Table of contents
- Caponord 1200, S 1000 XR, Multistrada 1200, Versys 1000 and Tiger 1050 Crossover bikes in a comparison test
- The landlord drives a Ducati Multistrada 1200 S.
- BMW S 1000 XR kicks, but can also be stressful
- A high speed level seems a bit out of place
- Kawasaki Versys 1000 is and is balanced
- Triumph Tiger 1050 hisses, growls, roars
- Aprilia Caponord 1200 confidently from medium speeds
- Ducati Multistrada 1200 needs less than 5 liters
- BMW S 1000 XR consumes the most fuel
- Standard Multistrada and S version
- Lowest comfort on the BMW S 1000 XR
- S 1000 XR against S 1000 R from the neighbor
- Aprilia Caponord with the greatest range
- The Triumph Tiger feels understeer
- Kawasaki Versys 1000 is the best motorhome
- MOTORCYCLE test result
- Data and measured values
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All candidates in the crossover comparison test are around 1000 cm³, this time they are represented …
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Do the four reds want to impress the white beauty or is it bullying against the Duc?
We rule out the latter, because all five candidates can convince in their own way.
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Triumph Tiger 1050 Sport.
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Kawasaki Versys 1000 Grand Tourer.
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Ducati Multistrada 1200.
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BMW S 1000 XR.
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Aprilia Caponord 1200 Travel Pack.
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… up and down the hills.
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In the Bavarian Forest we shooed the candidates around the curves as well …
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… the Ducati Multistrada 1200 (the largest displacement with 1198 cm³ in the test), the BMW S 1000 XR (the smallest engine in the test with 999 cm³), the Triumph Tiger 1050 Sport (1050 cm³), the Aprilia Caponord 1200 Travel Pack (1197 cm³ ) and the Kawasaki Versys 1000 Grand Tourer (1043 cm³).
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Kawasaki Versys 1000 Grand Tourer.
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Kawasaki Versys 1000 Grand Tourer.
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Kawasaki Versys 1000 Grand Tourer.
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Triumph Tiger 1050 Sport.
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Triumph Tiger 1050 Sport.
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Kawasaki Versys 1000 Grand Tourer.
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Kawasaki Versys 1000 Grand Tourer.
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There are also the most comfortable seats in the front and in the back. A point of honor: three-stage traction control and two mappings.
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Top equipment is standard: additional headlights, case, top case, slow-reacting gear indicator from Kawasaki’s range of accessories, protective bars, hand protectors.
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As a grand tourer, the modified Versys, which was revamped for 2015, shines completely.
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Kawasaki Versys 1000 Grand Tourer.
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Kawasaki Versys 1000 Grand Tourer.
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There are many beautiful details on the Triumph (single-sided swing arm as on the Ducati, beautiful wheels, high-quality materials).
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But also nickel features such as the non-height-adjustable disc, no traction control, missing main stand, narrow handlebars and high-mounted silencer, which robs the right suitcase volume.
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Crossover bikes in a comparison test.
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Crossover bikes in a comparison test.
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Ultimately, the BMW should have the edge – but it is more of a travel rocket than a relaxed tourer.
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The big Arber in the background, our crossover bikes in front.
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Ewald Liebl knows his way around: “Your BMW S 1000 XR is not on sale yet!”
He spontaneously creates space for the five of us, because motorcyclists are always welcome to him.
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A stroke of luck: The “Fischerwirt” Ewald Liebl (right) drives a new Ducati Multistrada 1200 S.
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We can find accommodation at the Fischerwirt in Bayerisch Eisenstein.
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A world in white and blue and all sorts of green tones: We were on a tour around the highest mountain in the Bavarian Forest, the 1455.5 meter high Great Arber.
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Triumph Tiger 1050 Sport.
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Triumph Tiger 1050 Sport.
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Triumph Tiger 1050 Sport.
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Triumph Tiger 1050 Sport.
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Ducati Multistrada 1200.
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Ducati Multistrada 1200.
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Ducati Multistrada 1200.
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The XR is based on the S 1000 R power roadster, with its 160 hp four-cylinder engine with a larger exhaust pipe.
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BMW S 1000 XR.
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BMW S 1000 XR.
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Aprilia Caponord 1200 Travel Pack.
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Aprilia Caponord 1200 Travel Pack.
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Aprilia Caponord 1200 Travel Pack.
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Aprilia Caponord 1200 Travel Pack.
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… the LCD cockpit is not easy to read.
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The Travel Pack carries hand protectors, suitcases, cruise control and semi-active spring elements as standard – with automatic damping adjustment and load-dependent spring preload at the rear! Widest handlebar in the field (89 cm), …
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Two cylinders as 90-degree V, three driving modes, three levels of traction control, 125 hp.
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Aprilia Caponord 1200 Travel Pack.
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The seat is high (85 cm) for small drivers. Optional navigation system and semi-active ESA chassis are just two items from a total of over 4000 Euro extras on board.
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This includes additional driving modes, lean angle-dependent traction control and cornering ABS Pro.
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BMW S 1000 XR.
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Ducati Multistrada 1200.
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Ducati Multistrada 1200.
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… but also good mirrors and illuminated fittings including sensitive, easy-to-use cruise control.
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The Testastretta-V2 with four driving modes now has the variable valve control DVT. The standard Multistrada has an LCD cockpit, conventional headlights and suspension elements as well as simpler brakes than the S, …
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In 2015 the frame, rear, swing arm, wheels and cladding are new.
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Ducati Multistrada 1200.
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Ducati Multistrada 1200.
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BMW S 1000 XR.
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BMW S 1000 XR.
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BMW S 1000 XR.
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BMW S 1000 XR.
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Aprilia Caponord 1200 Travel Pack.
motorcycles
Aprilia Caponord 1200 Travel Pack, BMW S 1000 XR, Ducati Multistrada 1200, Kawasaki Versys 1000 Grand Tourer and Triumph Tiger 1050 Sport in comparison test
Caponord 1200, S 1000 XR, Multistrada 1200, Versys 1000 and Tiger 1050
Crossover bikes in a comparison test
Enduro + athlete = crossover motorcycle: uncomplicated in everyday life, comfortable on tour, sporty and strong. We are testing the Aprilia Caponord 1200 Travel Pack, BMW S 1000 XR, Ducati Multistrada 1200, Kawasaki Versys 1000 Grand Tourer and Triumph Tiger 1050 Sport.
Thomas Schmieder
06/25/2015
In the past, when postcodes still had four digits, you didn’t trust anyone over 30 and at most anglers fished something out of the net, the motorcycle world was still in order. There were athletes, tourers and enduros – that’s that! But today? The boundaries are blurred, powerful travel enduros produce 160 hp and run 250. Their offshoots with pure road tires on 17-inch cast wheels are now called crossover machines. Just like our five types, they have the genes of long-legged enduros and fast-paced athletes. Although they have renounced rough terrain, they combine the best of both worlds. Tough, strong in everyday life, gentle on tour: Aprilia caponord 1200 Travel Pack, BMW S 1000 XR, Ducati Multistrada 1200, Kawasaki Versys 1000 Grand Tourer and Triumph Tiger 1050 Sport.
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Long suspension travel, wide, high handlebars and powerful engines make it possible. Sit upright and lofty, but always be prepared for attacks. At least one liter displacement and from 120 hp – any questions? A delightful travel quintet, sporty, comfortable all-rounder: two V-twin-cylinders (Aprilia Caponord 1200 and Ducati Multistrada 1200) compete with the triple of the Triumph Tiger 1050 Sport and two four-cylinder (BMW S 1000 XR and Kawasaki Versys 1000). What they all have in common is a chain drive. Kardan only offer heavier 1200s with 19-inch front wheels: GS, Crosstourer or Super Tenere, preferably with spoked wheels. But not here and now. We are in the Bavarian Forest for this comparison test.
The landlord drives a Ducati Multistrada 1200 S.
First experiences on the way there are behind us: the Hallertau, the largest hop-growing area in the world, the Danube to the west and east of Regensburg, the picturesque village of Falkenstein, where we spent the first night. Now, in Bayerisch Eisenstein, just a few meters from the Czech border, night is already falling. All quarters are occupied the evening before the holiday. All? No! An indomitable hotelier doesn’t stop working hard for his guests: Ewald Liebl, the “Fischerwirt”, spontaneously creates space for five. Motorcyclists are always welcome.
Ewald has a 2015 Ducati himself Multistrada 1200 S. How appropriate: The standard Multistrada provided by Ducati Germany competes in our test. Now there is a hearty barbecue evening with beer and gasoline talks at the “Fischerwirt”. And talk shop about the BMW S 1000 XR. It is the fourth model with the powerful 999 cc four-cylinder. It has a nominal output of 160 hp. Sure, because the Roadster S 1000 R donated the basic concept and engine to the BMW modular system. Supplemented by a more powerful alternator and a more voluminous silencer.
Enduro
Ducati Multistrada 1200 S in the top test
Long distance, everyday life, sport
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All tests and articles about the Ducati Multistrada 1200
All tests and articles about the Ducati Multistrada 1200 S
BMW S 1000 XR kicks, but can also be stressful
With the BMW chassis, all the more happened: A modified aluminum bridge frame with a flatter steering head, more caster, longer wheelbase, and longer aluminum swing arm make it fit for “adventure sports”. The BMW S 1000 XR should have a more stable, longer rear frame and increased suspension travel to make it suitable for adventure as well as for a companion. Trans-sport. 150 millimeters of travel at the front and 140 at the rear, with the Triumph Tiger 1050 Sport it’s the other way round: a lot for an athlete, moderate to just under for tourers. Our Aprilia Caponord 1200 and Ducati Multistrada 1200 each have 170 millimeters on the fork, the Multistrada even on the shock absorber.
Ewald shows us with his Ducati Multistrada 1200 S his home route around the Grober Arber. The four-cylinder BMW S 1000 XR wakes up with a hoarse bark. It’s the sound of speed: the engine is aggressive and snappy on the e-gas. From idle to almost 12,000 rpm, the Bayern Bomber is always full of music. Almost too much of a good thing. The cable clutch separates easily, but somewhat digitally, with the only non-adjustable hand lever. On or off. The long first gear engages with a violent gear shift. Always an experience, as BMW’s optional shift assistants clear the clutch hand and head when shifting up and even down. You get used to it.
In terms of driving dynamics, the BMW S 1000 XR is in a league of its own. Powerful in sixth gear, it offers an incredible boost from 6500 tours at the latest. It catapults you to the horizon with real 170 hp and 118 Newton meters. Absolutely unbelievable, this power output of the smallest motor. But do we need that on tour? We’re here to enjoy. It is always an incentive, the BMW always wants more. Enthusiastic, but always a little demanding. The fast-paced S 1000 XR kicks, but can also be stressful, depending on the rider’s nature, mood and environment.
All tests and articles about the BMW S 1000 XR
Naked bike
Aprilia Tuono V4 1100 RR, Kawasaki Ninja H2 and BMW S 1000 XR in the comparison test
A colorful trio
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A high speed level seems a bit out of place
In the middle of nature, the relatively high speed level seems a bit out of place. Often the foot is looking for seventh or even eighth gear on the BMW S 1000 XR. So you stay exposed to the annoying vibrations of the XR four-cylinder engine, especially from 5000 tours, especially in the range of around 100 km / h. They tingle as a permanent disruptive factor in the tank flanks, footrests and handles, despite rubber-mounted handlebar brackets. Your fingers fall asleep. This engine runs rough like a grater! A real powerhouse and predator, the BMW ultra-short stroke.
Kawasaki Versys 1000 is and is balanced
the Kawasaki Versys 1000 proves: four-cylinders can also be different. When the other engines are running, you can hardly hear them, the Versys 1000, here as a fully equipped Grand Tourer version with case, topcase, gear indicator, additional headlights and so on. It purrs extremely gently – a good thing! The four-cylinder is like the whole motorcycle: a real buddy. The engine accelerates gently, is wonderfully easy to drive, accepts 30 km / h in sixth gear without complaint (just to show the potential), always pulls off idle, purrs through the entire rev range. Turning out is never necessary, but it can be done without any problems if it has to. It is self-sacrificing Japanese duty cast in metal.
No other engine, apart from the Triumph-Triple, develops its power so evenly and predictably, even in the fiery F-mode (“Full Power”). Translated differently from BMW Kawasaki the Versys 1000 is longer than the Z 1000 organ donor. The lower speed level and the less short-stroke design than with the BMW S 1000 XR are a perfect match for the gentle giant Versys. Likewise, its smooth-running, easy-to-dose anti-hopping clutch. Noticeable: the retrofitted gear indicator reacts sluggishly, “goes after”, shows nothing when the clutch lever is pulled. The Kawasaki Versys 1000 knows subtle vibrations when you take off the accelerator. All in all, it acts as a relaxation program on two wheels, making you as balanced as you ride. A Kawasaki that could be a Honda by nature.
All tests and articles about the Kawasaki Versys 1000
Tourer
Funbikes in comparison test
Ducati Multistrada 1200, Kawasaki Versys 1000 and Triumph Tiger 1050
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Triumph Tiger 1050 hisses, growls, roars
Such a thing will never happen to a three-cylinder triumph. When the 125 PS triple starts, you shout with joy. Hissing, growling and roaring like a deer in autumn creates goose bumps and is much more subtle than with the BMW S 1000 XR. Sound meets character, a performance curve as if drawn with a ruler, without dents. The golden mean, a bridge between two and four cylinders. But the elastic treble of the Triumph Tiger 1050 Sport is the weakest drive in the field after 5000 tours. And with the many uphill-downhill passages in the Bavarian Forest, his bad habit of jumping hard on the gas from rolling phases bothers him. Reluctantly taken at the apex of curves.
The factory-installed gear lever, which is too far down and inside, is a nuisance. In the Triumph Tiger 1050 Sport, it complicates the gnarled, hard-shifting transmission. In principle, the three-cylinder represents the technical level of motorcycle construction five to ten years ago: no traction control, no gear display, no different engine mappings. Triumph does not want to be a technologically leading brand.
All tests and articles about the Triumph Tiger 1050 Sport
Enduro
Triumph Tiger 1050 Sport in the driving report
Away from dual use, towards the asphalt tiger
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Aprilia Caponord 1200 confidently from medium speeds
But the 54-time world champion and ride-by-wire pioneer Aprilia. Logical that the Aprilia Caponord 1200 Travel Pack has three different driving modes (Touring, Sport and Rain) and a three-stage, switchable traction control on board. The 90-degree V2 shares a nominal output of 125 hp with the Triumph, bore / stroke with the Ducati: mighty 106 pistons with a short 67.8 millimeter stroke (Ducati: 67.9 mm). Makes a bold 1197 cubic. Nevertheless – or perhaps because of it – the V2 only runs smoothly in the upper gears from 3000 tours. Sometimes you have to downshift. Another exhaust collector improves the torque with a sophisticated flow (Helmholtz resonator).
The Italo-Twin cracks the 100-Newton-meter mark beautifully from medium revs at 6000 tours. The Aprilia Caponord 1200 babbles comfortably, is still subtle at partial load in city traffic, only serves up a robust punch from the exhaust and airbox. The low-frequency pulsation fits in with this. All in all, a really emotional engine.
Enduro
Top test Aprilia Caponord 1200 ABS Travel Pack
Swing with me
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Tourer
Aprilia Caponord 1200 ABS against Ducati Multistrada 1200 S Granturismo
The two Italian travel enduros in the test
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All reviews and articles about the Aprilia Caponord 1200
Ducati Multistrada 1200 needs less than 5 liters
This is especially true for Ducati’s Desmo-V2. In 2015 it runs more smoothly, smoother. The engine now takes on the gas more gently than before and can even be moved in the lower rev range without hacking the chain. The variable valve control (timing adjuster on all four camshafts) DVT makes it possible. The price for more running culture? Well, the V2 tears at a good 3000 rpm Ducati Multistrada 1200 is no longer as brutal as it used to be, even falls into a small torque hole between 4000 and 6000 tours. Still, until shortly before the 9000 mark, it is almost always the most powerful of all engines.
“The new Ducati Multistrada 1200 has clearly improved its drivability compared to the 2010 model,” says Ewald, rightly pleased. “And out on top she goes like the fire brigade”, accompanied by a fiery V2 staccato. Sure, with a full 150 hp. If you don’t feel anything here, you’re dead. The four riding modes feel quite different: Sport, Touring, Urban and Enduro. They control throttle response from aggressive to soft, power output (full or reduced to 100 hp), eight-level traction and wheelie control and three ABS levels. Uff.
The current Ducati Multistrada 1200 has become more economical: it is content to drive tame on country roads, just like the Kawasaki Versys 1000 even with less than five liters per 100 kilometers. Ducati on a new path.
BMW S 1000 XR consumes the most fuel
The red drunkard, sorry: lantern, goes to the latest motorcycle, the S 1000 XR. It needs almost a liter more gasoline. BMW, how have you changed. Okay, power comes from fuel. Later, on the way back west, the BMW easily consumes nine liters per 100 kilometers on fast-paced stretches of the motorway. It is very seldom possible to drive out the Topspeed 250 on the bridge-day return traffic. But that is still a long way off. First there are a lot of curves waiting for us.
Bavaria is a bit like the USA: a bit peculiar, very patriotic (white and blue flags everywhere) and blessed with a great landscape. Just different from the rest of the world. The crossover trendsetter Ducati Multistrada 1200 is just as unmistakable. There is a very typical multi-feeling, you sit very much inside the motorcycle, the wide handlebars close to your chest. Even if not quite as compact as the previous model – “huddled together”, as Ewald calls it. Now the Duc also fits people over 1.80 meters as if tailored to the body. But the bottom line is the driving experience! It would be seen blindfolded.
The Ducati Multistrada 1200 turns wonderfully easily, drives daringly tight lines. Everything is as relaxed and easy as on a mountain bike. There is always a different line in it, playful without ever becoming nervous or wobbly. The 1200 remains wonderfully neutral even in fast changing bends. You have the feeling that the Multistrada also runs hands-free, that anything goes with this motorcycle. At 247 kilos, the Duc is not even the lightest machine of the quintet. Pirelli’s Scorpion Trail II are current test winners and make you light-footed. It’s great what security this motorcycle conveys even in the deepest lean angles. And when turning on the spot.
Standard Multistrada and S version
Together with the Kawasaki Versys 1000, the standard Multistrada offers the highest level of suspension comfort. On the other hand, there is a lot of movement in the Ducati chassis with a sporty driving style. The upside-down fork and shock absorber do not use enough travel to work because of a lot of negative spring travel. When braking, the front dips far, far, and offers little resistance. So fully tension the springs. We also closed the damper valves further. That calms you down. Nevertheless, the switch to Ewald’s 1200 S, which is 2000 euros more expensive, is a real aha experience. With its semi-actively controlled chassis, the Brembo monoblock brakes, the colorful TFT display in the cockpit and the day-bright LED headlights, it combines the finest goods.
And rightly wears the “S” like “sporty” or “superb”. The two Ducati sisters feel astonishingly different: the Ducati Multistrada 1200 is rounder, more relaxed, more homely, while the Multistrada 1200 S is crisper, more sporty. With its electric suspension on the sky hook, it is firmer, a little less comfortable. On the other hand, it remains more stable when braking, more horizontal. Her brakes are clearly more snappy, both in terms of effect and controllability. Cornering ABS has both. The S appears sharper and more transparent, offers more feedback and a tad more steering precision. Tourists will be happy with the standard multistrada.
Lowest comfort on the BMW S 1000 XR
But back to the actual test field. The BMW S 1000 XR inherently has two driving modes: Rain with 148 and Road with a nominal 160 hp. Two more cost as “Driving Modes Pro” like so much at BMW surcharge, but for 990 euros they bring the lean angle-dependent dynamic traction control DTC and cornering ABS Pro on board. Even in road mode, the S 1000 XR is a hot spur. The additional dynamic mode even allows smaller wheelies. The non-adjustable steering damper works tightly. Its sluggishness has to be overcome as a resistance when turning. Feels minimally indifferent for a brief moment. And always less handy than the Ducati (s), despite the lightest 242 kilograms – without the new, practical system case.
On the other hand, this razor-sharp steering precision is inspiring. An unshakable neutrality with which the BMW S 1000 XR circles corners of all radii on the line once it has been taken. Sensational. Ultra-stable, the XR rides no worse with a pillion than without it. The vibrations don’t bother the passenger as much – exactly the other way around as on the Ducati Multistrada 1200. The semi-actively controlled spring elements of the BMW, for an extra charge, dampen and spring away a lot, but don’t wrap them in cotton wool: The basic setting works even in the softer road setting of the ESA pretty tight, the feedback was great. This is how you build a lot of trust, but you have to live with the least amount of comfort. Great for driving fast, compromising when traveling. The BMW S 1000 XR is a supersport tourer, not a rolling sofa.
S 1000 XR against S 1000 R from the neighbor
Ewald’s neighbor has swapped a BMW S 1000 R. A quick swap in order to better classify the new BMW S 1000 XR: The naked bike is more manageable, more direct, with even more feel for the front wheel. Its suspension comfort is better: the acoustically louder Roadster R drives more softly dampened, its brakes require less manual force. But only the stilt athlete XR has real touring competence with half fairing, case option and quickly adjustable, suitable shielding screen. For smaller pilots the XR is quite high, they have to balance on tiptoe. Take care when turning! The assembled sports bench has a standard height (85 centimeters real, specified 84). For other statures there are flatter or higher benches and a lowering kit for the chassis.
The Aprilia Caponord 1200 is also tall. When you put your legs down, your footrests are in the way. Concentrate, because 260 kilograms including the standard case make the Caponord 1200 Travel Pack the heaviest machine. The almost extra-wide handlebars provide good control. Rolls round and beautiful, the Capo swings through the Bavarian thicket of curves. Wacker processes the intelligent electric chassis (Aprilia Dynamic Damping, ADD) from interference. The damping adjusts itself automatically to the road surface at the front and rear, in five basic levels.
Aprilia Caponord with the greatest range
On the right-angled strut, the spring preload can be electronically regulated in four stages, even depending on the load: When the passenger mounts, the computer regulates it. However, the strut quickly pops out again when it rebounds. Can an adaptive chassis be underdamped? What the BMW S 1000 XR is too tight, the Aprilia Caponord 1200 is too soft. The Caponord buckles slightly on bumps in the slope, as if the front and rear legs weren’t doing the same thing. At level one, the pressure level is low, and the machine pulls it into its spring even when accelerating out of curves. The hardest damping level five brings more balance to the chassis. Whether the sports skins Pirelli Diablo Rosso II, the same tires as on the BMW, are less harmonious here? Otherwise the capo was always on Dunlops.
At first, the brakes of the Aprilia Caponord 1200 anchor nicely and transparently, despite the somewhat muddy pressure point, loosely at the level of the Ducati Multistrada 1200. In passenger operation, high stoppies are possible during emergency braking before slight fading makes the front brake duller. Be careful when gasping: Even in solo mode, the main stand hits the ground hard, and with the pillion passenger to the right, so does the exhaust. There is a threat of overriding With cases that are a bit difficult to assemble, you have to put the muffler in a lower position. When loaded, the Aprilia commuted fairly well on the freeways. After all, the most voluminous tank (24 liters) enables the greatest range, even before the Kawasaki Versys: up to 436 kilometers. Not exactly intuitive: switching the assistance systems. Using the Aprilia app, you can dock your smartphone and pep up on the mega on-board computer, which names and saves all possible parameters. Beautiful new world?
The Triumph Tiger 1050 Sport, which weighs 244 kilograms, is not a handling miracle – there are also 14 kilograms for the lead-heavy “dummy” suitcase: large on the outside, small on the inside. It seems a bit stiff and cumbersome, the Tiger Sport, more sluggish than the other four machines. Her bottom sags, the pressure on the front wheel with its large negative spring deflection appears to be low. So it is better to fully bias the front and back. That makes it easier to handle. A spring with a harder characteristic curve, combined with a larger adjustment range for the damping, would be better. Sometimes it pumps in wavy sections, and the big cat stands up. Steering impulses need to be energetically guided, tribute to the rather narrow handlebars.
The Triumph Tiger feels understeer
It feels like the Triumph Tiger 1050 Sport is understeering, as if the front isn’t pointing too much into the curve. This is not a great level of accuracy. Especially since the feedback in larger inclines, to which Pirelli’s Angel ST is quite inviting, could be greater. Knowing about the lack of traction control makes things even more difficult. Comfortable, perfectly suitable for touring, it sits on the tiger’s back, in other words: a bench, even if it is a little bit wide-legged behind the expansive tank. The turning circle is large, the chain maintenance is tedious – no optional main stand installed. Soothing at night: the current multi-reflector headlight is significantly brighter than the original Tiger.
“My motorcycle, my home.” – The Kawasaki Versys 1000 exudes this feeling right from the start. Despite (or because of?) A stately 256 kilograms, with the practical cases it is even 264, you feel wonderfully secure. In 2015 the rear spring became harder and the damping softer overall. That fits. The spring elements carefully fish out bumps and frost breakouts. And the plush seats in the front and in the back are almost like armchairs. Comfortable, but not sedate, the fat guy waves wonderfully round and homogeneously through the curves. The fearful nipples of the footpegs create furrows in the asphalt early on, and the three-stage traction control works sensitively.
Kawasaki Versys 1000 is the best motorhome
The Kawasaki Versys 1000 Grand Tourer can take great curves and finally look good without the former Cyclops face. It has always conveyed a lot of driving pleasure, as well as neutrality and predictability. Special identification tires Bridgestone T 30 “F” cost a little steering precision with the current Versys model. The very tightened pace is not her thing. In 2015, the brakes are well armed with the new Bosch ABS. Gentle stirring tendency beyond 190 km / h is forgiven, especially since Kawasaki recommends 130 km / h with suitcases. A really dynamic tourer, the Versys, the best motorhome in this comparison.
The bottom line is that the Bavarian nerd type BMW S 1000 XR moves far ahead in the MOTORRAD evaluation scheme. But it seems a bit as if the wrong, always demanding, engine is in there for a concept suitable for touring. He should run softer. So Ewald Liebl remains loyal to his Ducati Multistrada 1200 S. The standard multi was very convincing on tour. The Aprilia Caponord 1200 and Triumph Tiger 1050 Sport also set their own accents, whereby the Caponord, as a travel enduro “Rally” with a different geometry, looks almost even more balanced and the Tiger is starting to get a little old. Either way: poking across the lynx area of the Bavarian Forest with crossover machines is a great experience.
MOTORCYCLE test result
jkuenstle.de
Kawasaki Versys 1000 Grand Tourer – a lot of travel, little money.
BMW S 1000 XR (738 points)
Laptop and leather pants. For sports drivers, the travel rocket is a fulfillment of driving dynamics, for tourists it is more of a mystery: The boxer models from BMW are more balanced, more relaxing tourers. The fiery BMW S 1000 XR looks a little synthetic, its four-cylinder runs very rough. Fully equipped, the technology fireworks cost around 20,000 euros!
Ducati Multistrada 1200 (715 points)
Sense and sensuality: more suitable for touring than the BMW S 1000 XR, more emotional than the rest of the field – the Ducati Multistrada 1200 cuts the best figure as an “all-in-one motorcycle”. Those who tend to get tired of the grass when traveling will drive even better on the standard version than with the more expensive, crisp S model with its semi-active chassis.
Kawasaki Versys 1000 Grand Tourer (695 points)
A real feel-good motorcycle, good and good-natured. The same is not the same. This four-cylinder, calming down here, is the heart and soul of the gentle giant. The equipment of the Kawasaki Versys 1000 Grand Tourer is comprehensive, the travel comfort at a low price is unmatched. Only the workmanship should be a bit more valuable.
Aprilia Caponord 1200 Travel Pack (694 points)
Insider tip! The underdog with semi-active chassis does well. With fuller torque, the melodious V2 will finally flatter the soul, even if it needs a little minimum speed. It is also fueling the Aprilia Caponord Rally travel enduro with a 19-inch front wheel and spoked wheels.
Triumph Tiger 1050 Sport (655 points)
Cuddly cat. The smooth-running, elastic, powerful three-cylinder with a powerful sound and acceleration is still fascinating. This comforts the weakest torque from mid-rev, sparse equipment and somewhat stiff-hips driving behavior. You can tell the Triumph Tiger that its basic concept is no longer fresh.
Price-performance winner: Kawasaki Versys 1000 Grand Tourer
This victory is clear: Including full equipment, the Grand Tourer perfectly lives up to its name and is significantly cheaper than its competitors. A lot of travel, little money.
Data and measured values
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Images: Caponord 1200, S 1000 XR, Multistrada 1200, Versys 1000 and Tiger 1050
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Two sides of five medals. Between almost 4000 and 8700 tours, the Ducati Multistrada 1200 delivers the most power, despite the torque drop at a good 5000 rpm. But because of the long gear ratio, sixth gear doesn’t get the most power to the rear wheel. In contrast, the powerful BMW S 1000 XR could do with a seventh gear. The test copy lifts a splendid 170 instead of the promised 160 hp, the Ducati real 150 hp. But the V2 is not so aggressively demanding.
With the Aprilia Caponord 1200 as the second V-Two, the new exhaust collector (“Helmholtz resonator”), which is subject to a surcharge, provides noticeably more full torque between 4000 and 8000 rpm than with the standard collector. The Kawasaki Versys 1000 and Triumph Tiger 1050 Sport deliver their performance in an exemplary linear manner. But the Kawasaki four-cylinder always converts almost identical displacement into more Newton meters than the Triumph three-cylinder. The 1050 triple is getting on in years.
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