How do some of these potential ‘touring twins’ shape up against each other?
There is, proverbially, more than one way to can a skit. Scan a cot. Skin a cat, that’s it. Sorry, puss.
There is also more than one way to go travelling on a motorcycle. So we thought: let’s put a few bikes up against each other and see what that can tell us about ourselves, touring – and the bikes themselves, of course. We chose the bikes not necessarily because they were the only options (in most cases they weren’t) but because we wanted representative bikes. Please don’t think that these are the only tourers you should be considering.
Where there’s a choice, we’ve taken the top of the line bike; the GoldWing is the Luxury Edition, for example, and the R 1200 GS Adventure is the ESA version.
Ah, luxury
All right, let’s start at the top. Seriously, there is still only one contender for the top spot among luxury tourers, and it’s the GoldWing. It used to be that what set the Wing apart from the pack (not that it’s a big pack) was a combination of the engine, an absolute gem, and surprisingly nimble handling. Today there are more reasons for choosing the mother ship.
Even the standard version is large and comprehensively equipped while remaining remarkably fast. Linked anti-lock brakes and substantial luggage space help, too. This Luxury Edition also offers GPS and an airbag, for the first time on a production bike. And don’t sneer at the airbag; we’ve seen photos of a Wing that was forced off the road in Germany and into a tree at more than 100km/h; the bike was an unrecognisable bundle of scrap but the rider survived. Without the airbag he would have died.
But the Wing is not the only luxury tourer and others offer unique features as well. Take the BMW K 1200 LT SE. The last of the original K Series, the LT had an overhaul recently and now offers the most up-to-date front end, with travel-dependent damping. This makes a difference to handling, but mainly it increases ride comfort – especially with a pillion and luggage on board. The seat has been narrowed according to an ergonomics analysis to make it easier for short legs to reach the ground, too, increasing the potential range of owners.
Uniquely, the LT has an electro-hydraulic centre stand and ground lighting to make getting on and off the bike safer and easier at night. The seat height also can be adjusted. Both bikes offer heated seats.
The riding experience is noticeably different. You only need to look at the maximum torque figures to see why the GoldWing’s performance embarrasses the BMW both off the lights and on the open road. But the most obvious way in which the Honda differs from the BMW is in the emphasis it places on the pillion.
Years ago, Honda USA asked its GoldWing buyers some questions, not about their bike of choice but their choice of bike. In other words, how did they determine what they’d buy? When the survey disclosed that in most cases it was the pillion that made the final decision, they began to focus on pillion comfort and on colours attractive to women. Sexist? No, just sensible. As a result there’s no pillion perch in motorcycledom quite like the Wing’s.
Don’t get me wrong, BMW looks after the pillion as well, but the Honda is outstanding. And while the LT can’t compete with the Wing off the lights, it is more of a scratcher in the tight stuff. Both bikes can be fun when punted hard, but the BMW does have the edge when cornering clearance becomes a factor.
Both bikes offer more accessories than I can mention, both have lots of storage and both offer shaft drive and electric reverse. Both will eat miles with the ease and avidity of a blue whale in a krill swarm.
Fortunately the choice between them is simple. Take both bikes for even a short ride. You’ll know within five minutes which is for you.
Honda GL1800 GoldWing Luxury
Price (plus on-road costs): $40,990
Engine: Liquid-cooled horizontally opposed six-cylinder SOHC
Displacement/compression: 1832cc/9.8:1
Power/torque: 87kW @ 5500rpm/167Nm @ 4000rpm
Transmission: Five-speed, including overdrive, plus electric reverse, shaft drive
Tyres: 130/70 18 front. 180/60 16 rear.
Warranty/service interval: 24 months unlimited distance/6000km
Seat height: 739mm
Dry weight: 373kg (depends on options)
Fuel capacity: 25l
BMW K 1200 LT SE
Price (plus on-road costs): $37,500
Engine: Liquid-cooled, inline four-cylinder, four valves per cylinder
Displacement/compression: 1171cc/10.8:1
Power/torque: 85kW @ 8000rpm/120Nm @ 5250rpm
Transmission: Five-speed gearbox with electric reverse, single-plate dry clutch, shaft drive
Tyres: 120/70 ZR17 front; 160/70 ZR17 rear.
Warranty/service interval: 24 months, unlimited distance/ 10,000km and/or annual inspection
Seat height: 770 or 800mm
Dry weight: 353.5kg
Fuel capacity: 24l
Sportin’ life
Sports tourers are so much fun they should be illegal. What’s that you say, Skip? With speed cameras, radar and other forms of Orwellian harassment all over the place they might as well be?
Sadly you’re a bit right. You’re also very well read for a bush kangaroo.
But we don’t care and we’ve chosen the two biggest, baddest bikes in the category to make our point that there are times when too much of everything is only just enough, such as in your choice of the muscle persons of sports touring.
Yamaha’s FJR1300AS has always revelled in its performance. When it was first released it got from zero to 100km/h faster than pretty much anything on the road, including sports bikes. And that was with a shaft drive and panniers.
Since then the FJR has made quite a name for itself as a well-specified and quick point-to-point bike. The main ergonomic complaint seems to have been addressed with higher handlebars, making it a very comfortable bike for the rider. It’s not bad for the pillion either. The recently-released S model offers handlebar gear changing without a clutch.
The Kawasaki 1400 GTR is essentially a detuned ZX-14 and its higher output and broader spread of power pretty well make it the new king of the sportin’ road. But despite its punch, this is a proper tourer with all the trimmings. Like the FJR it comes with panniers and it even offers tyre pressure monitoring. Both bikes offer ABS.
When the 1400s arrived in Australia, we grabbed one and got “Davo” Jones, a well-known endurance rider, to take it from Byron Bay to Denham in WA and back – more than 10,000km in less than six days. His verdict? He bought one.
Given that both of these bikes perform like sports bikes, why not just buy one of those to start with? As with real estate there are three reasons: comfort, comfort and comfort. Ride a sports bike for more than a few hundred ks and your backside, back, wrists and kidneys (courtesy of the unhappy pillion) among other bits will feel the strain. Ride one of these for the same distance and you’ll be fine – and your pillion will probably be quite nice to you, which is always a bonus.
The differences are minimal, although the Kawasaki is somewhat cheaper and the Yamaha has a bigger fuel tank. Choice might come down to ergonomics; sit on both bikes before you decide.
What’s that you say, Skip? Now you’ve worked out where the term “dystopia” comes from you want me to return the collected speeches of John Stuart Mill to the library? No worries.
Yamaha FJR1300AS
Price (plus on-road costs): $26,199
Engine: Liquid-cooled transverse four, DOHC, four valves
Displacement/compression: 1298cc/10.8:1
Power/torque: 108kW @ 8000rpm/126Nm @ 7000rpm
Transmission: Five-speed gearbox, shaft drive
Tyres: 120/70 ZR17 front; 180/55 ZR17 rear
Warranty/service interval: 24 months/n/a
Seat height: 800mm
Dry weight: 264kg
Fuel capacity: 25l
Kawasaki 1400 GTR
Price (plus on-road costs): $23,490
Engine: Liquid-cooled transverse four, DOHC, 16 valves with intake Variable Valve Timing
Displacement/compression: 1352cc/10.7:1
Power/torque: 115kW @ 8800rpm/139Nm @ 6200rpm
Transmission: Six-speed gearbox, shaft drive
Tyres: 120/70 ZR17 front; 190/50 ZR17 rear
Warranty/service interval: 24 months, unlimited distance/6000 km, major service every 12,000km
Seat height: 815mm
Kerb weight: 279kg
Fuel capacity: 22l
Make mine a middy
What we consider to be a healthy trend to mid-sized bikes has become noticeable in Australia recently. The Europeans have always been keen on 500s and 650s, often making them best sellers, but these bikes have been treated with something close to contempt here.
We’ve done our bit to try to counter this and are pleased that bikes such as the Honda NT700 Deauville have become available.
The NT is unusual for a mid-ranger in that it’s been designed as a touring bike from the ground up, rather than by adapting another bike. As a result it’s a very good tourer straight off the showroom floor – so long as you’re not into high-speed touring or especially rough roads, that is. Comfort is good for both rider and pillion, it’s easy (even relaxing) to ride and it carries a reasonable amount of gear.
The bike’s name is French and its panniers are linked at the back, so you can carry an entire baguette. Combined braking works well once you’re used to it, but ABS would be good.
Kawasaki’s KLE650 Versys is a very different proposition. Its name sums up the task of this bike very nicely: to be versatile. It’s highly successful at that, too. We ran one as a long-term test bike for a year and it was a great success in all kinds of conditions, ranging from high-speed freeway runs to back-street heroics.
Unlike most of the other bikes in this story, the Versys would need to be kitted out as a tourer. A larger screen is available from Kawasaki. Add soft luggage from Andy Strapz (as well as an Airhawk cushion) and you’ll still come in well below the price of the Deauville.
While its seat is significantly less comfortable, the KLE’s suspension is more capable than the Deauville’s. Riding position is good on both bikes and they also both have proven engines. We’d happily travel a long way on either bike.
Honda NT700 Deauville
Price (plus on-road costs): $14,990
Engine: Liquid-cooled, eight-valve SOHC 52 degree V-twin
Displacement/compression: 680cc/10:1
Power/torque: 48.3kW @ 8000rpm/66.2Nm @ 6500rpm
Transmission: Five-speed gearbox, enclosed shaft
Tyres: 120/70 ZR17 front; 150/70 ZR17 rear
Warranty/service interval: 24 months unlimited distance/6000km
Seat height: 806mm
Dry weight: 236kg
Fuel capacity: 19.7l
Kawasaki KLE650 Versys
Price (plus on-road costs): $10,990
Engine: Liquid-cooled, parallel twin, DOHC eight valve
Displacement/compression: 649cc/10.6:1
Power/torque: 47kW @ 8000rpm/61Nm @ 6800rpm
Transmission: Six-speed gearbox
Tyres: 120/70 ZR17 front; 160/60 ZR17 rear
Warranty/service interval: 24 months, unlimited distance/6000km, major service every 12,000km
Seat height: 840mm
Kerb weight: 206kg
Fuel capacity: 19l
Duelling duals
Here’s another mismatch, but the range of dual-sports bikes is now so wide we thought we’d present you with the extremes, in a way.
In this corner is the BMW R 1200 GS Adventure ESA, the big mutha of dual-sports machines. It is the macho version of the standard GS with a bigger tank, crash protectors and less compromise in equipment, the ultimate go-anywhere bike so long as you don’t mind the weight. Short people can ride these successfully – ask Gaston Rahier, who won the Paris-Dakar on an early version with an even higher seat – but they need to be on their toes.
Sorry. Oh, and luggage is extra although there’s a huge range available.
Suzuki’s DL650A V-Strom, on the other hand, is a much softer machine in every way. It has also been staggeringly successful in Australia and now that it comes with ABS at a very reasonable price it will sell even better.
The 650 has been called “Mr Versatile” and that’s pretty accurate, but turning it into a tourer will also require investment in luggage. See the notes for the Versys. A combination of things, not least that price but also the suspension (which will, however, need upgrading for any serious desert duelling), seat comfort, ergonomics, range and versatile engine add up to a competent bargain of a bike. Pity about the looks.
The good thing here is that even if you find the BMW too big and expensive and the Suzuki too small and generalist, there is a huge range of dual-sports bikes between these extremes.
BMW R 1200 GS Adventure ESA
Price (plus on-road costs): $26,370
Engine: Air/oil-cooled horizontally opposed “boxer” twin, four valves per cylinder
Displacement/compression: 1170cc/12:1
Power/torque: 77kW @ 7500rpm/115Nm @ 5750rpm
Transmission: Six-speed gearbox, single plate dry clutch, final drive by shaft
Tyres: 110/80 R 19 front; 150/70 R 17 rear
Warranty/service interval: 24 months, unlimited distance/ 10,000 km and/or annual inspection
Seat height: 910mm
Dry weight: 223kg
Fuel capacity: 33l
Suzuki DL650A V-Strom
Price (plus on-road costs): $10,490
Engine: Liquid-cooled, 90 degree V-twin, DOHC
Displacement/compression: 645cc/n/a
Power/torque: n/a
Transmission: Six-speed gearbox
Tyres: 110/80 R19 front; 150/70 R17 rear
Warranty/service interval: 24 months/6000km
Seat height: 820mm
Dry weight: n/a
Fuel capacity: 22l
Our turn
So, we’ve spent the rest of this story thinking about you and what you might want. We’ve ticked off suggestions for the top end of the market, for pretty much the bottom end, for riders keen on dirt and for those who want to do the big miles not only in comfort but also at warp five. Now it’s our turn. What would we find ourselves choosing between if we were buying a tourer these days?
This was not an easy choice, and we had to eliminate some of the diehards along the way, but among what we like to think of as the mainstream touring riders around here, two bikes did eventually emerge as contenders. Neither are big bikes and both, not coincidentally, are reasonably priced. Both are also pretty versatile despite being “proper” sports tourers.
You’ve probably guessed that this means the Triumph Sprint ST and Honda’s VFR800. The Sprint ST could almost be called the generic sports tourer, a thoroughly pleasant and forgiving long-distance mount that will also happily keep up with sports bikes when required. The fairing coverage is good and the ergonomics are above average, but the bike’s strongest point is that wonderful, enthusiastic, tireless three-cylinder engine. Panniers are standard and ABS is an option we’d recommend.
The Honda VFR800 was not received with universal acclaim when it replaced the much-loved 750. Many enthusiasts bemoaned the unquestionable loss of character. But when you get extra power and torque, improved aerodynamics and added comfort for pillions due to lower foot pegs then the trade seemed pretty worthwhile. We like the variable valve timing, too. Well, some of us do. Others consider it intrusive. Unlike the Triumph, the Honda will require that you outlay a few dollars for the matched panniers. The bike needs ABS, but the price is good as is the fuel capacity.
We’d have either one – except that we really do like ABS.
Triumph Sprint ST
Price (plus on-road costs): $17,590 with ABS
Engine: Liquid-cooled transverse triple
Displacement/compression: 1050cc/12:1
Power/torque: 93kW @ 9250rpm/105Nm @ 7500rpm
Transmission: Six-speed gearbox
Tyres: 120/70 ZR17 front; 180/55 ZR17 rear
Warranty/service interval: 24 months, unlimited distance/10,000km
Seat height: 805mm
Dry weight: 210kg
Fuel capacity: 20l
Honda VFR800
Price (plus on-road costs): $14,990
Engine: Liquid-cooled 90 degree V-four, 16 valves DOHC
Displacement/compression: 762cc/11.6:1
Power/torque: 80kW @ 10,500rpm/80Nm @ 8750rpm
Transmission: Six-speed gearbox
Tyres: 120/70 ZR17 front; 180/55 ZR17 rear
Warranty/service interval: 24 months unlimited distance/6000km
Seat height: 805mm
Dry weight: 213kg
Fuel capacity: 22l
There’s not much by way of hard and fast conclusions there, but then we didn’t set the bikes up to either succeed or fail. We hope that this story has helped you a little in your voyage towards your next touring bike and that it has made you think about some of the things you’ve taken for granted.
PT