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A very good review of a very "hot" bike.

2 thoughts:
You can probably disable the ABS by pulling it's fuse.

Why the parallel twin, when a 90 degree vee is so much better? 2 balance shafts and special timing to make it sound and feel like a vee? The vee may be longer, but it's thinner, which I'd think matters most if you're standing on the pegs.

I want one.
A V-Twin is also costlier to build (2 cylinder heads, cams, etc), and with one cylinder so far rearward, it's difficult to get the necessary weight on the front wheel with a long-travel front suspension. Build a narrow-angle Vee and you'll again need balancers. And the Tenere has a history with inline-Twins, and it isn't too wide between your feet.
 

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Where I come from, a "Twingle" is a Puch (sold in the US as a Sears) 2-stroke that has 2 pistons and one connecting rod. One piston pulls in fuel and air, the other compresses and fires the mix. A guy had one at the FL C2C ride.

Here's a good article on them:

Puch 250 twingle engine « Puch250′s Weblog
I'm surprised I hadn't heard of that one - what a wacky engine! Its audacity is perhaps only exceeded by the Megola.
 

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I'd be careful about borrowing performance figures from the MCN test. I saw the numbers and they are suspect at best. There was an article in a Dutch magazine that showed the Tenere out outperforming the GS in most every performance category, including roll-on performance.
So MCN's #s are automatically suspect bcuz another mag says something else? Couldn't the unnamed Dutch mag's #s be suspect?

Anyway, the dyno numbers are fairly close to MCN's, with a 9-hp advantage to the Beemer, so that's consistent enough.

A clue to a difference is the weights of the Dutch bikes, with the GS scaling in 30-some-lbs heavier - this and the "GSA" designation (and the price) indicates the GS Adventure model was used, not the standard GS. A GSA's taller suspension and heavier weight would definitely hurt the 0-100kph time, and also its top speed.

And maybe the Dutch forgot to shut off off the GSA's TC!

So, apples and oranges. Or at least nothing conclusive. But thanks for the data - more info is better!
 

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I understand there is a trick that will disable the ABS. There's a youtube video about it. IIRC, it was pretty simple.
Go, Mongo! I checked out The Google and found the trick. Just put the Tenere on its centerstand and run the bike in gear for a bit. This creates an error for the ABS system, so it shuts itself off! An ABS error code light illuminates on the instruments, and a rider is now free to lock up and slide the back tire with impunity!

Apparently this internet thing is good for more than just porn. ;)
 

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Ok, I've been putting thought into this for a week. If you have the 2006 955i Tiger vs this bike- which one?
I keep thinking Tiger here. Power, weight and the triple.
The Tenere's suspension is vastly superior to the old Tiger's, and its engine puts down power better than the Trumpet's. The Tiger is off-road capable; the Tenere is off-road eager.
 

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Where does the big KTM fit in all this? Those things rock off road.

We need a comparo test, with shots depicting off road mayhem in jaw dropping pretty places. I will happy to be a guest tester and provide the trails.
That's a good question. The KTM would fare very well off-road, but it would suffer a bit in street and highway comfort. I'd love to do this comparo, but KTM has a limited budget in the U.S. and often can't supply us with test bikes. But with the Tenere no arriving till spring, maybe we coiuld snag a Katoom by then...
 

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You guys hosed the math on the 270 degree crankshaft config. Either Cylinder #2 fires 270 degrees after Cyl #1 or 630 degrees later (270 + 360 or one crankshaft revolution)

With a 270 degree crank parallel twin, there's just isn't anyway to get piston #2 at TDC 180 degrees after piston #1, well, unless you have serious problems.
Good eye, Dok! You win some sort of (figurative) prize!

I finally got confirmation from Yamaha about this. I misread their Powerpoint presentation, mistaking "firing order" for "firing intervals." Here is the revised text you'll see when my tech guys can get to it:

It uses a 270-degree crankpin offset, which has cylinder 2 firing 270 degrees after cylinder 1, then cylinder 1 firing again 450 degrees later. This uneven firing order is said to improve a tire's grip on slippery surfaces and also has the side benefit of creating an exhaust note very similar to that of a V-Twin.

Thanks for the edit, and sorry about the slip-up!
 
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