One of the most interesting battles in motorcycling history over the past decade has been the battle for domination of XL dirt bikes between BMW and KTM. Besides, the word "exaggeration" perfectly characterizes the essence of the largest and heaviest dirt bikes ever built, namely the brutal BMW HP2 Enduro with the familiar 1200 cc boxer engine and the beast KTM 950 Super Enduro R with the LC8 950cc V2 engine. There is no motorcyclist today who has never dreamed of driving such exotic monsters, the only motorcycles rivaling the epic Group B ecstinct monsters.
Nearly 10 years after the end of their small production (just two years), we had the opportunity to do a real long-term test of these two monsters, having them in our possession for more than a year. They both are two vehicles that if you do not ride them, you really can not understand the reason for their existence, as they could be a separate motorcycle category on their own: 1000 cc Twin Enduro bikes!

The HP2 for BMW motorcycle owners is something that has been remarkable that has really left its mark in the history of the brand, unlike Super Enduro R which for most KTM motorcycle owners does not have a very special place in their hearts as it usually passes as just another KTM, perhaps less important than the 950/990 Adventure with it’s great racing history in Dakar racing. The only difference is that only those who have actually owned the Super Enduro really know what it’s all about ...

Having the BMW HP2 Enduro in the garage, you first see it with the same eye as any other BMW, mainly because of the logo on the tank with it’s long history and the huge 1200cc boxer engine, the company trademark. But things change when you have your first ride. The naked sense offers a tremendous driving experience on both the asphalt and the gravel, especially in conjunction with the aggressive driving position and the long saddle that lets you play back and forth. The engine is quite friendly although stronger than the GS engines of the same year. The gearbox feels more loose than the GS, which is expected due to the different use that was intended for. In any case, you do not feel a horsepower monster tickling under you, although the engine provides endless torque at all speeds.
It is one of the few motorcycles with tubeless wheels for gravel use and the long wheelbase in combination with the 21/17 wheels pushes you to take it one step further, close enough to the reason why it was first launched, that is, as the ultimate XL off road vehicle. Having already a decade of life on it’s back, it manages to keeps its character well and could also belong in the new heritage class that the brand is promoting, since it has a second set of 17/17 wheels giving it more choices as a tarmac vehicle. What you really love is "boxer spirit", the prestige it provides and the legendary BMW after sales service that BMW provides.
One thing we did not like from the very first moment is the innovative for the time use of the rear air-suspension, which in sort never works, but only in leisurely rides in the city. We especially wonder how can someone reach the 9 bar pressure required for two-up or cargo riding with the help of the provided pump. Surely if its purpose is to be used as a travel-enduro motorcycle and/or driven at faster paces, replacing the rear suspension and revalving/replacing the front is the only way to do it. Hence, the usual swap with Ohlins rear shock and KTM 950/990 front suspension is very common in real-world adventure riders. Finally, you can not go for a ride two-up, as the rear pegs are positioned completely wrong, which may the reason BMW sold them as an accessory and not as standard equipment.

Having the KTM 950 Super Enduro R in the garage, you find it difficult to classify it as an “adventure motorcycle” as it looks as most KTM enduro bikes do. Only when you park it next to one, you realize the sky-hi saddle height, the extra long wheelbase and that LC8 beast V2 hiding, not particularly well, under the tank. Perhaps if KTM had continued it’s production and maybe introduced a second generation it could be rated more by KTM fans. Of course things change as soon as you find yourself side-by-side with a similar on-off motorcycle ... it will just roost you and get lost from your field of view soonen than you might think, as it’s minimum weight makes it ideal to even overcome your self and do things that with another motorcycle of the same category you would think twice before you attempt to do them. The V2 engine is a real dynamite, capable of destroying a rear tire in just a ride and the suspension is capable of swallowing any obstacle found in its way.
The driving position instantly puts you in race mode, and at every opportunity you open the throttle as much as you can and as long as you can, and that's exactly when you understand what KTM wanted to do: the toughest, badest naked adventure bike of its generation. Having all the positives of it’s 950/990 Adventure big brother minus the wind protection, we could say that it really does everything if you can, of course, place your feet on the ground since you will not find a higher riding position in another motorcycle. It's just the quintessence of KTM’s moto: “Race Ready”!
A few negatives can be found for this, most notably the unbearable heat produced by the exhaust in combination with the engine. Of course in travel-enduro conditions, that is to say, a continuous movement with mx/adventure boots and similar pants with protections, heat will not cause any problem.

The commercial value and legend of these two motorcycles has been rising in recent years, as they are getting fewer and fewer and the new owners are increasingly using them for the purpose for which they were built: to exhilarate and scare you into the gravel nothing else!
They could easily be one of the vehicles that you keep in your garage for those days that you just wear your KLiM Adventure Rally and prepare for war ...