Good Day Bikers!!!
The adventure touring motorcycle concept encompasses dual-sport motorcycle designed specifically to provide long range touring capabilities both on roads and off roads with the intent of making virtually any destination reachable. Motorcycles in this category share a unique combination of traits that provide them very high ground clearance (for off-road purposes), large fuel reserves, large displacement, under stressed engines for high reliability and heavy torque output but good high-speed highway behavior and handling. These combinations, along with their weight and large size, separates them from traditional off-road, enduro and motorcross motorcycles.
It is common for a large selection of purpose-driven options to be available for global tourers, including skid plates (to protect the engine and transmission during off-road use), larger and additional fuel tanks than stock, metal-formed hard luggage for extreme condition use, hardened GPS navigation systems designed to handle off-road abuse, etc. These bikes do not necessarily ship with hard luggage, but usually offer them as optional extras either from the manufacturer or via third-party suppliers. These motorcycles are often used as the basis for competitions in extreme rally events, including the grueling Dakar Rally.
BMW F800 GS
Engine/trans 798-cc liquid-cooled parallel twin/6M
Rear-wheel horsepower 78 Weight (pounds) 526
Suspension travel, front/rear (inches) 9.0/8.5
Seat height (inches) 33.5 to 34.6
Fuel-tank capacity (gallons) 5.2
Fuel economy (mpg) 47.90
THE GOOD
Feels slim like a dirt bike, and off-road it rips with such agility that you'd never guess that it outweighs its closest rival in this test, the Triumph. Barky exhaust gives it a rebellious aura. Embarrasses many bikes on curvy roads and outruns most cars. The suspension has the same uncanny combination of suppleness and sharp handling as BMW's road cars, so the rider feels connected to the road, not simply on top of it. High-quality switchgear survives contact with the ground. So capable overall, we have to wonder why anyone would drop the extra dough on its big brother, the 1200.
THE NOT-SO-GOOD
Narrow, hard seat could double as a fence rail. Trip computer hard to operate with a gloved hand. A touch of engine vibration.
Kawasaki KLR650
THE GOOD
Mechanically simple—it still breathes through a carburetor—so, of the five bikes, you have the best shot at fixing this one trailside. Its comparatively light weight made it the easiest to wrestle through tight, rocky trails. It has just enough power to cruise at 80 mph, but don't ask for more. Engine has decent low-end grunt but would probably benefit from lower gearing. Suspension does an admirable job of absorbing big off-road bumps. The low starting price means there's money left over to indulge in the huge KLR aftermarket, a benefit of this bike's age. It first appeared in 1987.
THE NOT-SO-GOOD
Earned the trophy for both the slowest and the thirstiest bike. Engine shake puts hands and feet to sleep. Exhaust note sounds like a bleating goat, which is a little awkward.
Engine/trans 645-cc liquid-cooled V-twin/6M
Rear-wheel horsepower 62
Weight(pounds) 470
Suspension travel, front/rear (inches) 5.9/5.9
Seat height (inches) 32.3
Fuel-tank capacity (gallons) 5.8
Fuel economy (mpg) 51.00
THE GOOD
Don't dismiss the V-Strom as yet another UJM—universal Japanese motorcycle. While stylistically challenged compared with the BMW and the Triumph, the Suzuki has won many praises for its overall competence. The V-twin is lacking displacement, but it's sewing-machine smooth and happy to rev, and has plenty of moxie. We appreciated the V-Strom's low seat height in the dirt, and the soft cushion and fairing made passing highway miles effortless. In terms of value per dollar, it's one of the best on the market. As one rider prepared to climb aboard, he said, "Helloooo, sweetie," a sentiment shared by all.
THE NOT-SO-GOOD
It's missing some creature comforts, such as outlets for a heated vest. Lacks the visual and audible character that makes motorcycles, you know, badass.
Engine/trans 799-cc liquid-cooled I3/6M
Rear-wheel horsepower 82
Weight(pounds) 481
Suspension travel, front/rear (inches) 8.7/8.5
Seat height (inches) 33.2 to 34.0
Fuel-tank capacity (gallons) 5.0
Fuel economy (mpg) 42.70
THE GOOD
A bike full of superlatives—fantastic power, wonderful turbine-like exhaust sound, techno-industrial styling that looks good and sportbike road handling. Wonderfully responsive chassis, and the tank is high enough that you can lie on it and tuck behind the meager fairing. Buttery gearbox shifts cleanly, and the throttle response is thrilling—it's like there's no flywheel connected to the engine. While its heft is a hindrance off-road, the bike's balance makes it better suited off the pavement than we expected. Sure, it's pricey, but it delivers.
THE NOT-SO-GOOD
Slurps fuel and has a smallish tank, so make sure you know the gas station situation before getting too lost. Some thought the fairing directed the wind right at the rider's helmet.
Engine/trans 1199-cc liquid-cooled parallel twin/6M
Rear-wheel horsepower 90
Weight (pounds) 574
Suspension travel, front/rear (inches) 7.5/7.5
Seat height (inches) 33.3 to 34.3
Fuel-tank capacity (gallons) 6.0
Fuel economy (mpg) 43.00
THE GOOD
Wickedly quick—the fastest bike in the group—and touring-bike-stable on the highway. The supple suspension turned cratered roads smooth. "I'm aiming for potholes, just for the sport of it," said one tester. Lots of useful, well-engineered details such as an adjustable seat and windscreen, a shaft drive and traction control. Linked brakes with ABS mean a simple squeeze of the front-brake lever in a panic will stop the bike in short order. Optional saddlebags have clever, easy-to-use mounts. If we had three days to ride to California, this would be the bike.
THE NOT-SO-GOOD
On the dirt, it's like riding an athletic woolly mammoth compared with the other bikes. Engine vibrates at high revs. One tester said the exhaust sounds like the muffler was "made out of old soup cans."
Credit goes to http://www.popularmechanics.com/
Mechanically simple—it still breathes through a carburetor—so, of the five bikes, you have the best shot at fixing this one trailside. Its comparatively light weight made it the easiest to wrestle through tight, rocky trails. It has just enough power to cruise at 80 mph, but don't ask for more. Engine has decent low-end grunt but would probably benefit from lower gearing. Suspension does an admirable job of absorbing big off-road bumps. The low starting price means there's money left over to indulge in the huge KLR aftermarket, a benefit of this bike's age. It first appeared in 1987.
THE NOT-SO-GOOD
Earned the trophy for both the slowest and the thirstiest bike. Engine shake puts hands and feet to sleep. Exhaust note sounds like a bleating goat, which is a little awkward.
Suzuki V-Strom 650 ABS
Engine/trans 645-cc liquid-cooled V-twin/6M
Rear-wheel horsepower 62
Weight(pounds) 470
Suspension travel, front/rear (inches) 5.9/5.9
Seat height (inches) 32.3
Fuel-tank capacity (gallons) 5.8
Fuel economy (mpg) 51.00
THE GOOD
Don't dismiss the V-Strom as yet another UJM—universal Japanese motorcycle. While stylistically challenged compared with the BMW and the Triumph, the Suzuki has won many praises for its overall competence. The V-twin is lacking displacement, but it's sewing-machine smooth and happy to rev, and has plenty of moxie. We appreciated the V-Strom's low seat height in the dirt, and the soft cushion and fairing made passing highway miles effortless. In terms of value per dollar, it's one of the best on the market. As one rider prepared to climb aboard, he said, "Helloooo, sweetie," a sentiment shared by all.
THE NOT-SO-GOOD
It's missing some creature comforts, such as outlets for a heated vest. Lacks the visual and audible character that makes motorcycles, you know, badass.
Triumph Tiger 800XC
Engine/trans 799-cc liquid-cooled I3/6M
Rear-wheel horsepower 82
Weight(pounds) 481
Suspension travel, front/rear (inches) 8.7/8.5
Seat height (inches) 33.2 to 34.0
Fuel-tank capacity (gallons) 5.0
Fuel economy (mpg) 42.70
THE GOOD
A bike full of superlatives—fantastic power, wonderful turbine-like exhaust sound, techno-industrial styling that looks good and sportbike road handling. Wonderfully responsive chassis, and the tank is high enough that you can lie on it and tuck behind the meager fairing. Buttery gearbox shifts cleanly, and the throttle response is thrilling—it's like there's no flywheel connected to the engine. While its heft is a hindrance off-road, the bike's balance makes it better suited off the pavement than we expected. Sure, it's pricey, but it delivers.
THE NOT-SO-GOOD
Slurps fuel and has a smallish tank, so make sure you know the gas station situation before getting too lost. Some thought the fairing directed the wind right at the rider's helmet.
Yamaha Super Tenere
Engine/trans 1199-cc liquid-cooled parallel twin/6M
Rear-wheel horsepower 90
Weight (pounds) 574
Suspension travel, front/rear (inches) 7.5/7.5
Seat height (inches) 33.3 to 34.3
Fuel-tank capacity (gallons) 6.0
Fuel economy (mpg) 43.00
THE GOOD
Wickedly quick—the fastest bike in the group—and touring-bike-stable on the highway. The supple suspension turned cratered roads smooth. "I'm aiming for potholes, just for the sport of it," said one tester. Lots of useful, well-engineered details such as an adjustable seat and windscreen, a shaft drive and traction control. Linked brakes with ABS mean a simple squeeze of the front-brake lever in a panic will stop the bike in short order. Optional saddlebags have clever, easy-to-use mounts. If we had three days to ride to California, this would be the bike.
THE NOT-SO-GOOD
On the dirt, it's like riding an athletic woolly mammoth compared with the other bikes. Engine vibrates at high revs. One tester said the exhaust sounds like the muffler was "made out of old soup cans."
Credit goes to http://www.popularmechanics.com/
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