Motorcycle off-roaders with travel qualities: BMW, Benelli, Yamaha

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Peterhansel in front of the ice cream parlour, Auriol on the way to the office, Dakar as a destination on Google Maps – Kopfkino goes along. Anyone who turns up upright, wide-armed and robust-edged enthroned on the flat bench with a Yamaha Ténéré has a desert classic in the back room, probably the Dakar.

The look alone: a steep, high windscreen to protect against sandstorms, the raid shape of the fairing for fast pace stages, the perforated engine protection in scree sections, plus the thick hand protectors. And that on German roads? Quite right. The wild bikes have their justification, because in contrast to the enduro elephants à la BMW GS 1250, they are not only much cheaper, but also master the playful handling of a mid-range machine.

Yamaha’s 700 has shown the way: If you can do Sahara rallies, you can also handle everyday life in the suburbs of the big city. The technical solidity of the Ténéré comes with the Nimbus Dakar, and that in a pleasantly modest way. 73 hp and a weight of 204 kilos fit perfectly.

And the other brands? More and more are getting involved in this segment. Aprilia now also has a raid racer in its range. Reason enough for AUTO BILD MOTORRAD to gather all the important libertines to look for their strengths and weaknesses: ability on asphalt and gravel, qualities as a pack mule, driving fun, versatility.

In addition to the veteran Yamaha Ténéré 700 and the new Aprilia Tuareg, the inexpensive Benelli TRK 502 X and the flagship off-road model BMW F 850 GS also face the AUTO BILD MOTORRAD character test. Even Ducati is digging in this class with the brand new Desert X. You can read more about the adventurers on the following pages. Motorcycle season 2022 – the desert is alive!

BMW F 850 GS Adventure

After all, the little brother of the big GS has the capital F in its first name and, as the GS Adventure, fits perfectly into our desert quartet. The F model is particularly universal. The lavish payload matches the long spring deflections, even with a passenger and luggage, the BMW can handle the rough hump. In general, driver and passenger are comfortable on the 850. The wide seat carries well, the knee angle is right.

With a seat height of 875 mm in the driver’s seat, the GS as an adventure is one of the tall towers; anyway it’s hard to maneuver the wide and bulky enduro backwards. Here, for example, you have an easier game with the slim Yamaha. Great: BMW’s selection of luggage racks, transport solutions and case systems is extensive, and the customer can also choose lowering technology and various benches.

Technical data and rating

Engine type/cylinder

displacement

kW (HP) at 1/min

Nm at 1/min

weight ready to drive

payload

seat height

Tank content / range / consumption

wheel size

travel

Price

SCORING

Advantages and disadvantages OFFROAD

Advantages and disadvantages ONROAD

Advantages and disadvantages EVERYDAY

character

liquid-cooled

18L / 450km / 4.0L/100km

front 90/90 R 21, rear 150/70 R 18

240mm front, 240mm rear

liquid-cooled

20L / 480km / 4.1L/100km

front 110/80 R 19, rear 150/70 R 17

front 140 mm, rear k. A

+ Engine response

liquid-cooled

23L / 540km / 4.2L/100km

front 90/90 R 21, rear 150/70 R 17

230mm front, 215mm rear

– stubborn starting behavior

liquid-cooled

16L / 370km / 4.3L/100km

front 90/90 R 21, rear 15/70 R 18

210mm front, 220mm rear

When the GS is in motion, mass and size are forgotten. Thanks to ample wind protection and harmonious ergonomics, it glides over the motorway with little stress, goes smoothly through alternating curves on country roads, and snaps on the gas above the middle. At lower revs, it should grip more potently and cushion more sensitively on broken road surfaces. Off-road, the large 21er front wheel helps to dab over nasty ruts, and the gas (in off-road mode) can be dosed cleanly and finely. It’s not easy to drive standing up, your knees like to hit the wide tank.

Aprilia Tuareg 660

A grumpy engine from the sisters RS 660 (Sportler) and Tuono 660 (Naked) – can that work well in a desert ship like the Tuareg 660? And whether! The two-cylinder can also be reserved, behaves very decently when chugging slowly, can be dosed cleanly with the help of the smooth-running clutch. In addition to a shorter first gear ratio, Aprilia also offers a variable off-road program.

The large front wheel rolls well over gravel surfaces, and the perceived low center of gravity helps with balancing the motorcycle, which weighs just 204 kilos. When driven off-road, the Tuareg may appear more top-heavy and push more in deep sand than the Yamaha, but on the road the 660 revs up lively as expected.

The mechanical engine hum turns into a racy sound spectacle with grunting intake noise, thanks to the smooth-running automatic gearshift (option, works in both directions) the 660 can be accelerated vigorously. In addition, the in-line engine feels extremely powerful even in the lower touring regions. The suspension works flexibly and shock-free, but never spongy – great!

Surprising cockpit

You have to get used to the seating position behind the very wide handlebars and more sunk into the seat foam – corresponding to working with your hands higher up. In any case, on long stages you sit very comfortably on the Tuareg. In addition, passengers fit better on the wide seat than is the case with the Ténéré.

There is much more in the cockpit than the simply prepared multifunction display would suggest. Various riding modes can be configured using the multi-function button on the left-hand handlebar panel, such as influencing ABS and traction control. Even the engine braking effect can be dosed in three stages.

Yamaha Tenere 700

It’s paradoxical. The Yamaha has less spring travel than the BMW, for example, but feels much more long-legged, much more like an off-roader, ultimately more radical. Because it is an edge, in a positive sense. Seat taut, handlebars low, driving position ready to jump. Everything feels direct, nothing seems diffuse, the feedback from the chassis is clear and unambiguous – the light 700 likes to be brought on course with your thighs.

The CP2 engine has a lot to do with this feeling. In terms of running culture, the machine is growling, but always wide awake to work. Lively on the road, juicy and controllable off-road at the same time – the 700 prepares you in the same way on asphalt and gravel.

What’s more: the high-mounted instrument in road book design and the narrow, high window convey a very sporty feeling. Despite a rather simple basic attitude towards the subject of driving aids (apart from ABS, there is nothing in the Ténéré), the machine feels stable and inspires confidence.

Sure, the steaming 86 hp of the BMW has nothing to oppose the in-line two of the Japanese. In return, the assembled 73 horses can be guided in a pleasantly obedient manner in the direction of the chain. Delicate drifts on sand, likes to be driven standing up – a great thrill on the 700 Rally. You have to like and plan longer road trips; the range is less, the angular seat more uncomfortable than the other libertines.

Benelli TRK 502 X

Smaller 19-inch front wheel, big belly instead of narrow rally silhouette – does the TRK 502 belong in this comparison? Sure, of course. After all, the X in the name stands for Cross, and both seat height and suspension travel call for fast stages on sandy soil. The real hammer: The Benelli costs about half of the Ténéré and Tuareg.

It is not as sparsely equipped as the purchase price would suggest. Large windshield, extensive cockpit including illuminated switch units, plus thick hand protectors, a stable crash bar and spoked wheels – that’s something to be proud of.

Despite the mere 48 hp, the two-cylinder with 500 cc doesn’t seem sluggish at all, goes to work robustly and with a dull, pleasant soundscape from a powerful final pot.

Pleasant: The short gear ratio and the linear speed range are a perfect match, the R2 also likes higher revs. On the road, the Benelli is surprisingly agile and fluid, and the good wind protection is particularly pleasing. However, the front brake requires significantly more manual force than that of the BMW GS, and its effect is likely to be more toxic.

Off-road, the Benelli has bad cards. The grip is moderate despite the slightly angular profile, and you can’t ride optimally standing up – the tank interferes with the knee grip. Driving aids are not provided. Ultimately, there is still a lot of adventure motorcycles for little money.

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