BMW R 1200 R and Ducati Monster 1200 in a comparison test

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BMW R 1200 R and Ducati Monster 1200 in the test

Two-cylinder roadster in comparison

With the water-cooled boxer and a completely new frame, the BMW R 1200 R shines in a new light. Two cylinders, almost 1200 cc and 125 hp – with these key figures the Bavarian calls the Ducati Monster 1200 on the scene.

S.he wears black, the BMW R 1200 R. Distinguished, noble, as if she wanted to consciously withdraw. Just don’t brag anymore. After all, they had already put their developers in the spotlight at the fall and spring trade fairs. Of all things, the gray mouse of the BMW two-cylinder model range, which has been so inconspicuous for years and days, was named the trendsetter in the boxer department. It was only logical that, after the GS and the RT travel steamer, it took over the new water-cooled flat twin. But with the unspectacular nude, the Bavarians may indicate the next technical change of direction in the boxer milieu: Adieu Telelever, servus Telegabel.

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BMW R 1200 R and Ducati Monster 1200 in the test

Two-cylinder roadster in comparison

R 1200 R further. So the chassis had to be redesigned from scratch. The mainstay of the new concept is now a tubular space frame with a conventional steering head and bolted rear frame. The central and thus inconspicuously arranged water cooler now slips into the space freed up by the wishbone, in front of which the upside-down fork clamps the front wheel between its spars. The fact that a high-volume fork should also be significantly more cost-effective than the technically complex Telelever solution with ball joints will probably have been a welcome side effect.

Why not the comparison with the Ducati Monster 1200 S.?

But despite all the effort, specifying is not the thing of the BMW R 1200 R. After all, the R had only two months ago in a concept comparison with the three-cylinder Triumph Speed ​​Triple and the Honda CB 1000 R with the in-line four – and won. The Ducati Monster 1200 is more powerful in this regard. The Italian was only introduced last year. And with two cylinders, 1198 cm³ displacement and a nominal 128 hp, it is a match for the 1170 BMW propellant with 125 hp. A duel on equal terms.

Financially, the duo is still different. The basic price of the BMW R 1200 R costs 12,800 euros. But a long list of accessories (see technical data) heaves the Bavarian test machine to almost 16,000 euros. The correspondingly priced, 16,250 euros expensive S version of the Monster (fork and shock absorber from Ohlins instead of Kayaba and Sachs, high-quality brake system, forged instead of cast wheels) would break out in terms of performance with a nominal output of 145 hp. Which is why the new boxer has to put up with the standard version of the Ducati Monster 1200 and its tariff (13,490 euros) has to be undercut by two and a half grand.

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Ducati thunders sonorously, BMW a little more subtle

After all, the BMW exudes high-tech flair even before the first turn of the crankshaft. Keyless Ride (surcharge 255 euros) is the new German name for the transponder technology that activates the ignition from a distance of about two meters. The key in your jacket pocket is easy to find, but there is still a risk: if you accidentally leave the transmitter in the garage, you can drive off, but it will be embarrassing the next time you stop at a gas station or ice cream parlor. Modern times. Which the Ducati does not initially remember. As tough as ever, the starter pulls the monsters’ pistons through the cylinders. You know that. But like all V2 from Bologna, the monster jumps reliably anyway.

But that’s about the restraint. The Ducati Monster 1200 roars sonorously, the BMW R 1200 R has touch more subtle. Loud is out, that was once upon a time. So don’t annoy the neighbors, departure. The sitting position already indicates the alignment of the duo. A relatively high handlebar and a deep seat (seat height 770 mm) position the BMW rider comparatively upright, a reminder that the R is designed as a casual roadster. If you want, you can customize the seat height with four differently padded seats (257 euros each) in a range of stately eight centimeters. Sporty, but still comfortable, it sits on the Monster. No comparison to the exaggerated front-wheel-oriented seating position on the previous models. The handlebars, which are four centimeters higher and closer to the driver, work wonders and add just the right amount of relaxation to the active driving posture. If you want to sit higher or lower, you can move the two-way adjustable standard bench seat (seat height 785 or 810 mm) or vary it by 65 millimeters with three accessory seats of different heights (190–225 euros). Fine.

BMW R 1200 R with 1127 grams larger flywheel

The first turns knead the tires warm and pump the damper oil through the fork and shock absorber, the careful turn of the throttle gently brings the engines up to temperature. What a difference! The boxer goes to work as supple as a comfortably purring house cat. The centrifugal mass of the crankshaft and primary gear, which is 1127 grams larger, with which the Munich-based company taught the GS gentler manners in this model year, is also cultivated in the new BMW R 1200 R. The boxer pulls in deep down in the engine speed cellar and shakes below 2500 rpm barely noticeable with the ears to set off with the best of manners over this brand. The optional gearshift assistant (442 euros) suits this uncomplicated character like a fist on the eye. Like an automatic transmission, the gears can be stepped through with the ignition interrupter with almost no interruption in traction. Downshifting becomes an experience. Simply step on the gearshift lever and the electronics adjust the speed level with a push of double-declutching. Especially in the higher corridors, this so-called blipper is silky smooth and almost seamless.

The electronics in general. The magic word ride-by-wire. At the push of a button, the response behavior and the coordination of the traction control can be changed. Gentle and safety-conscious in rain mode, lively and aggressive in the dynamic level, homogeneous and suitable for everyday use in the road setting. So light that most of them will not only forego the individually combinable user variant, but also initially fail to recognize the potential of the boxer. The fact that the flat twin of the BMW R 1200 R is superior to the Ducati V2 in the practice-relevant range below 7000 tours is only revealed when you look at the performance curve in this polished appearance.

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Monster 27 kilograms lighter than the R 1200 R.

Because the Italo-Twin knows how to present itself extremely skillfully. The bad mood below 3000 rpm, the necessary strong pull on the clutch lever, the comparatively long gear ratio, all of this is forgotten when the Ducati Monster 1200 starts up. Thanks to its short stroke, the L-motor pushes forward lively, whipping its way through the speed range with a pleasant massage. While the BMW R 1200 R is emphatically cautious, the guys from Bologna have met a highly emotional combination of sportiness and efficiency with pinpoint accuracy, implanting a very special experience value through this engine alone.

The Ducati Monster 1200 are not only committed to the show. With a measured 138 hp, the Vau-Zwo is firstly well above its rated output of 128 horses, secondly in terms of peak performance clearly above the 125 hp BMW R 1200 R and thirdly in terms of all performance levels ahead of the Bavarian.

Imposing, even if full throttle performance is definitely not one of the core competencies of Naked Bikes. But even when pulling through, the Ducati Monster 1200, which has a comparatively long translation, takes a few tenths off the BMW R 1200 R, benefiting primarily from its sports figure. At least 27 kilograms separate the 215 kilogram monster from the 242 kilogram BMW.

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The BMW R 1200 R feels subjectively lighter

It goes without saying that the Ducati Monster 1200 also has its finger on the pulse of electronic technology. Ride-by-Wire? Clear. Traction control? Of course. Different driving modes? Logical. Best of all, the touring mapping smooths out the snappy response in sport mode. If you like it even more smoothly, you can choose the Urban set-up, enjoy the soft throttle response and remain sufficiently motorized with the measured 107 hp.

And is also happy about the chassis. Soft at the front, hard at the back, even the suspension setup that was typical of the Monster is long gone. Well balanced, it scurries around and can show its strengths, especially on country roads. Admittedly, the setup is basically sporty, but not overly tight. And so the Ducati Monster 1200 is fed up, offers excellent feedback and, above all, steers in sleek and precise. No wonder. Because with a steering angle that is a good three degrees steeper, 32 millimeters shorter caster and the aforementioned impressive weight difference, the Duc benefits from its systems on an angled terrain.

Even if the Bayern roadster is hardly noticeable for its rolls of fat. It can be swung loosely through the hairpin bends and subjectively feels much lighter. Is it the semi-active suspension? That may be in alternating curves. There, the control electronics, fed by the concentrated flood of information from the sensors, apparently meticulously adjust the damping valves on the fork and monoshock, nipping any signs of unrest in the bud with tight damping. Nevertheless, the still young technology or at least its adjustment to jumble slopes is reaching its limits. While the fork can withstand asphalt hardships, the shock absorber passes hard blows dry to the pilot. Goal apart from that, the BMW R 1200 R pulls sparkling clean around every radius, hardly stands up and thus ties in with the easy-riding attitude of its engine in the chassis as well.

Stunning lag values ​​from both

Even if there is a fire. The force of a single finger is enough to let the brake pads bite the discs with force. With both bikes. The deceleration values ​​of 10.3 m / s² (BMW R 1200 R) and 10.0 m / s² (Ducati Monster 1200) are breathtaking not only for naked bikes, the control behavior of the ABS systems is first class. But after this rare agreement, the paths of the duo part again.

After the fundamentally different engines and the equally different chassis alignment, daily life with the two-cylinder engines is also a matter of taste. Main stand, gear or fuel level indicator, the Ducati Monster 1200 can’t, yes, doesn’t want to do anything with it. Individualism and beauty are popular. The license plate attached to the rear wheel cover, the crystal-clear and colored TFT display, the well-designed single-sided swing arm or the visually powerful exhaust manifold – the Italian wants to emphasize her sparkling character. And it does.

That she is being undermined in this regard by the sober German, who’s any surprise. The splendid light, the effective steering damper, the smart gearshift assistant or the aforementioned main stand with its sophisticated luggage system, the Ducati is powerless against this. And that’s probably why she’s not even angry with the BMW R 1200 R. Because with the emotionally strong engine and the handy and unpretentiously honest chassis, the Italian concentrates on the essence of motorcycling. Or to put it another way: Victory on points may go to the BMW R 1200 R, but for many the Ducati Monster 1200 is the winner of the hearts.

Technical specifications

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Pictures: BMW R 1200 R and Ducati Monster 1200 in the test

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Engine concepts

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Pictures: BMW R 1200 R and Ducati Monster 1200 in the test

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Irrhythmic firing order with V2 engine

In contrast, a V2 engine generates a fundamentally irregular firing order. With the Ducati Monster 1200, the cylinder spread of 90 degrees results in an irregular 270/720 degree firing order. At lower speeds, the different large ignition intervals cause the Monster 1200 to noticeably run out of round below 3000 rpm. In the upper speed range, this firing sequence is expressed in the pulsating engine running typical of a V2.

Despite the design differences, it is ultimately up to the manufacturer to emphasize or weaken the characteristics of these engine types. The size of the flywheel, valve timing, compression or the volume of the airbox and exhaust system have a major influence on the smooth running of an engine. For example, the V2 of the Suzuki V-Strom 1000, which is also designed with a 90-degree cylinder angle, behaves considerably more smoothly, but also conveys significantly fewer emotions thanks to the cultivation measures.

MOTORCYCLE test result

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Pictures: BMW R 1200 R and Ducati Monster 1200 in the test

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