R 1200 GS v Tiger Explorer v VFR1200X

The long-established adventure bike king is being challenged by two new upstarts, each eager to usurp its throne. The Bikesales Network team recently pointed the trio at Victoria’s High Country to assess the new world order of big-bore duallies…

Think ‘adventure bikes’ and more often than not a BMW R 1200 GS will pop into a rider’s mind. That’s for good reason: the model tops BMW’s global sales list, followed by the harder-edged R 1200 GS Adventure, with another adventure machine -- the F 800 GS -- in third.

It seems increasing numbers of riders are becoming infatuated with the dream of hitting the road and exploring distant lands -- a dream fuelled to no small degree by the hit TV series Long Way Round and then Long Way Down, where Messrs McGregor and Boorman went and did what so many of us would like to do.

This trend has long been on the other manufacturers’ radars. These days just about every major marque produces a big-bore adventure bike, but none have toppled the R 1200 GS from its perch, where it’s sat -- liberally coated with mud and dirt -- since its introduction in 2004.

Recently, however, two new contenders have entered the fray, both intent on seizing the GS’s throne -- or at the very least grabbing a slice of the lucrative market it dominates. Honda’s VFR1200X Crosstourer and Triumph’s Tiger Explorer have both lobbed Downunder pretty much simultaneously, and they’re both spoiling for a fight.

The Bikesales Network recently grabbed an example of each and headed for the hills. While there are many other worthy models in this burgeoning class -- Yamaha’s Super Ténéré, Kawasaki’s Versys 1000, Ducati’s Multistrada 1200 and Moto Guzzi’s Stelvio, among others -- we’ve limited the scope of this test to the established king and the two new upstarts.

BACKBLOCKS BOUND
Myself, Bikesales Network supremo Mark ‘Mav’ Fattore and Murray ‘Muz’ Sharp, of Sharp Racing Accessories, got to grips with the bikes over a 500km loop that took in open country highways, winding tarmac through the hills, and a decent (over 100km) stretch of dirt, the surface ranging from slick mud to hard-pack. While not the six-month, 40,000km, multi-nation epic we would have preferred (none of us know any Hollywood mega-stars, worse luck), it did give us a good impression of each machine over a wide range of conditions, and in a role for which adventure bikes are tailor made.

Each bike came to us sporting varying levels of factory extras. The Honda VFR1200X came with its ‘Adventure Kit’, comprising centrestand, hard panniers and topbox ($2620.20), but as the other two were case-free, we left the panniers and topbox back in the shed.

The BMW R 1200 GS came with its $2235 ‘Traction Pack’, comprising ABS, ASC (traction control) and RDC (tyre pressure monitor), $1000 ESA (Electronic Suspension Adjustment) plus $580-worth of spoked wheels.

The Tiger Explorer, meanwhile, came with heated grips ($245), a headlight protector ($71.95), CNC-machined alloy footpegs ($179), an alloy bashplate ($295) and engine crash bars ($310). It’s worth noting that all three bikes come in a different level of standard trim, which can skew things when considering their relative pricing.

The Honda comes with ABS and traction control as standard and the Triumph comes with ABS, two-stage traction control and electronic cruise control as standard. On the BMW the Traction Pack (ABS/ASC/RDC) is an extra, but from July 1, 2012, and for a limited time, the GS benefits from a whopping $2475 factory rebate -- that would cover the cost of the Traction Pack, and then some.

Heated grips and handguards also come standard on the Beemer -- the former are options on the Triumph and Honda, and while the Honda comes with standard handguards, they’re an extra ($135) on the Triumph.

The weather gods were smiling as we bid Melbourne farewell at 7.00am. With the bikes’ ambient temperature displays reading 5°C, it was cold, but it could have been worse -- as we found out when, after climbing the sinuous Black Spur east of Healesville, it began to sleet.

Fortunately the sleet soon passed, but after climbing again from Marysville higher into the Yarra Ranges, we were met with a thick blanket of frost. The temperature dropped to 2°C, and would remain there for most of the run over the dirt to Woods Point and up to Kevington.

The first section of dirt, from just past the cross-country ski resort of Lake Mountain to McAdams Gap, was a challenge. This road simply doesn’t get a chance to dry in winter, and the 4WD and timber-truck traffic had churned the mud up into a thick morass. It highlighted the fact these adventure bikes are still heavy machines, no matter how you look at them. We were thankful we’d left the luggage at home -- when bikes this big start to go, it’s a matter of pointing the front wheel in the right direction, keeping the power on and hoping for the best!

SMART ELECTRONICS
After regrouping at an isolated (and welcome) patch of tarmac at Fehrings Clearing -- where the frozen puddles in a nearby ditch would nearly take a man’s weight -- we compared notes. The consensus was that all three bikes were a handful in such slippery conditions, even without luggage. The Beemer seemed to engender the most confidence, while the extra oomph of the other two certainly wasn’t of benefit in this instance.

Of great benefit, however, was the ABS and traction control of all three bikes -- it allowed each of us to make reasonable forward progress without wheel-spinning ourselves into a steaming heap, or losing the fight with gravity due to a locked wheel (or wheels).

Also of huge benefit was the ergonomics of each mount - with upright, ‘sit up and beg’ riding positions and an easy-reach to wide, leverage-affording bars, each machine places you in total control. The Beemer offers the most leg room, but you’d be happy to set off around the country on any of these mounts, which also sport broad, compliant and comfy seats.

After Woods Point, the conditions improved, the mud largely replaced by hard-packed dirt and gravel. This gave us a chance to enjoy the bikes to the full, without fear of lodging ourselves in the scenery. The Beemer feels the most natural to ride while standing up on the pegs, although the others also score well in this respect.

Speaking of pegs, the Triumph’s accessory items are brilliant -- far broader than the others, with serrated teeth for plenty of grip. The BMW also had these bear-trap-style items, but they are smaller and narrower, while the Honda had rubber-topped road footpegs, thus providing a hint as to the bike’s prime focus.

Electronics maketh the machine when it comes to today’s bikes, and after sampling this trio I’d say it’s the uptake of ABS and traction control which has seen big-bore adventure bikes leap ahead from their predecessors. Once we’d left the mud behind -- roughly after the picturesque and secluded mining hamlet of Woods Point -- the gravel and hard-pack dirt road gave us a chance to play around with each bike’s arsenal of electronics.

The Honda is the most basic in this respect: its ABS can’t be switched off and its traction control, which can be operated ‘on the fly’, only has two settings -- full intervention or ‘off’. While each system works incredibly well, compared to the other two, we missed the inclusion of a mid traction-control setting, with reduced intervention.

The BMW’s ABS and traction control can be turned on or off on the fly, and the partial traction control setting is brilliant on the dirt, allowing limited rear wheel slip for plenty of roosting, rear-wheel-steer action, while still providing something of a safety net if things got a little too wild.

On the Triumph you have to be in neutral to select the level of traction control and turn the ABS on or off, which is a little irritating if your route is regularly switching from dirt to tar. However, both systems on the Tiger are efficient and effective, and a welcome standard feature. A general note: if you switch the ignition off and then on again, all these bikes revert to an ‘ABS on, full traction control’ default setting -- which can catch you out if you’ve stopped for a breather by the side of the trail, and then head off steaming into the next corner with gusto.

One thing that stood out for each of us was just how good the ABS is on the dirt. For the most part, we all left the ABS on. It wasn’t that long ago that ABS was largely useless off-road, as it afforded very little retardation. Today’s ABS systems are light years ahead -- they allow the brakes to make the most of the available grip on any surface. In any case, Stéphane Peterhansel wannabees can switch the ABS off on the BMW and Triumph for locked-rear-wheel-steering into tighter corners, but no such luck on the Honda -- it’s another aspect that angles the Viffer more at the tar.

BACK ON BLACK
Over a chicken parma at the Kevington Hotel -- which also marked our return to the blacktop -- we agreed each individual bike’s personality was starting to emerge. We were unanimous in proclaiming the reigning king, the BMW, as the master on the dirt. Its lower engine output is no penalty on the loose stuff, and its significantly lighter weight is a big advantage. It’s suspension too -- ESA, in this instance -- is the most compliant of the three, and it just seems to offer a higher level of feedback and soak up the bumps --big and small -- a little better.

The ESA is a top feature. Sure, it’s worth a cool grand, but it’s just so simple and convenient to alter your suspension setting at the touch of a button -- Comfort, Normal and Sport damping settings, and solo, solo-plus-luggage, two-up, and two-up-plus-luggage preload settings. You can alter the damping on the fly, but you have to be stationary and in neutral to change the preload.

The Triumph and the Honda also gave an excellent account of themselves on the dirt, despite their additional weight. But the Tiger instills a greater sense of confidence compared to the Crosstourer, which just seems to be that little bit more flighty. As we polished off our parmas, we were looking forward to seeing how our steeds would fare over one of Victoria’s top roads -- the back road from Jamieson to Eildon.

Until recently only half of this road was sealed, but now it’s blacktop all the way -- about 60km, give or take, of undulating terrain and corners ranging from tight hairpins to flowing sweepers. There are some stunning views over Lake Eildon and the surrounding national park, too, not that we had time to enjoy them -- in ‘pushing on’ mode, it was 100 per cent focus on the road ahead.

IN THE ENGINE ROOM…
It was here that the three bikes’ grunty powerplants came to the fore -- particularly those of the Tiger and the Crosstourer. The BMW was still a potent force along the winding road, but it runs out of revs sooner compared to the other two -- redline is indicated at 8500rpm, compared to 8750rpm for the Honda and 10,000rpm for the Triumph. All three are willing revvers, spinning up to that redline in most of their six gears both freely and easily.

On the subject of gears, these engines are so flexible that on a winding road swapping cogs is more of an option than a necessity, especially for the Triumph and Honda. Those two in particular have sufficient grunt to simply pick a gear and stick to it. The Honda has the heaviest clutch of the trio by some measure -- not an issue on the open road but a potential pain when stuck in gridlocked city traffic -- while all three have effective gearboxes.

Again, the Honda’s is probably the heaviest, but it wasn’t of any concern, while the Beemer’s box is far smoother than the Boxer gearboxes of old. Also of note is the fact that while a Dual Clutch Transmission (DCT) version of the Crosstourer is available in some markets, this pushbutton-shifting/auto variant won't be heading to Oz.

The Triumph has the lightest throttle, but the fuel injection on all three bikes is thoroughly sorted -- crisp and clean, with no undue hesitation, jerking or surging when making small throttle adjustments at a constant speed. The delivery of all three is super smooth in general, helped along by shaft final drive, which also requires virtually zero maintenance.

While the BMW’s delivery is all about low-down and mid-range mumbo, the Triumph and Honda feel strong throughout the rev range. However, while the Triumph’s delivery feels entirely linear, the Honda delivers an extra surge from what felt like about 4000rpm – it made for an exciting ride, that’s for sure.

Of course, the three different engine formats each deliver their own distinct character. The BMW’s Boxer flat-twin is perhaps just a touch ‘buzzy’, but not in a bad way, while the Triumph’s triple has a raw and exciting edge and the Honda’s V-four is pure refinement but with a gruff, guttural aural backdrop. For road work the Honda’s V-four is my pick, it’s just a superb powerplant in so many respects, but there are no losers here. Picking a winner will largely come down to your own personal taste.

MOUNTAIN SHERPAS
There are no losers when it comes to the bikes’ chassis, suspension and brakes, either. All three are highly capable road mounts, able to handle each bike’s weight and provide a stable platform for scratching fun. The Crosstourer feels appreciably more nimble and agile on the blacktop, and combined with its zesty power delivery it makes for a thrilling ride.

However, a look at the bikes’ specs throws up more questions than answers. With a 28-degree rake the Honda is actually the rangiest of the three, and it’s the heaviest, too. The Tiger’s 23.9-degree rake places it in sports bike territory (the Triumph Daytona 675 shares that figure) and the Crosstourer also has the longest wheelbase by some measure. It’s got me stuffed -- on paper it should be the slowest steerer of the bunch, but on the road it feels like the exact opposite.

The Tiger has the strongest brakes, with strong initial power and good feel. They are perhaps even a touch too strong on the dirt, but that doesn’t matter when you’ve got ABS backing you up. They’re brilliant anchors on mountain blacktop, that’s for sure.

You can’t complain about the BMW’s stoppers, either -- they do a highly effective job, both off-road and on. The Honda’s brakes are perhaps the weakest of the three -- or so I thought until I discovered they’re also linked, so you need to use both the front lever and the rear pedal for maximum retardation.

When you alter your riding to reflect this, they’re perfectly good, but I’d still like a little more power for the road. In truth, the brakes, like the suspension and many other aspects of a dual-purpose machine, are all about compromise. Fierce stoppers are great on the road, but it’s not what you want on the dirt.

After another fantastic sprint along Skyline Road from Eildon to Alexandra -- another serpentine route up hill and down dale -- we stopped for a coffee before pointing the bikes back to the big smoke.

A quiet backroad gave us the opportunity for a couple of roll-on tests, with surprising results. In third gear and from 60km/h, the Beemer surged away, leaving the others in its wake until the revs rose. From 80km/h, however, the Triumph just had the edge, but there was really very little in it and the Honda and BMW were neck and neck.

HIGH-MILE HEROS
With those comfy ride positions, excellent seats, superb luggage- and pillion-carrying ability and adjustable screens (the Triumph and Beemer have equally sizeable units, while the Honda’s is quite a bit smaller), all three and born for racking up big miles, with engines only too happy to help. At 100km/h in top gear both the Triumph and the BMW register a lazy 3500rpm, while the Honda has even longer legs, showing just 3000rpm.

While our fuel figures were limited to just a day’s ride, the Triumph won out on the road, with 19.9km/lt, but it recorded just 12.2km/lt on the dirt. The Honda scored 16km/lt on the road and 11.6km/lt on the dirt, while the BMW notched up 16.5km/lt on the road and a healthy 14.9km/lt on the dirt.

Each bike has a trip computer -- the Triumph’s and the BMW’s considerably more in-depth than the Honda’s -- and importantly each has a ‘range to empty’ feature, with is always useful. Both the BMW and the Triumph have 20-litre tanks, while the Honda has a 21.5-litre tank. The range afforded by each is worthy of the inherently high level of comfort -- at least over 300km on the road for the BMW and the Honda, and approaching 400km for the Triumph.

All three make practicality a top priority. The centrestands on the Triumph and BMW are easy to use, but the optional item on the Honda still requires plenty of muscle. There are any number of points to tie down a bag on the pillion seat of each machine, and the pillion grabrails are sturdy. As a general observation, these bikes are all fantastic two-up tourers.

The switchgear is all easy to use, too. I particularly like the Tiger’s set-up, but the swapped position of the horn and indicator buttons on the Honda is irritating -- it requires you to ‘unlearn’ an instinctive movement you’ve embedded over years of riding, for no advantage that I can see.

The inclusion of electronic cruise control as standard fitment on the Triumph is a coup. Cruise control is brilliant on the long haul, particularly in this speed-camera-festooned country. However, I found the ‘set’ button a bit of a stretch for my thumb to reach easily and, because rolling off the throttle disengages the system, actually getting it to set was sometimes harder than it ought to be. Still, I’d far rather have it than not.

All three bikes come with broad ranges of factory accessories just itching to bash your wallet, from hard luggage to GPS systems, crash protection to alarms. Don’t be fooled, that standard price tag is only just the beginning…

It’s just impossible to pick a winner as far as the bikes’ finish is concerned -- all three are just beautiful, with a rugged aesthetic that’s in contrast to the lustrous paint and the level of detail in anything down to the smallest of brackets. You wouldn’t want to dump any of ’em on their side, but that’s a question of ‘when’, not ‘if’, if you’re determined to push these bikes to their off-road limits. My advice? Put the factory crash bars at the top of your accessories list.

THE WASH-UP
After our 500km adventure, and plenty of debate, myself, Mav and Muz arrived at a relatively simple bottom line: BMW’s R 1200 GS is still the best big-bore duallie in the dirt; Triumph’s Tiger Explorer is the best true all-rounder; and Honda’s VFR1200X Crosstourer is the best road mount.

But all these models are about flexibility across a wide range of roles, and to that end, each will still make a good fist of things outside of those aforementioned claims. You’ll never complain about a GS on the road, just as you’d happily tackle a half-decent dirt road on a Crosstourer.

Each is finished to a high standard, the pricing is extremely competitive and each is backed by a raft of great options and accessories. If you’re considering any of these three machines, I’m dead-set envious -- there’s no bad option among ’em, and plenty of adventure ahead!