BMW S 1000 RR, Ducati Multistrada, Kawasaki Z 1000 SX, KTM 1290 Super Duke R.

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BMW S 1000 RR, Ducati Multistrada, Kawasaki Z 1000 SX and KTM 1290 Super Duke R in the test

A test in three acts

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The boundaries between sportiness and everyday life, between speed and comfort are becoming increasingly blurred, pure sport bikes are increasingly being displaced. The tough PS test shows what separates and connects.

Act one: power

S.Super athletes are going through difficult times. The sales figures are in the basement, more and more customers are turning to less extreme machines. All effeminate pussies? Not at all. It is true that the average age of motorcyclists is rising continuously, and with it the desire for more comfortable bikes. But that alone is not the reason for the dwindling desire for thoroughbred athletes.

BMW S 1000 RR, Ducati Multistrada, Kawasaki Z 1000 SX and KTM 1290 Super Duke R in the test

A test in three acts

Super athlete

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Race track comparison: BMW and Ducati super sports cars

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Used purchase

Second-hand advice BMW S 1000 RR

The top dog among the superbikes

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Super athlete

Endurance test interim result: BMW S 1000 RR

Endurance test of the BMW super sports car

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More performance, more fun?

Step into the ring: The hammer from Austria, the KTM 1290 Super Duke R, represents the power purists. The newly renovated green power from Japan, the Kawasaki Z 1000 SX, is involved as a sports tourer. The top seller from Bologna, the Ducati Multistrada 1200 S, represents the long-legged group. You will compete against the ultimate sports weapon from Bavaria, the BMW S 1000 RR. A test in three acts.

More performance, more fun? Clear yes! But this calculation only works to a limited extent, especially on country roads, because it is less the top performance than the way the engine serves its punch that counts. A full and even power and torque curve, a strong acceleration from the lower engine speed, the right gear ratio as well as a gentle and at the same time direct throttle response form the perfect drive.

Naked bike

KTM 1290 Super Duke R in the top test

Even the neighbors get curious

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Naked bike

Aprilia Tuono V4 R APRC ABS and KTM 1290 Super Duke R in comparison

Close combat on the street

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Naked bike

Ducati 1199 Panigale and KTM 1290 Super Duke R in the test

Impressively strong twins in comparison

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Act one: power

The Austrian KTM 1290 Super Duke R steam hammer comes very close to this ideal. A whopping 1301 cubic meters, real 172 hp and a huge 142 Nm beat man and machine forward. Adrenaline and endorphin flood the body, captivate and inspire the Super Duke driver at the same time – what an ingenious engine! From 2000 rpm, the 75-degree twin accelerates smoothly and greedily peppers through the speed range. From 6000 tours the V2 delivers a portion of extra power, only at 9000 rpm is Sense.

In addition, the two huge pistons hammer a powerful, ever-present beat, which impressively underpins the character of the muscle bike. In addition, the KTM 1290 Super Duke R presses an amazing sound out of the huge individual exhaust: powerful, sonorous, powerful. With these qualities, the slightly resinous gear changes only marginally interfere. The high consumption is more important. When the cable is pulled tight, the "beast" allows itself with a whopping 9.2 liters up to one liter more per 100 kilometers than the competition.

The Ducati Multistrada 1200 S is also quite thirsty. But with 8.4 liters, significantly less juice runs through its injection nozzles than with the KTM 1290 Super Duke R. With 1198 cubic centimeters, the Italo-V2 offers around 100 cubic meters less displacement than its twin rival, which of course is also noticeable in performance power. The test bench certifies the Italian 145 PS and 118 Nm. Although it has a shorter translation, the Ducati Multistrada shoots out of the corners with significantly less flavor than the KTM. In addition to the lower punch, weight also plays a role. After all, the touring version of the Multistrada S weighs 238.5 kilos (without case) 25.5 kilos more than the Super Duke R (213 kilos). The diagrams provide interesting insights into performance, weight and gear ratio.

Always one gear lower on the BMW S 1000 RR

Beyond sober numbers, the Duc drive also offers a very high level of entertainment. Thanks to its large individual cubic capacity, it allows low-speed and thus lazy shooting. For this, however, more than 3000 rpm should be on the clock, ambitious gas commands below that, the drive acknowledges with grumpy heels. Above this mark, however, the two-cylinder is fully on the job and it is insanely fun to squeeze out the elastic, lively and robust twin.

The same is mandatory for the BMW S 1000 RR. At least if she wants to stick with the two power twins on the fabulous and mostly narrow coastal road of the Costa Brava between Tossa de Mar in northern Spain and Sant Feliu de Guixols. The BMW does not see a country from slow corners; it only zooms in on the two of them again at speeds above 80 km / h. In the long run it is quite stressful and requires a lot of effort. Only in the more open hinterland is the BMW in its element. There it shows its power, but always has to be driven one gear lower than the two two-cylinder engines. And if you want to gallop all of almost 200 ponies, you have to go on the motorway or the race track anyway. Regardless of the terrain: the aggressive, sharp and loud sound, which is unusual for a BMW, really gets the blood of fans of sporty four-cylinder engines boiling.

Kawasaki Z 1000 SX easily keeps up

At least in terms of sound, the Kawasaki Z 1000 SX keeps up with its four-cylinder competitor. Its intake noise is even a little duller and throatier, but it does not roar quite as pithily from its two double exhausts – the bottom line is a matter of taste. Objective, however, are the performance data: the test bench spits out 137 hp and 109 Nm for the green. At first glance, it looks pretty meager, especially when compared to the BMW S 1000 RR or the KTM 1290 Super Duke R. But even the most daring pilots rarely call up more than 150 hp on the country road – right? That means: On the engine side, the sports tourer can easily keep up, which is also shown by the acceleration values.

The four bikes complete the sprint from zero to 150 km / h between 5.1 seconds (BMW S 1000 RR) and 5.8 seconds (Ducati Multistrada). In the midfield are the KTM 1290 Super Duke R with 5.4 seconds and the Kawasaki Z 1000 SX with their 5.6. This shows impressively how close the classes have come together in terms of punch and power. Like the BMW S 1000 RR, the SX requires high revs when competing. In addition, the green vibrates quite pronounced, especially above 6000 rpm. Small consolation: With 8.2 liters per 100 kilometers, it treats itself to the least amount of fuel.

Act two: landing gear

Let’s start again with the Austrian. The KTM 1290 Super Duke R burns very stable and precisely through the arches and delivers very decent feedback both front and rear. The handling is also good, only the Ducati Multistrada 1200 S is even more light-footed through corners. The fork and shock absorber tend to be of the stiff type, but thanks to the wide adjustment range, they can be softened really well.

The stoppers of the KTM 1290 Super Duke R are a highlight: crisp pressure point, hellish braking performance, low manual force, high transparency, iron stability. The excellent ABS offers two setting options with “Road”And“ Supermoto ”, and it can also be switched off. Lateral drivers and stoppie fetishists watch out: the "Supermoto" position deactivates the rear wheel ABS and lift-off detection.

KTM 1290 Super Duke R more manageable than S 1000 RR

Tea BMW S 1000 RR also allows for such jokes. Provided you choose the right mode with "Slick". However, this requires a special plug connection for the electrics, we reported on this in detail in earlier tests. If there is still a tie with the KTM 1290 Super Duke R when it comes to brakes, the Bavarian cannot quite come close to this in terms of handiness. The blunt truth: low center of gravity, narrow handlebars, crouched seating position – the super sports orientation takes its toll on country roads.

If you don’t want to be dependent on the usually more nimble competition, you have to drive very actively and shift your weight – preferably with hanging-off. In alternating bends, people who are in a hurry also use the short, straight spacers to bring the superbike into the right position while still standing easily. If you take these things into account, the BMW S 1000 RR will reward you with fabulous feedback and a roadholding that is second to none.

When it comes to the suspension, we are particularly impressed by the fork of the BMW S 1000 RR. Although it is tightly muffled, a few clicks on the adjusters noticeably soften it. The shock absorber is different. Attenuated unnecessarily hard, it jumps insensitively over third-order faults, even when the pressure stage valves are completely open. Racing genes also take their toll here.

Kawa is initially reluctant to tilt

The Kawasaki Z 1000 SX can do that better. Fork and shock absorber form a good compromise between sport and comfort, speak politely and take away even nasty bumps without complaint. It is true that the Kawa doesn’t dart through the maze of curves nearly as steadily as the BMW S 1000 RR or the KTM 1290 Super Duke R, and when the pace is tough, there is a comparatively high level of restlessness in the . Nevertheless, you can really let it fly with her. Provided that the pilot directs the SX at the entrance to the curve with a firm hand and then with a steady hand. Reason: At first, the Kawasaki Z 1000 SX resisted a lean angle, only to tip over towards the inside of the curve with the same amount of force. After some time, the pilot can adjust to this peculiar turning behavior. But it sucks and costs the Kawa a few points. In contrast, the stoppers are forgiving. Just like Kawasaki, they decelerate vehemently and reliably.

Tourer

Kawasaki Z 1000 SX in the PS driving report

More athletes than tourers?

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Ducati Multistrada wonderfully easy and neutral

In this respect, the Ducati Multistrada 1200 S weakens a little: the pressure point spongy, the braking effect so-so. If you are on the last groove with her and feel the hot breath of the wild pack behind you, you run the risk of missing the ideal braking point and ending up off-screen. The Duc shows its best side when wagging bends. No other bends so wonderfully easily and neutrally into tight curves like the Italian. In this respect it delivers a real gala performance. Only in faster corners does it require more effort. In addition, the long suspension travel dilutes the feedback a bit, and the Halali sways the load slightly.

The Ducati Multistrada is the only one in the test to offer a semi-active chassis that automatically regulates the damping of the fork and shock absorber depending on the driving and road conditions (“Skyhook”). However, the basic set-up of the suspension elements was quite tight at the factory in each of the four riding modes – Sport, Touring, Urban, Enduro. Correspondingly insensitive, the Ducati rumbling over third-class road surface. Tip: Set the damping in one of the front and rear modes to "soft".

In addition to damping, the Ducati Multistrada can also vary the spring base, ABS, traction control, power delivery and throttle response. If you take your time, you can program one or more modes according to your taste. Sure there are preconfigured, but a little experimentation is definitely worth it! Nothing can happen: if you get lost, you simply return to the factory settings.

Tourer

Endurance test Ducati Multistrada 1200 S

Final balance after 50,000 kilometers

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Tourer

Ducati Multistrada 1200 S Touring – old against new

Multistrada now with semi-active chassis

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Enduro

Ducati Panigale and Multistrada against KTM RC8 and 1190 Adventure

All against all!

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MOTORCYCLE market: Used Ducati Multistrada 1200 S Granturismo

Act three: everyday life

Although we mainly pay attention to athletic qualities, we also have an eye for everyday matters such as seating position, pillion suitability and wind protection when comparing concepts. After all, even sports riders ride longer distances and / or sometimes even carry a pillion.

She feels most comfortable on the Ducati Multistrada 1200 S. The Multistrada offers a comfortable knee angle and a large and grippy seat pad. Small drawback for the pilot: Despite the six-way adjustable windshield, the Duc is mostly windy and loud. Only the top position protects properly from the air masses, but the edge of the window is then almost at eye level.

KTM 1290 Super Duke R without handles

The Kawasaki Z 1000 SX masters this discipline better. Your disc offers three positions – flat, medium, high. In the two lower positions the wind flows wonderfully evenly towards the driver, in the upper position there is only a slight draft on the helmet. Passengers also rave about the Kawasaki. A comfortable knee angle and wide handles make up for the somewhat slippery seat cushion.

The flat headlights and steep cockpit on the KTM 1290 Super Duke R offer some protection up to around 160 km / h. At long-term speeds above this mark, however, only ducking helps. Surprisingly, the knee angle on the passenger seat of the Super Duke is quite comfortable, and the upholstery offers a lot of grip. Since there are no handles, the passenger has to cling to the driver and brace himself on the tank when braking.

Those who bite into the tank enjoy the calm

BMW drivers feel very comfortable up to 180 things. However, they also descend further and further at higher speeds. Amazing: if you bite into the tank, you will enjoy almost no wind. And the pillion? If it survives longer than the next ice cream parlor, it’s true love. Tip: A handle mounted on the tank screw connection (for example from duo-drive, www.duo-drive.com) makes longer trips more bearable and strengthens the relationship. Of course, that doesn’t change the narrow knee angle and the spartan seat.

And the moral of the story? In fact, it’s not just super sports cars that are good for the country road glow, but that’s nothing new. What is new, on the other hand, is how bikes like the KTM 1290 Super Duke R are not only pounding a highly decorated superbike like the BMW S 1000 RR, but even ironing it on the country road. As mentioned at the beginning: Super athletes go through difficult times – unfortunately!

Data

23 Pictures

Pictures: BMW S 1000 RR, Ducati Multistrada, Kawasaki Z 1000 SX and KTM 1290 Super Duke R in the test

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Artist, Jorg

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Conclusion

Artist, Jorg

Who is ahead in the end??

1. KtM 1290 Super Duke R
Austria’s killer machine disempowered the Bavarian superbike! Everything fits for sporty milling, and the moderate pace can also be used. However, she buys her mega-punch with excessive fuel consumption. In addition, their translation was unnecessarily long.

2. BMW S 1000 RR
The Bavarian has to admit defeat as close as possible, only losing two points to the KTM. But this makes it clear that super athletes have lost their sole control of high-end equipment and performance – at least on the country road. 

3. Kawasaki Z 1000 SX
The Kawa does its job very well and is a real tip for sporty long-distance drivers. In addition, passengers feel comfortable on it. The biggest weak point is the inhomogeneous cornering behavior. And BMW and KTM are better at mastering the dance on the last groove.


4. Ducati Multistrada 1200 S Touring
The multitool claims to be able to do everything and therefore naturally neglects sporting qualities such as feedback. In addition, she loses a few points because of her poor brakes. A real joy donor is its lively, powerful engine.

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