Even more powerful, the BMW R1200GS 2013 has on paper to look for styling the Crown of the maxi-trails bikes. But before his consecration, Test faced it the Triumph Tiger Explorer and the Yamaha Super Tenere. Comparative trial
The weight of words, the shock of motorcycles!
From a strictly logical point of view, the new BMW R1200GS partially cooled water can be directly considered in the best category maxi-trail bike. Yes, bluntly: without even oppose it its rivals to formalize this distinction!
Become a GS instead of GS…
Thus, if the fans nicknamed GS ‘LC’ – for ‘Liquid Cooled’ (coolant) – became perfect stability (the direction of the former sometimes showed a slight blur from 150 km / h), it through the adoption of tire 120 mm front and 170 rears. Respectively 10 and 20 mm wider than the R1200GS 2012, which were modeled on the Explorer and the Super Tenere.
Because of this additional ground gum surface of its 9 additional kg (including 2.7 kg related to liquid-cooled Boxer 2013), the legendary agility of the BMW is – very – light diminishing. Voila a new it is good, for the Triumph for the Yamaha, complexes by the German during handling at low speed so far!
But the Anglo-Japanese euphoria will be short-lived: a few meters are sufficient to that the BMW R1200GS remains incomparably more obvious to grasp than the Yamaha XT1200Z Super Tenere, itself easier to turn than the Tiger Explorer. At the same time, notwithstanding its relative overweight, the BMW R1200GS 2013 makes still at least 20 kg to its rivals.
Better balanced, the Bavarian also benefits from a lower center of gravity, a critical feature for handling it owes much to the engine installed flat. Ergonomics has also been the subject of attention from BMW, and it shows when taking hands.
Thanks to its redesigned tank, the Beheme spreads fewer knees while his foot falls perfectly under the boots. Its adjustable saddle – like on the Explorer and the Super Tenere – request an important leg lift (850 mm in the lower position against 837 for the Triumph and 845 for the Yam’), but the arcade to the crotch less pronounced compensates for this extra height at the time to put both feet on the ground.
Finally, his handlebar less wide and fixed near the bust on his two rivals strengthens the sensation of ‘body’ with the BMW R1200GS; print important when there’s a motorcycle. Despite laudable efforts, Triumph and Yamaha engineers have not reached the same result…
Remarkably close to the crotch, the reservoir of the Triumph Tiger Explorer then generously spreads knees. Yep, must cram it somewhere, extra large cylinder of English three-legged! With the seat in the down position, the legs are a little too in addition to a driver bent over 1m75, while behind the handlebars and spreads more arms than the BMW.
On the Yamaha, the driver is farther from the cockpit, his hands are further apart and placed higher up, while his lower limbs are completely relaxed through footrests very low. This results in a position a little further back, very relaxed, and ultimately really nice over the long haul.
The tank does not span so easily that hit the logo to the propeller, but it has the advantage of taking three liters of gasoline additional (23 against 20 liters for the BMW as for the Triumph). A more significant for backpackers love the great outdoors, which enjoy a higher real autonomy since the twin line was the most sober of our comparison (6.0 l/100 km on average against 6.1 for BMW and 6.2 for the Triumph).
The future is running…
Then come the time to tinker with the buttons to wake up all the on-board electronics on these three roads mounted on stilts. Remember simplicity (and lightness …) the original trail so Yamaha XT 500 today to shine the category requires a minimum anti-slip adjustable, ABS, electronic throttle control and a trip computer.
Leveraging its expertise in automotive, BMW has taken a further step towards this sophistication to any hair BMW R1200GS inherits for the first time maps of configurable injection (three road, two off-road) which influence both how the Boxer delivers its 125 hp and 125 Nm of torque (15 hp and 5 Nm more than in 2012) and the thresholds of the traction control and ABS.
Icing on the cake: these different ‘mappings’ speakers also electronically on the hydraulic calibration of the suspension, giving the bike an agreement of depreciation more or less closes depending on whether you select (cut gas and disengaged to validate) the ‘Rain’, ‘Road’ and ‘Dynamic’ mode in road use.
All these microchips tickle the ‘Geek’ who in you? In this case, tell your banker, because the note rises very quickly: apart from ABS, the coupled braking and the electronic throttle, the BMW R1200GS offers none of these series audience. Yes, even maps of injection falling in the lucrative field of the option… To our knowledge, this is simply a first world in motorcycle production!
Like its predecessor, the Bavarian actually pay on the nail any equipment, flashing lads to cruise through the hand guards, traction control, Dynamic ESA, the front LED light ( including an additional daytime light or optical Leeds 100%) or the on-board computer …
On the other side of the Channel, the philosophy is quite different equipped with a standard controller, anti-skating, ABS braking (uncoupled), a 12V socket and a computer but moderately intuitive to use – – ultra-full board, the Triumph Tiger Explorer plays the card of oversupply! In his version ‘XC’ tested here, the English adds a rugged aluminum shoe, hand guards (optional on the standard version), motor protection, the fog lamps of 55W and spooked wheels.
The Yamaha embarks on series two maps of injection (‘Touring’ or ‘Sport’), a non-disconnect able ABS, braking torque (from back to front, i.e. the inverse of the BMW), with guards and a well-stocked instrumentation. A little austere in its presentation, this dashboard would adopt a gear indicator and a control on the handlebar to scroll through all its information, as its competitors.
Damage also needs a tool to adjust the height of the bubble, by also the least effective of the three in terms of protection. On the BMW, the bubble goes from its high position low (and vice versa) without even having to stop, simply by turning a clever command placed on the right of the instrumentation.
The windshield of Triumph also enjoys a manual regulating, but its more complex handling via two notched rowels can be operated only in the stop. At the level of capacities to divert air, GS and to Explore it make equal game.
English opposes the BMW a saddle creamier, the fluffier the three, ahead of the Yamaha xt1200z Super Tenere which is too hard and too narrow on its front. Explore mark finally big points by being the only one of the three to carry a U lock approved in his trunk.
But it loses valuable due to the slippery nature and slightly sloping of its seat driver: braking, it is not uncommon to come in contact with the tank, what is nothing especially nice…
3 bikes, 3 engines, 3 instructions for use
Seen, the BMW has maintained a clear advantage in terms of handling. This quality pays in town, but also outside the box where the ground road 2013 enjoys also a lower weight and a better turning radius to put its rivals to the fine.
An incursion on a wheelchair path, mode ‘Enduro’ engaged, confirms its significant progress in what originally enters the specification of the trails. Its very soft clutch and draw gas handle short (almost too for some) allow investments to the millimeter, while the introduction of an anti – dribble virtually eliminates any risk of scanning of the back during a hard downshift.
But it is especially in the German braking puts everyone agrees no street bike had so far helped slow as strong forward with original tires on an unpaved area! And especially not the Yamaha XT1200Z Super Tenere, on which it is not possible to disable the ABS disappointing for a bike that put openly on its prestigious lineage in Dakar.
With the Triumph, the very present weight and highest ranking penalizes improvisational skills already down due to a front clumsier at low speed. Remains an exceptional engine certification is the most available and the most melodious of the lot, only to leave the engine idling without saying a word. Also convenient for out of a quagmire that a second conglomeration fourth!
Back on the road, the BMW R1200GS 2013 continues his recital: if not, there is the flexibility of the English block at very low speeds, the German ‘Flat fleet’ of 1170 cc however has a sin of hell from 3500 to 7000 RPM. The Triumph or the Yamaha can fight to the acceleration: the Beheme rushes forward to the lower right handle rotation when the ‘Dynamic’ mode is switched on, even up to relieve his front wheel on the first two reports!
Thanks to a lighter crankshaft, a higher compression ratio and redesigned admission (the gas between now stream upwards), bowls of Boxer 2013 move with less inertia and ‘hit’ with more force until the entry into red zone at 9000 RPM. Not to spoil anything, mechanical vibrations and effects of torque reversal are almost totally absorbed.
Finally, the engine of the new GS has changed to express their accents are more metal at low speeds (especially as the noise distribution are noticeable at idle) and then more growling. Almost sporty, this soundtrack has absolutely nothing more to do with the roar of the cult Citroen 2 CV!
Dropped from the first test times, the Yamaha XT1200Z Super Tenere seems in turn to 30 horses at both voluntary and very torque at low and mid-range opponents, the two-cylinder 1199 cc then offers a tasteless thrust is slowing rapidly. To make matters worse, the engine delivers a monotonous soundtrack and a significant amount of vibration in the seat and footrest as and he takes turns.
Not entirely without needles, the English three-legged tickles also slightly buttocks and hands to 6000 rpm, but we forgive him feasting on his rumbling and crackling to cut its gas if claw as hard he purrs, the tiger will ‘tear’ prey! Except that is not the feline her majesty rather like big cat…
Certainly, its elasticity and its constant boost are perfect for linger and for a bit, could go directly from the first to the sixth so 1215 cc Triple to the trunk. But its linearity disappoints a bit to the Fowler: Triumph Tiger Explorer lacks a bit of ‘genial’ at high speed, especially in the flanged version.
Tested again and again in Full by Test, three – cylinders British man is more ardent from 7000 to 10000 rpm when his 137 hp can gallop freely. But even in shape of origin (in the rest of the world, what), he lacks a pinch of character, especially by comparison with the almost sports constitution of this flat twin insolent person BMW!
At the aspirations of the reference!
The first of the bends, the Yamaha XT1200Z Super Tenere found colors: while his braking lack bite, but no power! Its excellent chassis also gives it an amazing stability. The main downside comes from the softness of suspensions when the pace is accelerating: the cursor was placed visibly on ‘Comfort’ rather than ‘Sport’ at the time to establish its laws of depreciation…
Input of curve, its inverted fork tubes are sinking too quickly and too deeply into his beautiful golden fork: the Yam’ plays the ‘rocking horse’, a phenomenon that does not help the lack of hydraulic retention of its features. To move fast, the Yamaha XT1200Z Super Tenere must actually be brought ‘gently’ cornering!
More seriously, it is necessary to adopt a fairly cast control, entering the momentum in curves and standing out on the torque of the engine. In this way, the lack of ground clearance and the hardness of the clutch lever are also easily forgotten.
Aboard the Triumph, the sinuous is not address the same way: very rigid, English turns a block once inscribed in curves. At the entrance of the turn however, his nose is not intuitiveness of the BMW, normal its ease to bow promptly. Finally, if the Triumph Tiger Explorer enjoys a powerful braking, it is not always easy to draw the best in all circumstances…
On the one hand, because the dosage can be improved to the front and rear, the other because of small movements around the steering column are felt crushed when the lever at high speed. Nothing dangerous or frustrating to use ‘normal’, but rather a kind of marker indicating the limits not to exceed…
These limits, the BMW R1200GS seems to care as his first option package! Formidable brakeman and brilliantly suspended the German partition delivers flawless. Stronger than before, but its suspension could provide a more comfortable engaging in the same configuration ‘Soft’ mode, its way to absorb minor impacts is less smooth than that of its competitors.
As for 2012, its nose wheel Telemeter cash without blinking entries in curves standing on the brakes with a maximum angle: never its 37 mm fork – which provides only a Director function – does mine is stiff and never its trellis steel frame seems to suffer the higher stresses. Result: never its pilot lost his serenity!
Reflected curves with an unimaginable effect for a bike of this template. The Flat fleet answers always present and pass his passion smoothly via a chain-less transmission stretching over a single millimeter the spring from the rear suspension to the go-around.
Rest at this level, the Triumph is the most pleasant of the three: the English shaft shows almost as transparent and flexible than a string, while transverse Triple crankshaft positioning requires yet the use two angle gearboxes to transmit the movement of the motor to the wheel.
Verdict: the change, it is not now!
Unsurprisingly, the Bavarian bestseller (almost a third of global sales of BMW motorcycles in 2012!) won this new comparison Test. Not only more efficient, the BMW R1200GS 2013 displayed versatility increased through the introduction of relevant electronic AIDS: thanks to them, it is possible to create a motorcycle ‘ to map ‘ by means of motor behavior and the reactions of his suspensions. A condition ‘for option’ at all – will…
Endearing and homogeneous, the Triumph Tiger Explorer and Yamaha XT1200Z Super Tenere are objectively less successful. Unlike their model, the high weight is never forgotten; in town and country, and a little more aggressive in driving fast allow them to keep in touch with the German.
In return, both offer comfort so ‘Pullman’ on bumpy roads, where the greater overall strength of the 2013 GS causes drier reactions. We must see the result of his not rigorously to find fault and its increased spottiness (yes it’s sporty!) Compared to its predecessor
Finally, if the BMW R1200GS 2013 is very properly finished, some details deserve more care: coarse of its loop back and welds around the steering column, just like its connectors poorly camouflaged in the cockpit, are unworthy of a motorcycle of his ‘standing’ and its price: €15 150 base model, compared with €14 890 for the Triumph (€700 in version XC) and €14 999 for the Yamaha.
Similarly, monitoring quality of BMW Motored seems to lend the flank to criticism: depending on the tested model (five since its release, whose unbridled four), bikesdoctor.com has not always found the same approval at the level of the gearbox and of injection…
In terms of build quality, the Triumph, it is simply perfect the perfect integration of hoses, screws and cables around the engine are a feast for the eyes as well as the quality of its surface treatment. The rubber pads covered with an aluminum plate on the sides of the tank and the frame tubes generous section round off this feeling of robustness. This is a solid bike, made for ‘Explorer’ the world!
Also performed with care, the Yamaha XT1200Z Super Tenere is a credit to the Yamaha reputation in this area: nothing beyond, everything is perfectly in its place. In addition, its finely chiseled engine crankcases and its serrated disks are feeling, while his saddle to the granular touch brings a qualitative. Only a little old-fashioned handlebar control Kit slightly dull table.
The refractors to the famous ‘Duck Bill’ which seem to relish its rivals will also appreciate that it dispenses with this appendix appeared for the first time on a trail at the end of the 1980s… on the Suzuki DR 750. Thence to prefer Yam ‘the reference GS, whose bill has never been so wide and angular in 2013, there is a bond that fans of the kind do not seem ready to take the excellent start shopping the BMW R1200GS 2013 shows.