Menus
- New Kid on the Rocks
- Top dog BMW R 1200 GS Adventure
- Concepts and engine evaluation
- travel
- Travel rating
- Country road
- Country roads scoring
- Offroad
- Off-road rating
- The perfect adventure bike
- Overall rating and conclusion
- Data Aprilia Caponord 1200 Rally
- Data BMW R 1200 GS Adventure
- Data Ducati Multistrada 1200 Enduro
- Data KTM 1290 Super Adventure
- Data Triumph Tiger Explorer XCA
30th photos
1/30
Picture gallery: Adventure bikes Aprilia Caponord 1200 Rally, BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1290 Super Adventure and Triumph Tiger Explorer XCA in comparison.
2/30
The cockpit is clear, albeit comparatively spartan – there is no remaining range indicator, as is the heated grips on the test motorcycle. On the country road, however, it is one of the best thanks to the excellently tuned chassis.
3/30
Victory in the country road classification goes to the KTM 1290 Super Adventure.
4/30
The KTM literally lies like a board. Thanks to the clearly noticeable anti-dive function of the semi-active chassis, it also provides enormous stability on the brakes and when bending deeply.
5/30
The 1290 Super Adventure doesn’t have a 17-inch mom, it’s at heart an 1190 with the engine of the Super Duke R. More paneling, more tank (30 liters), electronic chassis, lots of equipment.
6/30
The semi-active chassis of the KTM acts stiffly to wooden, but has enormous reserves off-road. Unfortunately, a defect appeared again during the test.
7/30
The on-board computer looks a bit old-fashioned, but is understandable and easy to read.
8/30
The suitcases are large, easy to load and are the only ones in the test field that do not have bothersome carriers.
9/30
Category Offroad: To the finale towards the summit! Which adventure bike is most likely to meet the self-imposed demands of off-road capability?
10/30
The Duc can finally show its potential off-road. The ergonomics, which come across as strangely inactive with normal asphalt use while sitting, is perfect for driving while standing.
11/30
The basis of the Enduro is the Multistrada 1200 S with electronic chassis and 152 HP DVT Testastretta. At the front 19 instead of 17 inches, 30-liter fuel drum, more suspension travel, two-arm swing arm, aluminum case – that’s how adventure works at Ducati.
12/30
The Multistrada cockpit, like the whole motorcycle, gives a very classy, high-quality impression. Usability and functionality are the best in the field.
13/30
The DVT means a lot of effort for a little more drivability. The Multistrada Enduro is finally finding its destination off-road. Ducati has achieved the performance claim this time on gravel.
14/30
Without a doubt, the adventure bikes of the greatest caliber are remarkable motorcycles. They are full of high-tech, and now seem to overtake the super sports car as a technology carrier almost by the way.
15/30
The Aprilia suitcases are quite small, but have a practical hatch for loading.
16/30
19-inch front wheel, spoked wheels, cow catchers, engine guards and narrow cases turn the Caponord into a rally. The silky 1200 Vau and the good electronic chassis are unchanged.
17/30
We tested on the way over the Brenner to Lake Garda except for the 1000-point evaluation in the travel, country and off-road categories.
18/30
The stability at high speeds leaves a lot to be desired, but because the seat is comfortable and strongly heated, and because the ergonomics hardly tweak, even after 300 kilometers, the Tiger Explorer saved the Triumph honor with a second place in the travel chapter.
19/30
All Tiger Explorer are technically identical, the top model XCA means full equipment: electronic chassis (TSAS), spoked wheels, case, heated grips and seats, cruise control …
20/30
The on-board computer offers a very good range of functions, but weakens in terms of user-friendliness. The menu structure requires getting used to.
21/30
In addition to the BMW, only the Triumph has a low-maintenance cardan drive. The influence on driving behavior is of little consequence with either machine.
22/30
The winner of the travel rating is the BMW R 1200 GS Adventure.
23/30
She just doesn’t do anything wrong. Your boxer engine has pithy pressure exactly where a travel enduro needs it. The ergonomics are excellent, as is the wind protection.
24/30
Spoked rims and cases are also available as extras for the normal GS. Large tank, more suspension travel, thick protective bar and martial design are the distinguishing features of the Adventure.
25/30
This practical small storage compartment clearly illustrates the attention to detail of the Adventure GS. It is missing from all the others.
26/30
At first glance, the left end of the handlebar looks quite cluttered, but with a bit of getting used to it, it works very well.
27/30
Old meets new: the combination of analog round instruments and digital on-board computer is simple and functional.
28/30
The next category of our test is: country road. As universal tools, large travel enduros should of course also work here and convey driving pleasure. That works quite convincingly.
29/30
Thanks to its excellent chassis, the Aprilia takes third place. In contrast to the Ducati, the Caponord Rally drives wonderfully tight and stable without being uncomfortable. It also has significantly more active ergonomics.
30/30
The MOTORRAD overall result speaks in favor of the 1000-point test. The bottom line is that all motorcycles line up where they are
the 1000 scale she sees. BMW wins ahead of KTM, Ducati, Aprilia and Triumph. Nevertheless, the individual test results show that every bike meets special requirements better or worse.
Adventure bikes in a comparison test
New Kid on the Rocks
The Ducati Multistrada 1200 Enduro wants to fight its way to the top of the adventure bike class. In addition to the BMW R 1200 GS Adventure and KTM 1290 Super Adventure, the newly revised Triumph Tiger Explorer and Aprilia Caponord Rally await at the base camp.
D.he five travel enduros collected here are all no less than the respective top model from a manufacturer in this category. This is where 709 hp, five rather sophisticated electronic chassis and 340 liters of luggage volume come together. There are no less than 1.4 tons of motorcycles here, or, hold on tight, 97,413 euros. They all have one thing in common, which, in addition to spoked wheels and the standard tire dimensions of 19 inches at the front and 17 inches at the rear, illustrate the claim to reproduce the greatest possible intersection between suitability for travel and off-road capability without sacrificing driving pleasure on the country road. They bring very different genes with them, come from different houses with different philosophies.
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Adventure bikes in a comparison test
New Kid on the Rocks
Ducati Multistrada 1200 Enduro shaking the throne of the BMW R 1200 GS Adventure? Where does the refurbished Triumph Tiger Explorer XCA line up? Will the Aprilia Caponord Rally cause a surprise success? Where does the KTM 1290 Super Adventure stand in this newly compiled field? Which final drive is better, cardan or chain? Finally: will the breakthrough of NATO olive metallic be in 2016? And where do I get grinders for the case tips??
Top dog BMW R 1200 GS Adventure
Well, regular readers will at least guess at the outcome of the 1000-point rating given here. Although the Ducati Multistrada 1200 Enduro (top test in MOTORRAD 11/2016) with a fat 30-liter tank, correspondingly excellent range, almost complete equipment and full top performance, the top dog BMW R 1200 GS Adventure is dangerous to the skin to move. But apart from the engine rating, white-blue is always ahead of red. To put it simply: In this field, no other motorcycle drives as neutral and stable, as beautifully as the Adventure GS, which we primarily focus on the front wheel control via Telelever and the Bring back the machine’s balance. Only the Aprilia Caponord Rally, which is convincingly handy and precise for an adventure bike, comes with it, but without being able to offer the gentle comfort and serenity of the GS Adventure.
All tests and articles about the Aprilia Caponord Rally
All tests and articles about the BMW R 1200 GS Adventure
All tests and articles about the Ducati Multistrada 1200 Enduro
All tests and articles about the KTM 1290 Super Adventure
All tests and articles about the Triumph Tiger Explorer XC
Concepts and engine evaluation
Travel enduro always means a lot of weight high up, and every motorcycle in this field tries in its own way to somehow compensate for these conceptual disadvantages. The BMW R 1200 GS Adventure manages this best thanks to its special front wheel guidance, and the disadvantages of the Telelever are the least significant in this category. The Aprilia Caponord Rally also skilfully conceals its pounds with the chassis magic from Noale, it feels much lighter than it actually is. The KTM 1290 Super Adventure rolls into the field with a tight setup and all kinds of electronic tricks. These can also be found on the Ducati Multistrada 1200 Enduro, which, however, goes the opposite way and softly springs, and also offers extensive options for adjusting the damping. Both work sometimes better and sometimes worse, more on that below. The Triumph Tiger Explorer XCA does it with geometry. What succeeds when rolling around, but will bring other problems with it when the pace is increased.
In the engine rating, even the DVT-Testastretta of the Ducati Multistrada 1200 Enduro hardly manages to keep up with the gold standard of the class. The Mattighofener 1290 Super Vau combines massively superior performance, great usability, and decent manners. The bottom line is a huge head start in the engine section. In combination with very good suitability for everyday use, this gives the KTM 1290 Super Adventure second place in the 1000-point ranking after the all-round BMW. Why wasn’t there any more in spite of the excess? Continue reading. The Ducati, which is already a bit behind, follows, a little surprise, the sporty Aprilia Caponord Rally. And the Triumph Tiger Explorer XCA? In addition to a victory in the cost chapter, it can also score well in everyday life, and its creamy-fine three-cylinder is the most loyal of all travel companions. Apart from that, the Englishwoman delivers a lackluster performance in a field of top-class players.
Does this mean that the outcome of the following individual categories has already been decided? So much can be revealed: there is at least one tangible surprise!
travel
Huge tanks, good weather protection, comfort, powerful engines – the Aprilia Caponord Rally, BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1290 Super Adventure and Triumph Tiger Explorer adventure bikes take the big tour seriously.
What better way to test the motorcycles in the Adventure category than to jet with them, on the move and packed, over the Brenner Pass towards Lake Garda? Real conditions on which tangible knowledge is already available after the first few kilometers. First of all, it is hardly surprising that the Aprilia Caponord Rally, as the least oversized machine, also offers the most manageable long-distance comfort here. The windshield on its own, like the Ducati Multistrada 1200 Enduro, is okay, but the wildly jagged wall unit of the KTM 1290 Super Adventure and especially the fine windshield of the BMW R 1200 GS Adventure offer more. On the Triumph Tiger Explorer XCA, an even electrically adjustable deflector makes it clear where the journey is going.
On the other hand, the Aprilia Caponord Rally rushes on the German autobahn with as stable a load as otherwise only the BMW R 1200 GS Adventure. The other candidates are less praiseworthy. The high-speed stability of the Ducati Multistrada 1200 Enduro is still okay, after all, it also runs considerably faster than BMW, Aprilia and the Triumph. The word that KTM commutes has probably got around by now, and after all, Mattighofen now seems to be finally taking the problem seriously. In the next model year, a swinging suspension of the otherwise very good suitcase will significantly reduce the tendency to pendulum, as we have already tested. Until then, the KTM 1290 Super Adventure will run stably up to around 180 kilometers per hour, above this a slowly increasing, but controllable stirring around the steering head warns to moderate.
High speed stability problem
The Triumph Tiger Explorer XCA, however, swings much more uncomfortably and thus in fact critical. While at the top test in MOTORRAD 9/2016 it was not yet unequivocally clarified whether our big cat’s commuting was an outlier, this test specimen now makes it clear: The Triumph travel enduro has a problem with high-speed stability, especially with suitcases. Steeper steering head, shorter caster, the changes to the geometry compared to the previous model do benefit the handling, but they cost a lot of nerves on the fast autobahn. The problem is homemade. Admittedly, this is only an issue in Germany, and nobody has to drive that fast, very few want to drive. But firstly, the competition shows that things can be done better, and secondly, as a customer, you can expect a decent directional stability in view of the steep purchase prices of these machines.
Especially annoying because the Triumph Tiger Explorer XCA with its purring three-cylinder has such good facilities to handle the journey with maximum serenity. The entire drivetrain is a pleasure: the finest running smoothness, neat throttle response, perfectly linear performance characteristics, simply its serving nature, all of this makes the triplet from Hinckley an excellent endurance runner. This is also underscored by a smooth transmission, a smooth clutch and a low-reaction and easy-care cardan. Everything about this drive feels like it will run as creamy 100 years from now as it did on the first day. Undoubtedly the greatest strength of Triumph.
Because the semi-actively controlled suspension also exudes sublime comfort, especially at the hindquarters, because the seat is comfortable and strongly heated, and because the ergonomics hardly tweak even after 300 kilometers, the Triumph Tiger Explorer XCA in the Travel chapter saves the Triumph honor with a second Space. This despite commuting, a relatively short tank range and despite an on-board computer whose functional nigma could only be deciphered after many, many attempts.
Lack of comfort on the KTM, longest ranges with the Duacti
It is followed by the KTM 1290 Super Adventure, which primarily impresses with its never, but really never strenuous and pleasantly quiet engine. Every time anew a little revelation of how well the twin manages to perform in its two huge combustion chambers. The sheer power of the 1300 is perfectly controllable, and if it weren’t for the absurd dimensions of the machine, it could almost be handed over to a beginner. In addition, of course, there is a long list of adventure goodies that make life on the highway very pleasant, such as cruise control, heated grips and seats, a 30-liter tank and an on-board computer that looks old-fashioned, but extensive and above all user-friendly information. The seat and chassis, on the other hand, are typical KTM hardness. Off-road genes shimmer through, especially in the driver’s seat, real long-distance drivers are almost forced to buy the comfort seat. And this KTM 1290 Super Adventure also suffers from a poorly responding chassis. At the front the electronic fork clacks a little bit stuckily, at the rear the directly hinged shock absorber tramples. Even in the softest off-road mode, the 1290 doesn’t offer the comfort of the other test bikes.
Surprisingly, the Ducati Multistrada 1200 Enduro lacks a little of the same, although Ducati’s travel enduro surcharge is rather softly sprung. First and foremost, the front fork should respond better, and most of the testers disliked the peculiar sitting position deep down in the motorcycle, with a nice narrow knee, behind a mountain of tank (also 30 liters), with very wide, high handlebars. The Ducati Multistrada 1200 Enduro is the new range queen. Theoretically, 600 kilometers are there, thanks to the low consumption typical of Ducati. To be able to read these 600 kilometers and more after the refueling stop on the excellent on-board computer is nothing less than the promise of great freedom. Just by the way: That means Munich – Venice with one tank. The 1198 Testastretta from Ducati is and remains a real sports engine, and the variable valve control DVT doesn’t change that much. Fiery power output and angry sound, that will inspire on the country road, its pronounced torque hole between 4000 and 6000 revolutions, however, rather less on a long tour.
BMW R 1200 GS Adventure drives brilliantly in pairs
The BMW? Just don’t do anything wrong. Your boxer engine has pithy pressure exactly where a travel enduro needs it, and also offers the boxer’s own, stylish mass balance. The only automatic gearshift in the test field (why?) Works so perfectly that you soon forget where the clutch lever is. The ergonomics are excellent, as is the wind protection. But the driving comfort is the real highlight of the Adventure GS. The way the front Telelever irons over the worst distortions is simply sensational. So does the stability with which the motorcycle does this. A bit more confidently than the Aprilia Caponord Rally, the BMW R 1200 GS Adventure runs into the limiter on the track, nothing wobbles or wriggles here. The electronic ESA chassis does not offer the adjustment options of the Ducati Multistrada 1200 Enduro, but is just right with the three settings, soft, medium and hard, as well as a manual adjustment of the preload at the rear.
All motorcycles in this comparison transport a passenger with great serenity, the BMW drives brilliantly in pairs. The equipment is also complete, apart from perhaps the lack of heated seats. Together with Ducati Multistrada 1200 Enduro and KTM 1290 Super Adventure, the BMW R 1200 GS Adventure has the best suitcases, and it is the only one in the test to have a navigation system that is expensive but good and perfectly integrated into the vehicle. Perhaps, however, the small storage compartment on the tank, which holds the key (Keyless Go, as with Ducati) and a credit card, best illustrates the attention to detail that characterizes the GS. Anyone who travels a lot knows how practical this shelf is. This small but fine detail is missing on the other motorcycles.
Too much GS adulation? Anyone who has ever ridden an Adventure GS with an open mind and without fan glasses of any brand has to respect the undisputed competence of this motorcycle.
Travel rating
- BMW R 1200 GS Adventure
- Triumph Tiger Explorer XCA
- KTM 1290 Super Adventure
- Ducati Multistrada 1200 Enduro
- Aprilia Caponord 1200 rally
Country road
As universal tools, large travel enduros should of course also work here and convey driving pleasure. That works quite convincingly.
The amazing handling of the BMW R 1200 GS Adventure also makes it a favorite on country roads. From the spot it is clear: Here, too, the fat GS can be moved in a frighteningly playful manner with a little routine. Turning in is done with comparatively little effort, the adventure passes circling up incredibly confidently and calmly. Here, too, the chassis works excellently, combining gentle comfort with great stability. In addition, the BMW has an almost insolent lean angle for such a motorcycle. At 272 kilos, the BMW R 1200 GS Adventure is pretty much in the middle of the range of the stout test quintet in terms of weight. Your pounds are always present, but noticeably well centralized, perhaps the decisive conceptual advantage of the boxer engine. This also contributes to the superb handling of the thick ship. Driving adventure feels like controlling a construction crane with your thoughts. But it is also amazing how much 272 kilos, especially if you add some luggage or a passenger, consume measured 128 PS and 125 Newton meters of maximum torque. In normal driving situations nobody will miss performance. But when longer straights open up in this test field and professional stunt Jo Bauer sets the pace, the Bavarian flat twin has to make a noticeable effort at the top.
KTM and Ducati in a different league in terms of performance
It may seem absurd to one or the other, but with that in mind, it’s understandable that KTM and Ducati should drive their attack on the bestseller about sheer performance. The speed of the KTM 1290 Super Adventure is largely irrelevant, at around 3500 tours it outperforms the boxer and moves off into other spheres as calmly as it is inexorably. The Ducati Multistrada 1200 Enduro also simply plays a league higher in terms of performance, but only beyond 7000 tours. The torque hole that was noticeable until then, which follows the bearish acceleration at the very bottom, is a bit irritating, but the fireworks from the 7000 mark make up for it. The Desmo-Twin has retained its athletic genes. He entertains, if you give him the spurs, tremendously, and purely subjectively comes quite close to the KTM in the last third of the revs. This combination of sports engine and enduro chassis results in a somewhat strange, but extremely tingling mixture. The variable valve control DVT helps smooth out the hard impact of the twin, giving it more driveability, but, as has already been noted, always feels a little synthetic.
At higher speeds, the chassis of the Ducati Multistrada 1200 Enduro looks a bit inharmonious. Blessed with long, soft spring travel, the semi-active electronic suspension in the “Sport” and “Touring” modes provides plenty of (compression) damping so as not to allow too much movement in the chassis. Although the chassis of the Duc can be adjusted very comprehensively and easily via the on-board computer, comparable to the athletes of the house, this changes little in the initial situation. In addition, the Multistrada is the second heaviest motorcycle here at 277 kilos.
KTM 1290 Super Adventure in front of BMW R 1200 GS Adventure
At the other end of the spectrum, also in terms of weight, the KTM 1290 Super Adventure, which is a good 20 kilos lighter, is just like the proverbial board. Thanks to the clearly noticeable anti-dive function of the semi-active chassis, it also provides enormous stability on the brakes and when bending deeply. It feels a bit strange to beat such a stiff colossus right around the corner, but once you get used to it, the KTM can be thrown around the hardest, most confidently, and most fun. At least until at some point the ends of the suitcase rasp softly over the asphalt. With this, the KTM 1290 Super Adventure secures the country road ranking ahead of the actually more harmonious BMW R 1200 GS Adventure, which is a bit more sedate, but similarly fun, but clearly has the disadvantage of its engine.
Aprilia Caponord Rally wonderfully tight and stable
Thanks to its excellent chassis, the Aprilia Caponord Rally, surprise, moved past the Duc into third place. In principle, the Caponord relies on the same semi-active “Skyhook” system as Ducati, but does not leave the driver with any options other than adjusting the preload or a recommended automatic mode. In contrast to the Ducati Multistrada 1200 Enduro, the Aprilia Caponord Rally drives wonderfully tight and stable without being uncomfortable. It also has significantly more active ergonomics. Your engine lacks a bit of pressure in the comparison, but its clean throttle response, the sporty characteristics and its goose bumps-thunders, albeit unbearably loud, earn a lot of sympathy points on the country road.
Triumph? Very tight in sport mode, too soft in comfort mode, okay in between. But it feels heavy, leaden, drives rather wobbly in fast long radii and has the worst ABS. The Triumph Tiger Explorer XCA likes to be relaxed and makes it known. Good for travel, good for connoisseurs, but from an objective point of view, and subjectively also for the majority of the testers, clearly the rear end on the country road.
Country roads scoring
- KTM 1290 Super Adventure
- BMW R 1200 GS Adventure
- Aprilia Caponord 1200 rally
- Ducati Multistrada 1200 Enduro
- Triumph Tiger Explorer XCA
Offroad
To the finale towards the summit! Which adventure bike is most likely to meet the self-imposed demands of off-road capability – Aprilia Caponord Rally, BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1290 Super Adventure or Triumph Tiger Explorer?
First of all: We are well aware of the irony that very few adventure bikes out there are actually allowed to ride off paved roads, let alone see anything like real terrain. Adventure bikes make a promise that few will ever keep, and the reasons for this have become pretty clear after two days on the high plateau behind the Passo delle Fittanze: If 300 kilos of motorcycles on the gravel soon start to develop their own will, then they wish you are far, far away from a possible impact point. When over 20,000 euros in steel, aluminum and electronics iron through an unforeseen pothole, the fun can be over faster than you can say “overdraft” or “sippy cup”.
But first of all, there may still be one or two globetrotters out there to whom the existence of the 800 adventure bikes has not yet got around or who simply have too little bang on the trail or communicate status. And secondly, it only makes sense to measure the adventure tankers against their own standards. And, cynicism aside, off the road there are also qualities that are of tangible use in civil life.
Aprilia Caponord Rally quite suitable for gravel
Surprising, for example, how the Aprilia Caponord Rally’s chassis, which is still so tight on the road, plays along on gravel roads. Your fully networked electronic brain actually recognizes the operating status via spring deflection and damper sensors and, within the scope of what is feasible, softens it to such an extent that even the most road-oriented chassis in the test field still works well here. However, the ergonomics for driving while standing are less satisfactory, and the rather cosmetic-looking plastic engine guard will be of little use on rock contact. In addition, the Aprilia’s ABS and traction control are reaching their limits, and switching them off is also a bit cumbersome.
In principle, however, the Aprilia Caponord Rally can be certified as being suitable for gravel. Just like the Triumph Tiger Explorer XCA, which with its steel engine protection plate and massive side bar documents its instinct for self-preservation in the most martial ways. Zapped into off-road mode at the push of a button, the Tiger softens its chassis, deactivates ABS and traction control and opens up all possibilities for experienced pilots. That pleases, especially since the automatically level-regulated hindquarters of the Explorer can again show its enormous potential here in addition to the great comfort. Crazy, what the back swallows creates a lot of traction. The engine accelerates even more gently in off-road mode, a real asset, and the ergonomics are also perfectly fine here, thanks to the extremely grippy footrests and despite the narrow handlebars. Only: The heavy weight of 286 kilos and the very front-heavy weight distribution make gravel fun real work. Again: hiking yes, heating no. Sorry, triumph, back in the lead behind the underrated Aprilia Caponord Rally.
Adventure GS – stick to it and hope for the best
And that’s where it gets really interesting. The BMW R 1200 GS Adventure enjoys the reputation of being a force off-road too, which is initially understandable. The harmonious balance, considerable ground clearance, in addition a perfect throttle response from the lowest rev range and an engine that you practically cannot stall – in tricky, trial-like passages, a GS is indeed far more than you might think. The BMW soon generated a lot of confidence, and thanks to the suspension that was also very easy to swallow (210/220 millimeters of spring travel!), The Adventure GS was also very quiet in faster passages. But it also drives somehow strange, detached from the ground, rolls around the longitudinal axis, with Telelever and the off-road tends to be trampling cardan gives so no feeling for what is going on down there. GS in the field, that means keeping clean and hoping for the best. The enduro driving mode adapts ABS and traction control to the low grip level; both can also be easily deactivated at the left handlebar end, which is initially confusing. All in all, a surprisingly confident performance in and of itself.
KTM 1290 Super Adventure with real off-road DNA
Until you switch to the KTM 1290 Super Adventure. With its tight coordination, it offers enormous reserves. It also adjusts performance, engine mapping, ABS and traction control in off-road driving mode, but the decisive factor is the much softer damping adjustment. With this, and of course thanks to its noticeably lower weight and chain drive, the KTM pulls past the BMW in the field. It keeps the lane nicer, gives much better feedback about the condition of the road surface and chassis activity, and its ergonomics fit a little better when standing. The hard seat doesn’t bother you here, on the contrary it gives you a wonderfully direct feeling for the motorcycle. The faster, the better, that goes for the KTM. Second place, thanks to real off-road DNA.
Biggest off-road talent Ducati Multistrada 1200 Enduro
The Ducati Multistrada 1200 Enduro also has it, as the first driving reports already suggested. The Duc can finally show its potential off-road. The ergonomics, which come across as strangely inactive with normal asphalt use while sitting, are perfect for driving while standing. Then the extremely high, wide handlebars are ideally at hand, the legs can casually lay against the narrow tank flanks and thus create a wonderful contact with the motorcycle. It’s almost as if the Multi-Enduro was built to ride standing up. Now the chassis works as intended. In the easily selectable, soft Enduro mode, the machine makes wonderful use of its spring travel, shifts its weight nicely and smoothly, simply sails incredibly smoothly and calmly over grooves, furrows and stones. The Ducati’s enduro mode (100 PS, gentle response) also offers the cleanest application of ABS and traction control of all machines, which are still working, but in an enlarged window. This means that the Ducati Multistrada 1200 Enduro can be moved most intuitively of all machines off-road, with the least familiarization and without a doubt with the greatest driving pleasure. That’s exactly how you want it.
The engine guard also makes a very solid impression, only the lack of a side guard bar leaves a question mark. If the worst comes to the worst, do you really want to put the most expensive machine in the field at 21,655 euros on the beautiful brushed aluminum tank flanking? Anyway, the Multistrada is rehabilitating itself offroad to the unanimous surprise of the test crew. Ducati really took it seriously and shifted the company’s performance standards to gravel. That is only logical and makes the Multistrada Enduro the best off-roader. Unfortunately, and that brings us back to the question of the meaning of the big adventure enduros, including a worse street motorcycle.
Use of complex electronic landing gear questionable
The use of highly complex electronic chassis in a vehicle concept, which, according to its own claim, should carry its crew around the world with reliability, is also at least worth questioning. Uncritical Ducati and the others, but already for the second time the electronic hindquarters of a KTM 1290 Super Adventure went on strike in the test. Then the servomotor of the spring preload hangs in the selected setting and requires a workshop with trained specialists. No problem on a Saturday morning in the Ruhr area, but confidence in crossing the Atlas is at least scratched.
Finally, at the end of the long series of tests, with the tanks almost completely empty, another finding emerges. Once the fuel barrels have been pumped out, everyone, especially the Ducati Multistrada 1200 Enduro and the BMW R 1200 GS Adventure, transforms into a completely different motorcycle, and they ride much lighter and more lively. That means: If you don’t really intend to cross the Atlas, prospective buyers should definitely consider the somewhat tamer variants of the adventure ships. Or always only fill up half full. This is time for a summary.
Each of these motorcycles represents a compromise
Without a doubt, the adventure bikes of the greatest caliber are remarkable motorcycles. Aprilia Caponord Rally, BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1290 Super Adventure and Triumph Tiger Explorer are crammed full of high-tech and now seem to overtake the super sports car as a technology carrier almost by the way. But they are also so versatile that they are almost special again. Each of these motorcycles represents a compromise, paying the price in one way or another for the promise of an “adventure bike”. What was already indicated at the beginning has been confirmed in the individual categories. The concrete design of the big adventure concept with boxer engine, Telelever and cardan shaft represents the roundest, by far the best compromise. Because the BMW has no real weaknesses and simply works well, the overall victory is clear. Somehow the Boxer GS is a little bit like the Porsche 911. You just spent decades developing an idiosyncratic overall concept towards perfection. The BMW R 1200 GS Adventure is by no means perfect.
Off-road rating
- Ducati Multistrada 1200 Enduro
- KTM 1290 Super Adventure
- BMW R 1200 GS Adventure
- Aprilia Caponord Rally
- Triumph Tiger Explorer XCA
The perfect adventure bike
What would the perfect adventure bike look like? Front BMW, rear Triumph, final drive probably cardan. Motor of the KTM, no question about it, plus the road handling of the Aprilia and, depending on your preference, its automatic suspension or the adjustment options of the Ducati. BMW or Ducati donate the suitcases, Triumph the seat heating, and Bologna takes care of the choice of materials and Offroad. Finally, white-blue contributes to the high-speed stability and the small but fine compartment on the tank. And Aprilia the purchase price. That would be perfect. Colour? NATO olive metallic.
Overall rating and conclusion
Well, if that doesn’t speak in favor of the 1000-point test: Despite the sometimes significantly different individual test results, the bottom line is that all motorcycles line up where the 1000-point scale sees them. Nevertheless, the split assessment makes sense. Do you want to travel in dignified comfort and like it British? Triumph has something. Highway bolts with pillion passenger and luggage? KTM 1290 Super Adventure, with KTM-aversion also like Aprilia Caponord Rally. Do you want an adventure bike to really let it fly in the gravel, if possible with a color display? Ducati Multistrada 1200 Enduro. Or you can just take the BMW R 1200 GS Adventure, which can do everything pretty well. In terms of price-performance, Aprilia is just ahead of KTM.
Aprilia
Caponord Rally
BMW
R 1200 GS Adventure
Ducati
Multistrada 1200 Enduro
KTM
1290 Super Adventure
triumph
Tiger Explorer XCA
Data Aprilia Caponord 1200 Rally
Aprilia Caponord Rally, BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1290 Super Adventure, Triumph Tiger Explorer and five testers at the summit.
Here you can see an extract of the technical data. If you would like the measured values determined by us, including all consumption, torque and acceleration values, you can buy the article as a PDF for download.
Data BMW R 1200 GS Adventure
Data Ducati Multistrada 1200 Enduro
Data KTM 1290 Super Adventure
Data Triumph Tiger Explorer XCA
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