of a steel beam. Last year, in favor of a moderate seat height, the
The spring travel is cut from 245 to 210 millimeters and the seat surface is graduated. The upholstery is much more comfortable than that of the first models, a small edge prevents that
the passenger slips on the driver’s skin when braking. AT-
The wind protection, on the other hand, has changed moderately. Not just in this one
The relationship between Austria and Bavaria is worlds apart. In conjunction with the small side-mounted wind deflectors, the BMW Adventure windshield provides extremely effective protection. Up to a top speed of around 200 km / h. There is no shaking of the helmet, nothing flutters on the jacket. This quiet zone is enlarged by the protruding cylinders and the huge, expansive 33 liter tank.
In addition, the BMW sits better. Tea bench is very comfortable. There is also a more relaxed knee angle than with the KTM. The distance between footrests and bench is 52 centimeters for the 990 and 52 centimeters for the BWM
in the lowest position of the bench three more. As far as the
Facts. And the feeling? Clearly with BMW: Chillout. In this armchair you can cruise relaxed until the end of a long vacation. Behind the narrow pulpit of the KTM, on the other hand, you get a rally feeling from the first meter. One thinks of the legendary Paris-Dakar.
Africa? Unfortunately we are only shortly after Munich. Free route. Let’s see how these things feel at top speed. KTM recommends that you do not drive more than 130 km / h with the pannier mounted. OKAY. Until then, the 990 will also remain stable. Only from 160 km / h is there a slight unrest. The load then commutes at 180 km / h. BMW is more confident in this regard. The Bavarians even release 180 km / h with suitcases. Assuming the rear spring base is half preloaded and the rebound is only a quarter turn open, the fat cow actually smiles at it. You can fully charge, tickle out the speedometer despite the suitcase? the Munich adventure rock is moving steadily towards Italy.
Winding, snow-free mountain roads and end beckon there-
Lich sunshine. In the case of the huge protruding suitcases, you should honk the truck-like horn in front of narrow, hidden bends. The point goes to Munich. The BMW horn can also if necessary
Can be used as a ship’s horn in thick fog. For tourists-
The BMW boxer is clearly better equipped for long tours. He presses the thick ship out of the bends with pressure. Cardan reactions dilute the balance on the ideal line, but despite the high weight, the 1200 does well. It can be turned in very directly and precisely. What doesn’t fit into the tightly woven network of curves, however, is the easy twist-
Torque sag in the lower and middle speed range. This is particularly noticeable when pulling through, in two-person operation or when overtaking on the motorway. At the top, so from 5000
Turns, the boxer really hits the drum and leads
maximum 102 HP at 7600 tours to the rear wheel. Something you would expect from the KTM.
In the course of Euro 3, this is now with regulated Kat and
Injection upgraded. However, while voting at
the presentation made a good impression, the test fights-
machine with delayed acceleration in the partial load range. It’s frustrating. Especially when poking on unfamiliar paths. When the course of the route can still be predicted and the radii become larger, you can really tear open the shower, the KTM is back
in their element. Then the rally genes come into play.
The slim V2 already turned greedily in the carburettor version. The injection variant, which is 40 cubic meters more, is more suited to touring. The 990 produces slightly more torque in the lower and middle speed range, but is below the 950 engine in this respect and also in terms of output. This also applies to the maximum values ​​of
87 Nm at 7100 rpm and 94 hp at 8900 rpm. At least lasts
the fuel consumption of the injection V2 is within limits, it is content with a moderate country road speed with 6.3 liters per 100 kilos-
meter ?? results in a theoretical range of 349 kilometers with a tank volume of 22 liters. The petrol warning light means well: 50 kilometers after it cam on for the first time, three liters still slosh in the tank. The BMW shows off a generous 600 kilometers range. That’s enough even for the deepest Australian outback.
Not a bad goal either. But first the bikes are on the top of the Italian pass. From now on it’s going downhill. The ground is extremely slippery. Salt crusts and gravel form a smeared carpet on which you can drift down into the valley. In such
The chassis and brakes must work transparently. That works pretty well on the KTM. The very stable, full
The adjustable 48 mm upside-down fork in combination with the fully adjustable shock absorb provides very good feedback. The spring elements respond finely and even dampen in two-
manpower sufficient. The brake system, which is equipped with an ABS as standard, does not work quite as happily. Although it regulates late, but the pressure point of the brake is doughy. Who let it pop properly and brake points exactly as usual
wants to put, he has to rethink. Either you have to go all the way in, savor the control range and rely on ABS in every situation, or simply brake earlier than usual. That just doesn’t fit the rally image of the oranges.
Setting exact braking points is no problem with the BMW, which is also equipped with ABS, albeit at an additional cost. The often criticized brake booster ensures that the brake is fully ready for use without loss of braking distance, even in wet conditions. And the chassis is almost decoupled from the flooring, especially with the front wheel, the radio connection to the arms is disturbed as always with the Telelever. But it works. Compared to the normal GS, the spring travel has increased by 20 millimeters to 210 at the front and 220 at the rear.
That increases the comfort. The damping of the shock absorber should be tighter. In order to bring peace to the rear, the damper stage has to be closed almost completely when the luggage is full.
The last part of the route leads over a rutted gravel path into the valley. Here the KTM leaves its competitor far
behind: It is not only 45 kilograms lighter, but also drives almost like a single cylinder compared to the fat Bavarian. The balanced weight distribution and the better leading 21-inch front wheel benefit her. The author, he measures 169 meters, secretly thinks in the saddle of the GS: Between grooves, stones and gravel, one would certainly be more successful with long legs.

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BMW R 1200 GS Adventure / KTM 990 Adventure ABS test comparison
Wanderlust couriers

Technical data: BMW R 1200 GS Adventure

Engine: air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, a balance shaft, one high-lying, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication , injection, Ø 47 mm, regulated catalytic converter, alternator 720 W, battery 12 V / 14 Ah, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1
rated capacity
72.0 kW (98 PS) at 7000 rpm
Max. Torque
115 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km CO 0.634 / HC 0.168 / NOx 0.098

Chassis: load-bearing motor-gear unit, telescopic fork, Ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, double-piston floating caliper.
Spoked wheels with aluminum rims
2.50 x 19; 4.00 x 17
110/80 R 19 tires; 150/70 R 17
Tires in the Michelin Anakee test

Dimensions and weights: wheelbase 1511 mm, steering head angle 62.9 degrees, caster 98 mm, spring travel f / r 210/220 mm, seat height * 895 915 mm, weight with a full tank * 292 kg, payload * 183 kg, tank-
happy / reserve 33.0 / 4.0 liters.

Warranty two years
Service intervals every 10000 km
Colors white, gray metallic matt
Price 13,500 euros
Price test motorcycle ** 16,397 euros
Additional costs 264 euros

Technical data: KTM 990 Adventure ABS

Engine: water-cooled two-cylinder four-stroke 75-degree V-engine, a balance shaft, two overhead, chain-driven camshafts, four valves, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated Ka-
Catalytic converter with secondary air system, 450 W alternator, 12 V / 11 Ah battery, hydraulically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 101.0 x 62.4 mm
Cubic capacity 1000 cm3
Compression ratio 11.5: 1
rated capacity
72.0 kW (98 PS) at 8500 rpm
Max. Torque
95 Nm at 6500 rpm
Pollutant values ​​(homologation) in g / km CO 1.713 / HC 0.146 / NOx 0.088

Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 300 mm, Double-piston floating calipers, rear disc brake, Ø 240 mm, double-piston floating calipers, ABS.
Spoked wheels with aluminum rims
2.15 x 21; 4.25 x 18
Tires 90/90 21; 150/70 18
Pirelli Scorpion MT 90 tires tested

Dimensions and weights: wheelbase 1570 mm, steering head angle 63.4 degrees, caster 119 mm, spring travel f / r 210/210 mm, seat height 875 mm, weight with a full tank * 247 kg, payload * 193 kg, tank-
content 22.0 liters.

Warranty three years
Service intervals every 7500 km
Colors orange, black, blue
Price 12,598 euros
Price test motorcycle *** 13,417 euros
Additional costs 200 euros

Performance chart

The curves do not quite match the driving impression because there
the difference in weight of almost a hundredweight plays a major role.
While the BMW seems sluggish in nature, the KTM comes across as lively. Apart from the lower weight, this is due to the shorter over-
setting of V2. The BMW’s torque drops are less disruptive. Because even in its torque troughs, the boxer still lifts almost 100 Nm ?? a value that remains unmatched for the 990s.

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