Duel BMW R 1250 GS Vs Ducati Multistrada 1260 S: variable valve timing, unique versatility
The R 1200 GS is dead, long live the R 1250 GS! In the race for power in the maxitrails, BMW responds with a larger twin cylinder with variable valve timing. Is this enough to continue to dominate the competition, especially the powerful Ducati Multistrada 1260 which has been using this technology since 2015 ? MNC duel.
Duel R1250GS Vs Ducati 1260 S – Page 1: the escalation continues
When the BMW R1150GS becomes some people already regret the drift of ever more powerful, more sophisticated and, of course, more expensive maxitrails. At the time, however, the bike was developing "only" 98 hp: 15 years later, its twin cylinder produced 136 hp (+38 hp!), Ie an average increase of 2.5 hp per year. For comparison, the Yamaha R1 gained 27 horsepower over the same period, going from 172 to 199 hp (1.8 hp per year) … And to say that sports motorcycles are often accused of doing too much !
- MNC file :
- MNC file :
This increase continued when the Boxer switched to double camshaft (110 hp), then with the integration of liquid cooling (125 hp). The 2019 vintage marks a new stage in this arms race: the flat-twin grows by 84 cc (from 1170 to 1254 cc), gains 11 horsepower (from 125 to 136 hp) and above all introduces a variable distribution "Shift Cam ".
This technology common in automobile production – including at BMW – aims to improve engine efficiency by intervening on its timing laws (read all). Honda has been using it since 2002 on its V-Tec, Kawasaki has adopted it on its and Ducati on its (Desmodromic Variable Timing). The German manufacturer is therefore not a pioneer in this field..
Traditionally renowned for its original orientations – flat engine, unconventional front axles, etc. – BMW even appears this time rather follower. In reality, the objective is more to replicate the muscles of competitors – including Ducati, precisely – than to revolutionize "Gehesse". This desire is clearly illustrated in terms of style: the R1250GS looks like !
Facing it, the Multistrada 1260 S rolls mechanics on its production unit (ditto on the BMW): this ultimate version of the Bologna trail boasts a power of 158 hp and 129.5 Nm of torque, of which "85% are available under 3500 rpm "among other things thanks to its variable distribution. Ducati describes it as "the motorcycle in its class with the highest torque value at 4000 rpm".
During this comparative test, MNC will of course endeavor to verify whether this observation is still relevant….
The content and the form
Physically, the two bikes produce a different interpretation of the trail genre: the BMW, more massive, inspires robustness with its bolted rear part, its 19-inch front wheel, its cardan transmission and its wide "beak". Its lines, identical to those of the 2018 model, are fortunately punctuated with elements that soften its "sinful-but-almost" silhouette..
These include its aesthetically chiseled two-tone scoops, its LED lighting, its tank as high as it is flared or its Hayes radial calipers, which replace the Brembo of the old R1200GS. All things considered, the 1250 possesses a form of elegance enhanced by a finish that is difficult to fault..
The Multistrada 1260, more elegant and slender, immediately returns a sportier image, in line with the specifications drawn up by Ducati. The Italian has most of the characteristics of the trail type (wide handlebars raised, small "beak", hand guards, etc.), without however dwelling too much on the all-terrain register.
Its 17-inch stick front rim attests to this, as does its wide 190 mm rear tire (170 on the GS), its monoblock calipers worthy of a Panigale and its ultra-exposed turn signals because they are integrated into the hand guards … However, these equipments fixed on pretty aluminum supports offer better protection against the cold than those of the R1250GS … mounted as an option (yes, yes!).
The eye also lingers with pleasure on the short stacked silencers and the superb single-sided arm of the Ducati, pierced by the transmission chain: the Multistrada 1260 is undoubtedly a neat and top-of-the-range motorcycle, especially in this "S" version which also receives a controlled damping, a bidirectional shifter, curved lighting and a hill start assistant.
In the saddle !
Another witness to the rather road vocation of this maxitrail with bolognese sauce: its suspensions frolic over 170 mm at the front and at the rear. The R1250GS the height gauge with its travel of 190 and 200 mm, proudly perched on its cross-spoke rims … optional (see the complete list of options opposite in the right column) !
The Multistrada 1260 S inevitably loses in crossing capacity what it gains in accessibility: its adjustable saddle from 825 to 850 mm is one of the lowest in the category. A 1.75m rider places a flat sole on one side and the entire front part of the foot on the other, ensuring secure stability when stationary.
A first "good point" for the Italian, then? Not so fast! The seat of the R1250GS – easily adjustable without tools from 850 to 870 mm – is certainly higher perched, but the arch between the thighs is less important. Result: the BMW is as accessible as its rival, undermining its image as a motorbike for lumberjack (s) !
The origin of this tour de force lies in the narrowness of its tank in the lower part – yet of identical capacity (20 liters) – and its flat engine architecture. The flat twin has an hourglass figure between the legs as its cylinders are placed in front of the shins, providing the shins with effective protection against the elements. !
Identical to 2018, the ergonomics and comfort of the R1250GS are still the benchmark: its very wide handlebars (100 cm at the ends according to MNC measurements) fall perfectly into the hands, as do its various controls. As for his saddle, it offers ideally balanced support: soft without being soft. Perfect for completing 200 km stages in one go !
The seat of the Multistrada 1260 S is noticeably firmer, in addition to having ridges on the front which tend to shear the upper thighs in the long run … Its handlebar of 89 cm of total width is also fixed more low and closer to the bust: the position is more "grouped" on the Ducati, including at the level of the legs which are more bent.
In terms of protection, the adjustable windshields – with just one hand – on the two motorcycles correctly deflect the air to the visor of our enduro helmet: sufficient, for example, to stroll with the screen open between 50 and 80 km / h . The BMW also preserves very well the shoulders, the biceps and the bust, more exposed behind the narrower windshield of the Ducati.
This difference in protection is painfully palpable when the mercury drops below 5 ° C and an icy rain invites itself as was unfortunately the case during this match! We bless on this occasion the presence of heated grips, very effective in addition to being easy to adjust on each motorcycle from a dedicated button on the right stalk..
Balance – of the cycle part – is a force
Attention spoiler: the R1250GS presents a road behavior strictly identical to that of the preceding model, that is to say excellent! Logical finding insofar as none of its chassis components have evolved – with the exception of its brake calipers – and that the R1200GS was already a reference in the matter.
The trail across the Rhine is always so easy to take in hand despite its volumes: its flat engine again plays a favorable role by lowering the masses in favor of maneuverability. Its amazing handling is preserved, making the five kilos taken by this 2019 vintage undetectable (from 244 to 249 kg, mainly due to the new engine).
The Multistrada 1260 S, however, takes advantage of its 17-inch wheel and 14 kg less (235 kg) to win the palm of responsiveness. Its front axle has less inertia when setting the angle and is above all more fun, also well helped by the closer proximity of the pilot to the direction.
The Ducati is playful and quick to turn corners, while its German rival is a little less zealous … but more efficient. Because the score interpreted by the BMW is cleverly mastered: it responds to requests in an incredibly "correct" way, without any false note. Nothing seems to be able to alter his reassuring neutrality !
This enviable homogeneity – and envied! – hits the mark against the Multistrada 1260 S, more "rowdy" in sporty driving. The Italian – lively entering a turn but less precise on the inside – is not as stable on its downforce. And this, even by engaging its driving mode "Sport" to benefit from a firmer and more responsive damping than in "Touring" mode.
In question: its less well-controlled mass transfers, especially under braking where the power of the Brembo calipers makes the inverted fork plunge too quickly. The R1250GS, imperturbable in this exercise thanks to its Telelever front axle which dissociates steering and braking, takes the opportunity to take the lead … and keep them !
Another advantage in the game of the German: the impressive large gap achieved by its controlled suspensions, capable of erasing all shocks with exquisite softness in "Road" mode and then offering a rigor impossible to fault in "mode" Dynamic ". The Ducati system – yet effective – does not offer the same amplitude, nor the same level of approval.
The R1250GS also benefits from formidable front-to-rear coupled braking efficiency. The Multistrada 1260 S, certainly an excellent braking machine, requires more skill to deal with the significant bite available. Both brake correctly from the rear, but the advantage goes to BMW because its pedal is more easily grasped.
Variable distributions and strong raises !
Last step and not the least: the long-awaited comparison of the performance and the pleasure of the two variable-valve twin-cylinders! First observation: at 80 km / h in sixth, the R1250GS and the Multistrada 1260 S both display exactly 2750 rpm.
Second observation: the German Boxer – perfectly injected – evolves serenely at this speed and sets off again powerfully at the slightest request, when the Italian twin flirts with its threshold of flexibility. Result: the Multistrada 1260 remains "sealed" far behind its rival during our recovery tests. At 80 km / h, he has to descend in fifth to stand up to the R1250GS in sixth !
The advantage increases further at low revs: in sixth, the GS descends without dragging up to 41 km / h at 1500 rpm (!), Then sets off again without a bump even in "Sport" mode. Subjected to the same exercise, the Multistrada 1260 fails to stall under 2000 rpm and requires taming the slight roughness of its thread of gas. The elasticity of the German is a precious ally, in town as in duo.
Under 5000 rpm, whatever the gear engaged, the R1250GS starts in front of the Multistrada 1260 S. Ducati will have to revise its argument: the "beefiest" is the BMW! The Boxer develops an optimal filling, with a peak torque of 143 Nm which defeats its rival. The previous R1200GS was already not lazy, but the news is even more responsive at all speeds !
The BMW only tilts above 6000 rpm, when the 158 Italian horses finally take the upper hand over the 136 German hp to gallop up to the 10,500 rpm of the switch (9,000 on the GS). Exhilarating … but "permivorous": at 6000 rpm, the Multistrada is already at 110 km / h in 3rd, 140 km / h in 4th and 170 km / h in 6th! Such excess in France leads directly to prison among drug dealers and murderers !
And yet, tested on its own, the Multistrada 1260 exudes an impressive sense of mechanical vigor: its tempestuous character is a treat, as is its rumbling sound specific to Bologna motorcycles. But these sensational arguments come up against the reality of the facts: the German twin is a real steamroller, full as an egg and strong as an ox !
The variable distribution is forgotten !
What about variable distribution in all of this? Its effects are completely transparent: no jerk, no mechanical noise or "turbo" effect is noticeable on the two motorcycles. And this is the goal: there is no question for BMW and Ducati of exposing themselves to the criticisms wiped by Honda with its first generation of V-Tec too brutally triggered. !
The Multistrada 12560 S and the R1250GS have no transitional phase that would betray intervention on the distribution during acceleration. Their thrust is as robust as it is continuous: undoubtedly the best compliment to give to German and Italian engine manufacturers. !
Another advantage attributed to variable valve timing is its positive impact on fuel efficiency and therefore on the quantity of polluting emissions (the less an engine consumes, the less it pollutes). BMW announces a reduction in consumption of "4%" on its new Boxer ShiftCam.
This decrease was not really verified during our duel, on the contrary even: MNC recorded at the pump between 5.72 and 6.19 l / 100 km on the R1250GS, that is to say values very slightly higher than those of our. At the time, it was a "Rally" version which had sipped between … 5.3 to 6.1 l / 100 km !
The Multistrada 1260 S for its part consumed between 5.76 and 6.57 l / 100 km. The transalpine block was therefore a bit more greedy, without any real surprise in view of its sporty temperament which encourages more strain on the gearbox..
The opportunity for Ducati to end this duel on a positive note: its bidirectional shifter (up and down gears without disengaging) is extremely efficient, offering a smoothness of operation which is somewhat lacking in the – optional – of the GS. What to compensate for the hardness of the Italian clutch lever, which is hardly used anymore !
Verdict: invariable success of the GS
First duel and first victory for the R1250GS: a semi-surprise insofar as with the exception of the engine, it is identical to the previous model which was already a reference. Remember that the GS is not only the, but also the best-selling motorcycle over 1000 cc in the world (46,727 units in 2016, standard and Adventure combined). Objectively, we quickly understand why on the handlebars !
It is therefore only on a mechanical level that the BMW justifies its novelty status: the centerpiece is its new variable-valve twin-cylinder, both better in terms of performance and pleasure. Well helped by its increased displacement and its ShiftCam, the 1254 cc Boxer offers more tone and "roundness" than the old 1170 cc. Connoisseurs will appreciate it, because it is no small feat !
The Multistrada 1260 S – more characteristically and less versatile – shakes but does not topple the throne on which the Maxitrail from across the Rhine comfortably sits. The fact remains that this is the most comfortable and complete motorcycle in the Ducati range, without however denying the sporting DNA of the brand. In this, the Italian trail is a real success !
- All the details of our Duel Multistrada 1260 S Vs R1250GS with our photos captioned in .
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