The longer the winter, the more frequent the day dreams of warmer days, wind at the body, the feeling of the force of gravity in the close curves of long pass roads. Pushed of these brainstorms, which permit the description voluntarily only scarcely, we visited the 2-Rad-Messe in Zurich in February 2002, the largest exhibition of this kind in Switzerland.
At this time we both thought about moving forward with the motorcycle instead of the public transportation, but was not decided at this time however already expressed. It was however already noticeably conspicuous that we concentrated both strongly on the "Enduro" segment and sat on everything which only approximate looked like it.
Jazz was sceptical before the exhibition to find a motorcycle which fits her body size. So it was a joyful surprise to discover the BMWS F650 gs, which is delivered ex factory in a lower version, this however not at expense of a reduced suspension.
The new impressions kindled the fire and few days later the discussion over the travel style in the determining center.
Next we collected information: In the InterNet on manufacturers -, dealers -, magazine and club/fan sites, as well as in various motorcycle magazines, of which many publish thick catalogs in spring of all offered models of the coming season. Parallel to it I read a book by Thomas Trottmann, motorcycle journeys between vacation and expedition. He is an extremely qualified desert driver. On 380 pages enormously many hints are obtained and experience passed to the reader, without coming accross arrogant or too instructive. In comprehensible sentences he tells of his experiences at rallies and x-times Sahara travel guide.
With this fundus at information we made ourselves to the selection of suitable motorcycle models.

For our journey we need an off-road machine, which results from the travel route. Many models are disqualified with a view from middle distance, mainly because of to high weight. We determined an upper limit of 300Kg inclusive driver and equipment as killer criteria. That sounds to be much in the first moment, it emerges that motorcycles from the desired performance range quickly weigh 200Kg and more. If you calculate roughly by rule of thumb to this weight gasoline, water, spare parts, tools, tent, stove, sleeping bag and still the dressed driver, then it becomes fast clear that second spare pants are already too much luxury.
Deep weight stands in competition with higher displacement and therewith more power. Two or more cylinders, capacity-strong motorcycles (900ccm and more) weigh often so much that they cannot be controlled on unpaved underground anymore and they also faster sink in sand. It's understood that old professionals can deal with such heavy devices, this I'm realistically seen however not (yet) and thus for me it's a too high risk to start with a bike which I cannot master. Smaller machines with one cylinder and according less performance are roughly dividable in two classes:

1) more sport aligned, in equipment and comfort very spartanic machines. Mostly with sufficient suspension, but also always with tiny tanks, so that they are suitable really rather for sporty employments with short stages or routes with escort car.

2) more on comfortable travel on asphalted roads aligned motorcycles with a breath adventure into the design and name, not however in the bones.

Since derived from our ability, our figure and our strength a heavy 1000er is not applicable we concentrated us on the search in the two mentioned "easy" categories and tried thereby be as impartial as possible, so that we could find a good compromise as swiss people always do. For that we defined further measuring criteria apart from weight, according to which we evaluated the different models:



- seat height
- technology (brakes, suspension, performance, Carburetion Ignition)
- security (brakes, light, handling)
- accessory market (number and offerers)
- sales network of the manufacturer

One, resp. two models survived the preselection. For jazz the ideal bike seemed to be the BMW F650 gs for the reasons mentioned in the introduction. For me two models were further on the list, the KTM 640 Adventure and likewise the BMWS F650 gs into the Dakar version with longer suspension and a few gimmicks more.

Now it applied to take the remaining two models exactly under the lens to list pro and cons and compare the results.

The motorcycle from the Austrian forge KTM, the LC4 640 Adventure, captivates at first sight and even later on a closer look with its performance data. High-quality construction units, unusually long suspensions in front and in the rear, large brake disks for high delay (short braking distance), in series with 30 litres tank, tripmaster (also known as bicycle computer) and roadbook mounting plate in the cockpit for maps and way descriptions. Still more amazingly is the weight, only 154 kg light should it after manufacturer data be, however dry, that means without a drop of liquid.
Once sitting on the nearly a meter above the ground lain, narrow seat, it can be felt for what the KTM is designed for: It was conceived without a doubt for hard offroad employment, with corresponding loss of comfort. The somewhat higher purchase price compared with the competitors in the same segment justifies itself under my point of view, the cost/performance ratio is correct.

BMW captivates on the motorcycle market again and again with innovations and high quality and therewith provide strong sales arguments, which compensate the location disadvantage compared to the asian market by far. The F650 gs and their special version Dakar, as with the KTM the number in the name stands for the capacity, tricks with most modern technology. ABS is still just as uncommon in this segment as the regulated three-way catalytic converter. The electronic injection is pathbreaking for the competitors, thus not only the manual adjustments at the carburator to the actual height (gasoline/air mixture) can be void. Over the peaks of the Rocky Mountains or on the plateau of the Andes this feature contributes much to the comfort. Also the consumption of the engine is for today's understanding very deep, what makes the 17 litres tank seem somewhat bigger. A large seat underlines the travel fitness, as a full year driver I also welcome the grasp heating. Amazing the solution with the air filter, which is placed under the tank mockup, the tank itself is under the seat. In this protected place its largely protected from strong contamination and reduces this way the maintenance expenditure.
Starting from model year 2002, there is ABS and grasp heating also for the Dakar available. The Dakar differs from the basic model mainly by a larger front wheel and somewhat longer suspensions. Hard and smart as predicate for men do not mutually exclude themselves in my opinion, therefore both, ABS and grasp heater, should be ordered.

Both machines, the KTM and the BMW, are very good, provoked me equally. Everyone has its strengths, finally the BMW made the race by me as well. The following considerations were decisive:

- The fact that Jasmin and I use the same motorcycle we don't have to carry around spare parts and tools twice, which saves substantially at place and weight.
- The service intervals are clearly higher with the BMW, which is an advantage for us non--mechanics.
- Especially in Europe there are numerous accessory offerers for BMW motorcycles, which positively affects the prices.
- the sales network of BMW is unique. I requested and received from BMW headquarter in Munich a brochure of all representations abroad. The list is impressive. There's nearly no place on the earth on which the white-blues (the symbol is reported to be the abstraction of a propeller in the sky) don't have an agency. Though partly they are for cars only, but it should be possible to order parts at least.

It is to be considered that the machines after the return are only scarcely one year old, nevertheless they can be denominated as old. If everything runs according to our plan, they will have around 60'000Km on the odometer, the distance appropriate dints and scratches, I would be disappointed, if it would not be like that. From these point of view it doesn't make sense to exorbitant insure the bikes. Together with the mandatory liability insurance we took out only a partial damage clause on the vehicles, which does not protect against theft itself, nevertheless however the loss pain would be balanced with a cash payment.
The covering of our domestic insurance applies however only to Europe and the Mediterranean area, for the continents America and Africa we therefore had to find another solution. The travel agency GS Sportreisen in Germany, which organized the motorcycle transportation for us, arranges AIU insurances, an American company. AIU sells collision and third party liability insurances for Africa, Central and South America. The duration of cover can be chosen by month. To start we effected the insurance for six months. If the journey cannot be continued of any reason, it would be a pity to pay a service which is never taken up. An extension should be organized without problems from on the way.
We abandon a collision coverage as mentioned above, the liability insurance is calculated on the basis of the capacity and the covering height. Covering can be selected for North America, to fifty -, one hundred or three hundred thousand dollar. Considering how much damage you can cause with a two-wheeler. The material damage exceeds only in glaring exceptional cases fifty thousand dollars. Based on information of our even travel-experienced insurance agent, in the USA also hardly one complains on an amount higher than the covering, since nothing is to get beyond that. Thus it would be senseless to insure for the maximum. Anyway, neither a liability insurance nor an all risks insurance will protect you from civil lawsuits with fantasy amounts like they are common in the US.
Generally I can recommend to leave itself advised with the topic insurance of a professional. Many persons know a little, but are not hundred percent sure, refer to colleagues of colleagues, of those they heard that, or however admit, as I do, that they have actually no idea. The insurers create, probably intentionally, for the ordinary consumer a difficult-to-understand pallet at different offers and thus pretend sales arguments.
That for me the world of insurances remains round, I decided to cover all my needs by two insurers. The one company is the health and accident insurance, which must be paid also during the journey (take into account in the budget!). Since in Switzerland the services are regulated by law, there exists hardly no differences, I cannot recommend one of them; take the cheapest. The second company, the Zurich (new also Zurich Financial services, ZFS) insures my household and the motorcycles. An additional package from Zurich with the marketing label Relax offers world-wide breakdown assistance (experiences will be published...), legal protection outside of Europe and travel protection, which covers costs for search and rescue actions as well as patient transport.
Mainly the cover for search and rescue actions vary. Consider that nowadays in the whole world for 5'000 bucks you won't be searched for a very long time. A legal expenses insurance can be helpfully, especially abroad, in a country where you are not subscriber of the local consumer protection magazine. My experience of several years with Zurich (within the business area insurance) is throughout positive and can recommend it therefore with good conscience.

A transport insurance is included in the motorcycle transport at a value of 20USS per kilogram, which appears us as sufficient. Whether you need a luggage insurance, depends a little how much you want to risk. Apparent you wouldn't be the first whose luggage is "lost" on the way, besides the payments of the airlines have at most a symbolic character and do for sure not cover the loss of expensive devices like GPS, mobiles, etc.

There are different reasons, why you should consider very well whether you travel with your own bike or locally rent or buys one. First I enumerate, why one should not go with the own motorcycle then why we do it nevertheless.

Der Motorradtransport ist enorm teuer, zur genauen Formel komme ich später, unabhängig davon ob Du alles alleine organisierst oder dafür jemanden beauftragst. Die Frachtspeditionen bewegen sich alle in einem ähnlichen Preisbereich, Gebühren für den Papierkram am Boden sind feste Beträge und nicht verhandelbar, Trinkgelder in aufstrebenden Staaten zur schnelleren Abwicklung nicht inbegriffen. Der Transport eines Motorrades nach Amerika kommt im Jahr 2002 ganz grob auf etwa 2'000 CHF (1'300 Euro/US$). Zu diesen Kosten kommen dann noch Gebühren für Versicherungen hinzu. Mit diesem Geld kannst Du Dir auch was ganz schönes mieten. Bist Du nicht länger als drei bis vier Wochen unterwegs, so rechnet sich der Transport nicht.

Einige Staaten machen einem Motorradwanderer das leben mit seitenlangen Vorschriften bitter, Australien gehört auch dazu. Oft müssen die Zweiräder in diesen Ländern nochmals vorgeführt (DE: TüV), hohe Haftpflichtversicherungen abgeschlossen und zu guter letzt das eigentlich international abgeschaffte Carnet de Passage vorgezeigt werden, ein Schutzbrief der nur gegen viel Geld und eine hohe Kaution (einige tausend CHF) ausgestellt wird und die Wiederausfuhr des Fahrzeuges garantieren soll.

Bleibst Du länger als einen Monat in einem Land oder Kontinent fernab der Heimat, so ist ein Kauf / Verkauf eine interessante Variante. Die Preisdifferenz fällt in der Regel geringer aus, als wenn Du eine Fracht zu bezahlen hast, ausser Du machst einen Totalschaden (dieses Risiko trägst Du aber auch mit dem eigenen Bike). Weitere Vorteile dabei sind, dass Du unter bekannter Flagge fährst, was ein gewisser Vorteil in punkto Sicherheit sein kann, oder dass Du bekannte Modelle fährst, welche die ansässigen Mechaniker kennen und im Griff haben.

Jasmin und ich haben uns nicht gegen die Variante Kauf/Verkauf entschieden, sondern lediglich für die Reise mit einem eigenen Zweirad. Kauf/Verkauf stand nie zur Diskussion, was mit der Projektentwicklung zu tun hat. Ursprünglich planten wir eine Route über Asien mit Startpunkt in der Schweiz (mehr dazu auf der Projektseite) und somit brauchten wir auch schon hier ein Motorrad. Nach der Routenänderung waren die Töffs bereits bestellt, desweiteren planen wir nach wie vor auf dem Landweg zurück zu kehren.

Genug der Geschichten, kommen wir konkret zum Transport. Als private Person mit dem Wunsch, einmalig etwas zu transportieren, gehört man nicht zur Hauptzielgruppe der Frachtunternehmen. Die Möglichkeiten über das Internet Angebote zu bekommen sind seit dem platzen der Seifenblase beschränkt und bleiben oft unbeantwortet. Die Firma Kühne&Nagel hat als eine der wenigen reagiert und einen sehr positiven Eindruck hinterlassen.

Meine grösste Sorge war der Transport von Südamerika nach Afrika, derjenige nach Amerika scheint alltäglich und deshalb relativ einfach zu organisieren. Doch ist es nur schon schwer, Personenflüge zwischen Brasilien oder Argentinien und Südafrika zu finden, welche direkt und nicht über Nordamerika oder gar Europa gehen. Und wenn ich eines auf dieser Reise nicht mache, dann ist dies in Europa, womöglich noch in Zürich, zu kehren! Die beiden Kontinente haben kaum wirtschaftliche Beziehungen, was sich auf die Angebotsseite niederschlägt. Trotzdem wollte ich auch diesen Teil so früh wie möglich klären, um später während der Reise nicht mangels Alternativen schlechte Konditionen akzeptieren zu müssen.

Ebenfalls über das Internet sind wir auf die Firma GS Sportreisen in Deutschland gestossen, welche Motorrad Fernreisen und Transporte organisiert und sich auf diesem Gebiet auskennt. Schnell und zuverlässig machten sie uns ein Pauschalangebot für beide Überführungen mit der Option, den Termin des zweiten Transports, der nun von Buenos Aires nach Kapstadt geht, über drei Monate offen zu halten. Das bedeutet, dass wir zwischen Mitte November 2003 bis Mitte Februar 2004 etwa zwei Wochen vor gewünschtem Termin kontakt aufnehmen und uns so einen Platz reservieren. Als besonderes Extra bieten sie (oder der ausführende Spediteur) eigene Spezialpaletten an, auf welchen ein Motorrad ohne grosse Abmontagen verzurrt werden kann. Auch in Buenos Aires wird uns gemäss Vereinbarung ein solches Palett zur Verfügung gestellt. Diese Komfortvariante hat seinen Preis, Kostentreiber ist allerdings das Volumen und nicht das Pauschalangebot. Beide Frachten auf ein mal zu buchen kommt viel günstiger, als zwei mal eine. Teuer ist die Tatsache, dass das Motorrad auf diesen Paletten nicht gross demontiert wird, demnach mehr Platz im Frachtraum in Anspruch nimmt. Transportierst Du etwas kleines mit viel Gewicht, so bezahlst Du das Gewicht, willst Du etwas grosses aber leichtes von A nach B verschoben haben, so bezahlst Du das Volumen. Die Formel zur Berechnung des Preises ist simpel und anscheinend weltweit die selbe: Länge x Breite x Höhe in Centimeter geteilt durch 6'000; ist diese Zahl grösser als das Gewicht, so bezahlst Du diese Zahl mal irgendeinen Preis. Ist das Gewicht grösser als die berechnete Zahl, so bezahlst Du das Gewicht in Kilo mal diesen irgendeinen Preis.

Bsp: LxBxH(220*90*120) / 6'000 = 396

Obwohl das Gewicht in Kilo Deines Motorrades wahrscheinlich kleiner als diese 396 ist, bezahlst Du 396 mal X Franken. Das heisst andererseits, Du kannst die Fuhre noch tüchtig bepacken, denn erst ab 396 Kilo würdest Du nach Gewicht und nicht nach Volumen bezahlen. Achte dabei aber auf die Vorschriften des Spediteurs, oft sind nur fest montierte Behälter erlaubt.

Contract in PDF format (305 KB) (german only)

List of all conversion parts in PDF format (x KB)

Technical reports containing repair lists of the motos are published in the diary. Here the links to these entries:

Report of the 29.05.2003
Report of the 23.08.2003
Report of the 30.10.2003
Report of the 22.02.2004