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Comparison test: naked bikes

BMW R 1200 R Classic versus Ducati Monster 1100 Evo

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The last representatives of large, air-cooled engines look as if they could not cloud any water. But woe to anyone who messes with the BMW R 1200 R and Ducati Monster 1100 Evo.

BMW R 1200 R Classic and Ducati Monster 1100 Evo

D.he birds are chirping in the trees full of energy, the sun is just breaking away from the horizon and the night dew is rising from the still cool, damp meadows. A day begins in its most beautiful way – and stirs up hope for a relaxed trip through the countryside. Let go of the world of work, enjoy the sun, air and curves; Collect energy and enjoy the essentials, the pure fun of driving.

Stop! Honestly now. Just because the BMW R 1200 R Classic and the Ducati Monster 1100 Evo are both still powered by air / oil-cooled motors, ie by real dinosaurs of mechanical engineering, does not mean that a test of the two naked bikes is like the first pan of a camera Heimat films with Peter Alexander or Roy Black must begin. Of course, BMW and Ducati lead the viewer to believe that there are two cozy country road gondolas in front of him. But that the two "oldies" house more technology than, for example, a Suzuki GSX-R 1000, only reveals itself on closer inspection and punishes the superficial. Modern ABS systems have both, as well as traction controls (the BMW’s ASC, however, is not a full-fledged TC). While the BMW is still throwing its electrically adjustable chassis and heated grips into the balance, the Monster shines with a sporty lap timer and a dimmable instrument cluster.

So if you let yourself be dazzled by the two traditional keepers, it is your own fault and in an emergency you will get a top-class mess. Why? Because 110 HP and 119 Nm on the part of BMW and 95 HP and 105 Nm on the Ducati account are easily enough for dedicated country road use. The two do not flirt with sportiness, but convince with inner values.

Jahn

BMW is sticking to the boxer design of the engine.

The Suzuki driver at the Rote Lache in the northern Black Forest can tell a song about it. "Uff fuse" was written in bold letters on his battered leather suit. And a list below: Brno, Oschersleben, Mugello – must be his favorite slopes. We couldn’t decipher the slogan underneath because he was standing in our way, the hobby racer. The BMW nibbled him at the corner entrance of a tight left, the Ducati at the exit. With gently acting DTC (Ducati Traction Control at level 2) and fully open throttle valves. Woe if let go of bear "Traditionalists"! In the case of BMW, the question justifiably arises as to what should be traditional here. It can’t be the telelever at the front. At least not in the overall sense of motorcycle construction. On the other hand, depending on the brand, it should be seen as traditional, because BMW has been relying on this type of front wheel control for almost 20 years. The boxer design of the engine has been stuck a touch longer. So it is not surprising that, after an estimated 300 years of experience with this two-cylinder engine, the R 1200 R is not only a cultivated, but also a potent example of this type. Four-valve technology, state-of-the-art engine management, a fat oil cooler and a flap in the exhaust pipe not only somehow keep the twin alive, but also allow it to move agile through the rev range. Even with a sporty note, because from 7000 rpm, when the Ducati runs out of revving power, the BMW goes a step further.

The usable speed range of the Bavarian is also significantly wider than that of the Italian. This shows up rather unwillingly among 3500 tours and her athletic ambition leaves her again at the said 7000 rpm. Shift work in the crisp, sometimes clumsy gearbox is the order of the day if the slipstream of the R 1200 R is not to tear off. It is a shame that their switch box does not work perfectly either, but could also act a little softer, but not decisive for the war. It is more annoying that the boxer thirsts for Super Plus and consumes a little more. For this he deducts one point in the consumption rating. As pragmatic as PS is, the R 1200 R was refueled with Standard Super as a test. Thanks to knock sensors, the twin ran healthy and without any noticeable loss of performance.

Jahn

You can feel the road much more clearly on the Ducati Monster 1100 Evo than on the BMW.

After the first hot sprint up to the Rote Lache, it becomes clear how contrary the two motorcycles actually are. The BMW can go fast, but doesn’t have to, and the Ducati wants to go fast, but can’t always do it. And when it does, the BMW will still thwart your plans. Explanation: The BMW was developed to conquer the Alps. In other words: Bad roads, tight curves, hairpin bends, etc. are absolutely their territory. If you simply trust that the front tire stays on track due to a lack of feedback from the front wheel, then the Bavarian will burn through the country incredibly quickly. If the asphalt gets older and broken, there is no stopping it. Thanks to ESA, the chassis can even be adjusted while driving, horror scenarios such as handlebar slapping simply do not take place. In contrast to the Ducati, which from time to time, but really only with life-negating driving style on bad roads, begins to kick hard and seamlessly. In addition, the monsters also get problems in the braking zone. Your soft fork goes on block, whereby the front wheel likes to stand and the good ABS engages immediately. If you move on fast, flowing roads with a good surface and wide arches, the monsters will fight their way back to the R. However, she doesn’t get a real chance to overtake. Their more agile handling doesn’t help either. The Ducati is more maneuverable than the BMW in all speed ranges, but it only shows its trump cards in higher speed regions that are illegal on the highway. In the narrow sections of the route up to almost 100 km / h, the R 1200 R can be maneuvered with similar light-footedness, above which it stiffens noticeably and has to be tilted with more and more force.

At the hot distillery, the comfortable but passive seating position of the BMW is also negative. While the Ducati gathers nicely and is active in driving, the BMW driver is lounging around comfortably like in an armchair on his base, but is removed from the action. It has just as little to do with the direct sporty integration of the pilot as the said Telelever with feedback.

Jahn

Automatic gearshifts on the two Naked BMW R 1200R Classic and Ducati Monster 1100 Evo would provide even more fun.

This can also be seen in another passage of the test round. The narrow wagging route past a castle can be taken very quickly. We are now talking about first gear with revs just before the limiter or second at high revs. Thanks to the conventional fork and its 48 kilogram weight advantage (BMW 237 kg, Ducati 189 kg), the Duc should have a clear lead here. It stabs loudly with a bang, willingly turns into the first 90-degree bend and takes off. Man, man, man! Somehow there is no rhythm, the BMW pushes from behind like a 40-ton truck behind a cyclist. Just why? Little things are to blame. Both the brake and clutch levers on the Monster have a lot of free travel. The clutch lever has to be operated with two fingers instead of one finger during the many gear changes, and the brake lever has to cover almost half of its total travel before the pads come into contact with the discs. This has real disadvantages when anchoring with pinpoint accuracy in narrow terrain. In addition, the Monster Evo stands up a little on the brakes. Not bad, but still noticeable.

The R 1200 R can jostle in this passage, but not overtake. On the one hand, the gear ratio doesn’t fit with her, you always hang between first and second gear. On the other hand, the passive sitting position bothers once again. With hard gas, the pilot sits too far from the front wheel. In addition, the Bavarian tends to make more arcs than planned when pulling hard. Which is probably due to the fact that the driver is not putting enough pressure on the front wheel.

Jahn

The BMW R 1200 R Classic performs better in comparison, but also costs a good 3010 euros more than the Monster 1100 Evo from Ducati.

It is very important to never operate the rear brake while downshifting when driving hard at BMW. Unrestrained stamping is the result. It turns out to be much better to use the easy-to-dose clutch to apply the engine braking torque to the rear wheel. When it slips properly, the rear tire reports super-motor-like with a loud whimper before every turn.

A little rest is on the way, time to think about the two naked bikes. The BMW with ESA, ASC, ABS, on-board computer and heated grips costs 14,700 euros. And it is the more complete motorcycle. Yes, it is ready – ready to go. You sit on it and go as it is. Only the rough ASC that regulates early and hard, especially in the case of rapid rebound movements of the rear, should be improved or a full-fledged traction control applied. In addition, the Ducati is available for 11,690 euros. It offers a dynamic basic package with great handling, very good ABS, decent traction control (both can be switched off), but also many annoying details such as the setup that is too soft or the range that is far too short. If the difference of 3010 euros were now available to repair the Monster 1100, then it would be a real hot topic and it would be very capable of ironing the BMW. But these if-and-had games are purely theoretical considerations. Because theoretically the hobby racer who was burned by us this morning should have driven faster than us. At least in terms of the potential of his machine.

The thoughts continue to circle, the sun sinks to the horizon. And again the birds chirp on the trees and with the cooling temperatures the dew settles on the grass and leaves. While Peter Alexander and Roy Black are actually on the telly, lulling non-burners on the sofa, we only wish for two things on the way back: free streets and automatic switchgear at the two nakeds. Then they’d be a tick more fun when burning.

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Driving report: BMW R 1200 R Classic

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PS readings and judgment

Jahn

110 PS and 119 Nm are easily enough for dedicated country road use.

archive

Performance diagram: BMW R 1200 R Classic and Ducati Monster 1100 Evo.

It is hardly surprising that a BMW engine with a similar configuration now generates more power than a Ducati engine. The air cooler with 1170 cubic meters, four-valve technology and 180-degree cylinder angle of the BMW is always a finger’s breadth ahead of the slightly smaller, two-valve Desmo 90-degree V-Twin with a displacement of 1079 cubic centimeters. The flat twin not only turns more agile over the entire speed range, but also always pushes a little more powerfully and fuller. The waves in the torque curve of the BMW are not noticeable when driving, but the reluctance of the Ducati to keep turning over 7000 rpm is.

Performance

  Acceleration**     Draft **   Top speed *
  0-100 km / h 0-150 km / h 0-200 km / h 50-100 km / h 100-150 km / h
BMW R 1200 R Classic 3.5 s 7.0 s 14.3 s 5.1 s 5.1 s 220 km / h
Ducati Monster 1100 Evo 3.6 s 6.8 s 14.6 s 6.9 s 6.1 s 225 km / h

* Manufacturer information
** PS measurement

Setup country road

BMW R 1200 R Classic Ducati Monster 1100 Evo
fork
stra.neg. Suspension travel n / A. 35 mm
Pressure level ESA Sport with a pillion passenger 0.25 U open
Rebound ESA Sport with a pillion passenger 1.5 U open
level default default
Strut
stat.neg. Suspension travel n / A. 35 mm
Pressure level ESA Sport with a pillion passenger –
Rebound ESA Sport with a pillion passenger 6k open
level default default
Tire pressure

front 2.5 bar /
rear 2.7 bar (cold)

front 2.5 bar /
rear 2.7 bar (cold)

All damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks

PS judgment

BMW R 1200 R Classic:
The supposedly “classic” of the two can do almost everything good and hardly anything bad. If there is a wolf in sheep’s costume, it is her. I’m now buying a flip-up helmet and a white beard so that I can better suit the R 1200 R..

Ducati Monster 1100 Evo:
Too many little things prevent victory. The Duc has enormous potential, but it has to be uncovered first. A pity.

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PS data

Jahn

BMW R 1200 R Classic and Ducati Monster 1100 Evo in comparison.

BMW R 1200 R Classic

drive
Two-cylinder boxer engine, four valves / cylinder, 81 kW (110 PS) at 7750 / min *, 119 Nm at 6000 / min *, 1170 cm³, bore / stroke: 101.0 / 73.0 mm, compression ratio: 12.0: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated single-plate dry clutch, six-speed gearbox, G-Kat, cardan

landing gear
Load-bearing motor-gear unit, steering head angle: 62.9 degrees, caster: 119 mm, wheelbase: 1495 mm, Telelever, inner fork tube diameter: 41 mm, electronically adjustable in rebound and compression, central spring strut without deflection, electronically adjustable in spring base, pull – and pressure level. Suspension travel front / rear: 120/140 mm

Wheels and brakes
Light alloy spoked wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Metzeler Roadtec Z8 "C", 320 mm double disc brakes with four-piston fixed calipers at the front, 265 -mm single disc with two-piston floating caliper at the rear, partially integral ABS

measurements and weight
Length / width / height: 2200/910/1330 mm *, seat / handlebar height: 790/1145 mm, handlebar width: 740 mm, 237 kg with a full tank, v./h .: 48.9 / 51.1% rear wheel performance in the last Gear 77 kW (105 PS) at 206 km / h

consumption
Fuel type: Super Plus Average test consumption: 6.9 liters / 100 km, tank capacity 18 liters, range: 261 km

Base price
14,700 euros (including special equipment)

Ducati Monster 1100 Evo

drive
Two-cylinder 90-degree V-engine, two valves / cylinder, 70 kW (95 PS) at 7500 / min *, 105 Nm at 6000 / min *, 1079 cm³, bore / stroke: 98.0 / 71.5 mm, Compression ratio: 11.3: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear
Steel tubular space frame with screwed cast aluminum parts, steering head angle: 66.0 degrees, caster: 94 mm, wheelbase: 1450 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut without deflection, adjustable in spring base, rebound. Suspension travel front / rear: 130/148 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Diablo Rosso II, 320 mm double disc brakes with four-piston fixed calipers at the front, 245 mm -Individual disc with two-piston fixed caliper at the rear, ABS

measurements and weight
Length / width / height: 2090/950/1130 mm *, seat / handlebar height: 800/980 mm, handlebar width: 735 mm, 189 kg fully fueled, v./h .: 50.4 / 49.6% rear wheel performance in the last Gear 67 kW (91 PS) at 208 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 6.6 liters / 100 km, tank capacity 13.5 liters, range: 205 km

Base price
11,690 euros (plus additional costs)

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