All Comparisons – Sports trails comparison test: Multistrada DVT Vs S1000XR Vs Versys 1000 – Heart of a tiger, legs of gazelles!

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Comparative test of sports trails: Multistrada DVT Vs S1000XR Vs Versys 1000

All Comparisons - Sports trails comparison test: Multistrada DVT Vs S1000XR Vs Versys 1000 - Heart of a tiger, legs of gazelles!

Before, sports motorcycles were stripped to become vitamin roadsters. From now on, they are mounted on stilts in order to make them sporty trails … MNC opposes three 2015 novelties: Multistrada 1200 DVT, S1000XR and Versys 1000. Comparative !

Tiger heart, gazelle legs !

Sleek lines, sports engine and chassis and cutting-edge electronics: no, this is not the description of the last "hyper-roadster-ki-tear" but many characteristics of sports trails, a strange category of motorcycles essentially embodied by the Ducati Multistrada 1200 since 2010, followed two years later by the Kawasaki Versys 1000 (reread our MNC and comparative tests).

Deeply revised for 2015, both technically () and aesthetically (exit the repulsive front of the Japanese!) – the Ducati and the Kawasaki see a new rival stand in their way….

And what a rival! Designed from the S1000R, the BMW S1000 XR tumbles with striking arguments – 160 hp in Full, on par with the Multistrada – and strong claims (reread our MNC tests of, of and of).

Let it be said: BMW wants to occupy all areas and to this end deploys considerable energy and creativity. From the G 6550 GS with a single-cylinder engine to the R 1200 GS and its famous flat-twin, through the F700 and F800 powered by a Rotax parallel twin and this new S1000XR with 4-cylinders, the trail range of the manufacturer from beyond -Rhin is the most extensive and diversified motorcycle market !

That said, the BMW like the Ducati and the Kawasaki have "trail" only their "bust-right-arms-apart" position and their high travel suspensions: 170 mm for the "Multi", or 20 to 30 mm more than its two rivals. All the rest refers to the roadsters from which they come: 17-inch stick rims, wide tires with a road profile – even sporty -, final transmission by chain and compact and rigid chassis, of the steel trellis type on the Ducat ‘and aluminum perimeter on the Behemians and Kawa.

First-class equipment completes their tempting range: combined ABS and anti-skidding configurable as standard, several engine maps (four as standard on the Ducati, two as standard on the Kawasaki, two as standard and two as an option on the BMW) and a fully adjustable inverted fork (in real time via the electronics on the S version of the Multistrada 1200 and optional on the S1000XR). Around the huge 320mm discs of the German and Italian even stand superb Brembo radial calipers !

Less well stocked on this point despite its pretty petal discs (10 mm smaller), the Japanese is equipped with Tokico clamps with axial fixation actuated by rubber hoses. Unsurprisingly, the Versys 1000’s braking is the least biting of the three, but its power is sufficient at the front (the rear is for its part hard and weak).

Almost equivalent to that of a – good – Hypersport, the braking system of the BMW and the Ducati has the responsiveness and vigor of a pit bull. The German takes the advantage thanks to its additional precision and progressiveness at the front and its rear brake more efficient and dosable, despite its pedal a bit low.

Last detail definitely anchoring these three motorcycles in the TGV (High Speed ​​Trail) category: their engine of sporting ancestry. At Ducati, the base comes from and, while the S 1000 XR and Versys 1000 adopt the in-line 4-cylinder of and, respectively. And at BMW, we do not go with the back of the key of 12 since the "4-legged" 999 cc of the roadster is installed almost as is on the trail: only the injection and the exhaust are different !

The approach differs significantly at Kawasaki, which deflated its block of 1043 cc (from 142 on the Z1000 to 120 hp on the Versys) in order to promote approval and recovery. Sport, okay, but not at the expense of some form of comfort. By the way, this 2015 version receives a new air box, 12-hole injectors (8 previously), redefined ignition and a reworked low engine.

The twin cylinder Testastretta of 1198.4 cc introduces on the Multistrada 2015 a subtlety of size: a variable distribution "Desmodromic Variable Timing" (DVT), responsible for improving the filling of the twin and limiting its consumption ("-8%", promises Ducati) by playing on the valve crossing time. That is to say the moment when the four valves per cylinder are open simultaneously: read our).

Static: well rolled, the Europeans !

Crutches side by side, the Multistrada 1200 DVT, the S 1000 XR and the Versys 1000 reveal different silhouettes, despite the common sporting orientation suggested by their sharp lines..

With its asymmetrical double optics directly reminiscent of the Superbike S 1000 RR, the BMW gives off nervousness even at a standstill, its anecdotal "beak" in no way softening its intimidating facies…

Completely redesigned, the Ducati has in good Latin the most elegant stroke of the pencil, appreciable from its slender rear part to its exposed LED turn signals – literally as well as figuratively … – in its hand guards (optionally mounted on its BVMW and Kawasaki).

More compact, the 2015 Multistrada enjoys an attractive visual fluidity … until the gaze stops on its substantial nasal appendage, wide and pointed. A trail mouthpiece, that? A harelip, rather! In MNC, as among the passers-by during a lunch break on the terrace, not many people have tasted the effect of style…

Often criticized for its appearance, precisely, the Kawasaki tries to save face (front) thanks to a new design finally harmonious although quite consensual. Long (2240 ​​mm against 2183 for the BMW and 2190 for the Ducati), the Japanese immediately exudes an impression of additional massiveness. And it’s not her square, stocky bow that lightens her figure !

On the other hand, its volumes save the necessary space to place large and soft saddles, on which the kilometers pass without discomfort. Hats off also to Ducati, which offers a seat that is both well designed and comfortable but also adjustable in height from 825 to 840 mm.

Admittedly, adjusting the saddle requires installing or removing shims using a screwdriver. But insofar as the high-pitched saddles of its competitors (840 mm) are not adjustable, no one will be choosy! This shortcoming especially penalizes the BMW because of its width at the crotch and the firmness of its suspensions (here electronically managed via the optional ESA Dynamic), which barely sink when you get on it..

Result: the S 1000 XR is the only motorcycle in this comparison on which a rider of less than 1.80 m does not put both feet flat on the ground. Less bulky between the knees – despite its more enveloping fairings – and more flexible damping, the Kawasaki is perfectly at ease from 1.75 m. The palm of accessibility goes to the Ducati, not only the lowest but also the narrowest thanks to its twin cylinder.

The rear end of the Kawasaki also makes it possible to integrate a real luggage rack (that of the Ducati is tiny and that of the BMW is … optional!) And passenger handles worthy of the name. Well designed, those of the Multistrada 1200 are practically equal in terms of grip and comfort. Still, the Bologna passenger seat is incomparably less spacious and soft than Akashi’s..

And as the trunk of the Japanese is the only one large enough to store a "U", it definitely takes the advantage! Equipped with the smallest trunk (at best, there is a compact disc lock), the BMW closes the duet because of its unpleasant handles because too thin and especially fixed too far back.

Not easy in these conditions to hang on comfortably, especially during vigorous acceleration during which the upper body of the guest tends to "mechanically" move back. Its passenger seat, the thinnest of the three, is also quite narrow: no jealousy, driver and guest are – badly – housed in the same boat. !

On the other hand, the rear seat of the S 1000 XR reserves the most legroom, ahead of the Kawa then the Ducat ‘. On the Italian, the passenger’s right heel is also spread by the suitcase support, more prominent on this side to bypass the "bellissima" double exhaust outlet.

The opportunity to congratulate Ducati and Kawasaki for the particularly successful integration of said case racks … but also to criticize them for including them in the list of options! Same optional positioning for the supports in the form of arches of the BMW, frankly not very aesthetic.

The advantage taken by the German in terms of space granted to the passenger’s legs is quickly swept away by its omnipresent vibrations, as unpleasant at the rear as at the front in addition to being sensitive in all parts of the body. Besides, those nonetheless not insignificant of the Versys and the Multistrada – especially at mid-revs – become excusable, if not pleasant.

On the finish side, German rigor competes for first place with Italian attention to detail … Both the S 1000 XR and the Multistrada 1200 DVT enjoy a remarkable presentation, only marred by the plastics sensitive to BMW’s scratches (on the tank and around its base) and the "gas factory" aspect of the cables and hoses running on the left side of the Ducati V2.

The only Euro4 approved motorcycle, the Italian must also deal with several unsightly elements imposed by this standard applicable in 2016. Like the black box used to filter gasoline vapors on the left of the engine and reflectors on its fork.

Designed with care, the Kawasaki has no real finishing defects.

But compared to the two Europeans it appears less rewarding, like its welds and recessed surface treatments. Its old-fashioned controls and dashboard do not plead in its favor either….

More modern, the large screens of the BMW and Ducati are also more readable – the inscriptions of the Versys are small – and complete. The engaged gear indicator is installed as an option on the Kawasaki while this device is standard equipment on its two rivals (see details of the instrumentation on the last page).

However, the Verte has a trump card: displayed at € 12,690 in the basic version, the Versys 1000 costs between € 3,500 and 5,000 less than the S 1000 XR (€ 16,200) and the Multistrada 1200 DVT (17,590 €). This gap even becomes abysmal on these "upgraded" versions: € 13,590 for the Versys with the Tourer pack, € 18,669 for the Multistrada with the Touring pack and downright € 19,050 for the S 1000 XR "Full options" (see all details in our Conditions and route opposite) !

As Akashi’s road trail is also the only one equipped as standard with a center stand – as easy to use as the optional one on the BMW, the Ducati being the hardest to lift – this new MNC confrontation smiles. for the moment to the advantage of the Greens…

Will the Versys 1000 transform the handlebar test into hands, after several hundred kilometers of roads of all kinds and thousands of virolos swallowed sometimes at a good pace, sometimes while dawdling? To find out, quickly go to the next page !

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