BMW R 1250 GS vs Ducati Multistrada V4 Comparison

Even now in January, we are thrilled to present one of the most exciting comparison tests of 2021: the showdown between the BMW R 1250 GS and the Ducati Multistrada V4 S.

The BMW has earned its respect through sheer success, achieved by relentless refinement and continuous optimization. This perfection is reflected in its impressive torque value of 143Nm at 6,250 rpm. The Multistrada V4 stands as its fiercest challenger yet. For the first time, a bike is on the starting line that could potentially outshine the GS not just in certain aspects but overall. Ducati has thrown everything into the mix, leveraging the expertise of various European suppliers and their own engineers. The most striking figure in the data table is undoubtedly the 170 horsepower!

Good news for all BMW R 1250 GS buyers. You can now select all the options in the configurator with a clear conscience and happily splash out the cash. What was considered an expensive indulgence up until 2020 is now, compared to the Ducati Multistrada V4, a sensible deal that you can easily justify. However, the two bikes aren't 100% comparable. When fully equipped, the Ducati ends up a few thousand euros more expensive than the BMW. In Austria, the higher taxation due to increased CO2 emissions also plays a role. But it's worth noting that the Ducati offers more features and gadgets than the BMW. The Bosch radar system, blind spot assistant, and those 170 horses are exclusive to the Multistrada. Ducati also relies on higher quality and more exclusive components for the brakes. So while the higher overall price of the Multistrada stings, it's by no means a "fool's tax" for the prestigious brand from Bologna. In the BMW configurator, you have to shell out around 22,000 euros for a well-equipped GS in Germany. "Hold my beer," say the Ducati product managers. In the Ducati Germany configurator, you can easily top that with 24,390 euros for a fully loaded V4 S, which also includes the new radar system. As mentioned, the price difference is even more significant and painful in Austria.

For a good overview of the price and delivery situation, check out the current new vehicle offers on the 1000PS marketplace.

In the initial static comparison, the Ducati definitely makes a more impressive appearance. This is partly due to its refined looks with a sleek paint finish. The Ducati is a beautifully crafted motorcycle, likely shaped in a wind tunnel, but clearly, the designers also played a significant role. In contrast, the BMW appears somewhat more rugged and utilitarian. While the look suits an enduro, in this price range, a more refined appearance is expected. Here, the designers could have asserted themselves against their pragmatic colleagues at BMW. This positive first impression of the Ducati is further enhanced by the prestigious logos on the bike. BMW doesn't allow room for other brands on its product, whereas Ducati features premium 330mm Brembo components on the front. BMW, on the other hand, uses 305mm discs.

Before the actual test ride, you first have to familiarize yourself with the hardware and, of course, the software. It becomes clear that smartphone apps for the motorcycle industry are far more demanding than titanium valves, torque peaks, and awesome suspensions. BMW is already ahead in this area. They have a truly solid solution with the current BMW Motorrad Connected App. It now enjoys top ratings in app stores, customers can rely on regular updates, and the solution runs stably. The service that BMW offers in the app stores is also impressive. Customer inquiries are answered by a support team, and feedback has apparently been eagerly incorporated into the further development of the apps over the past few months. Long-time customers remember: the beginning was bumpy and arduous! All these difficulties are likely still ahead for Ducati buyers. Ducati promises the new app for summer 2021. This app is actually developed by Bosch and interacts with the hefty Bosch display. But once it gets going, it offers a significant advantage over the current BMW system. The BMW system currently provides neat and functional arrows on the display, whereas the Ducati system, in its beta version during the first test, thrilled with a detailed map directly on the motorcycle display. But for now, that's still in the realm of future possibilities.

In the controls comparison, Ducati enters the race with a noticeable handicap. On one hand, BMW uses its current solution consistently across a wide product range. Riders are simply familiar with the wheel and accompanying buttons. It works, is fairly logical, and allows you to access all necessary functions quickly and easily. The Ducati system, on the other hand, has more technology to manage, as it also controls the adaptive cruise control, adding another element to adjust. Furthermore, the Ducati system in the Multistrada is new, based on the latest Bosch logic, and isn't yet familiar from other models. Despite being open to new ideas, it's fair to say that operating the essential functions is somewhat easier on the BMW than on the Ducati.

However, in terms of usability, Ducati makes a surprising comeback. The windshield adjustment on the BMW is great, but it's even better on the Ducati. The new and patented system on the Multistrada should really become the industry standard. Fantastic! The wind protection is good on both models, but slightly better on the BMW in the shoulder area. Nonetheless, the ease of adjustment is a practical benefit for the Ducati, allowing you to adapt the airflow more easily in different traffic situations.

Whenever reports about adventure tourers in the 100+ hp league appear, you can expect some spirited feedback. For many motorcyclists, "Enduro" still signifies light, affordable, and uncomplicated bikes. They long for the good old days and still hope for worthy successors to the beloved globetrotter bikes of the '80s and '90s. But one must answer pragmatically: 19" adventure tourers make a certain promise, and they deliver on it. It's worth noting that BMW might be stretching the adventure image of the GS series a bit. The GS Trophies in exotic locations were great adventures, but in reality, regular customers would never subject their €20,000 machines to such action. Nonetheless, the performance and capabilities of both models are exactly at the level their specifications promise. Both bikes have the mentioned 19" front wheel and suspension travel of 190/200 mm (BMW) and 170/180 mm (Ducati). These figures are lower than the 240 mm suspension travel of the more radical KTM 790 Adventure R with its 21-inch front wheel. Still, both the BMW and the Ducati handle dirt roads with precision and safety.

The direct comparison on gravel sections was quite surprising. Low speeds used to be the GS's playground, but the Multistrada holds its own here as well. The bike is also easy and precise to maneuver. Both models have a decent steering angle, though the Multistrada's is even more impressive in practice. When riding standing up, both bikes are not optimal for riders around 185 cm, as the handlebars are slightly low in their stock form. Nevertheless, standing riding is very manageable on both models. The Ducati V4 offers more space for the legs to find a firm footing on the pegs, a point they clearly prioritized. The electronic systems are on par off-road, but the Multistrada's suspension is slightly more transparent, offering better feedback for grip and traction. Still, there's a bit more sympathy for the Multistrada, as it looks more refined, prompting a more cautious approach in tricky sections. Of course, dropping the BMW isn't fun either, but with its robust boxers and crash bars, along with a rugged enduro look, it just seems tougher.

The most intriguing comparison between these two models is undoubtedly the engine. The two power units couldn't be more different. The burly boxer engine of the BMW juts out prominently from the bike, boasting a long history. It looks somewhat rough with its cooling fins, but it should not be underestimated. It likely contains as much high-tech as the Ducati's engine. BMW has refined the engine to overwhelming perfection. It delivers a truckload of torque, available heartwarmingly low in the rev range, transforming the touring machine into an angrily stomping speed beast at the curve exit.

For fans of the old 1200 engine, the clinically perfect throttle response in both power and deceleration might be seen as a flaw. But for the majority, BMW has made this 143 Nm brute so accessible and usable. Whenever you're in the saddle of the BMW, you can lean back smugly and contentedly: "Go ahead, dear friends from KTM and Ducati! You can try all you want, pour in as much horsepower as you like. But in the end, my engine here is the absolute number one in the adventure touring world."

Yet even after a fantastic and intense test ride with the BMW, you find yourself raising your eyebrows even higher in the saddle of the Ducati. What an engine! This high-tech beast reveals pure Italian motorcycle passion in a V4 configuration. Originally from the racing world, the engine has been robustly adapted for the street. The tachometer climbs with impressive vigor. The engine, naturally tamed by bits and bytes, responds excellently to the throttle and catapults you forward with the relentless power of 170 Italian stallions. Sure, you can be proud of the 143 Nm in the BMW saddle, but on the Ducati, you revel in those 170 horses. Useless and over-the-top? Perhaps! But every overtaking maneuver is accompanied by a maniacal whinny and laughter inside your helmet. You sit upright, relaxed, and casual in the saddle, commanding the finest Ducati power that was once reserved for elite Superbike riders.

However, the heartwarming Ducati engine presents more vulnerabilities than the flawless unit from BMW. The Ducati engine demands higher revs and consumes noticeably more fuel. Ducati fans might argue that the 170 hp of the Ducati is simply more than the 136 hp of the BMW. Fun comes at a cost, after all. We're not comparing 125cc city bikes here. But BMW enthusiasts can casually lean back and smugly point out, after a quick Google search, the average fuel consumption of the S 1000 RR. It delivers 200 hp and still manages to consume less fuel in practice than a Multistrada. So you can spin it however you like. The Ducati engine is fantastic, but it could be considered overpriced, whereas the boxer engine of the GS, by comparison, is an underpaid workhorse. It's incredible how frugally you can push this powerful unit through the passes.

However, the matter of engine RPM levels needs to be viewed more distinctly. Sure, you ride the BMW at lower revs. On the other hand, the higher RPM of the Ducati isn't bothersome for all riders in practice. A higher rev range offers more precision and perfection in gear changes and also in the engine's response. It simply responds perfectly to the throttle, and the vibration level is low. Thus, you ride at higher revs but simply enjoy the advantages of this circumstance in the saddle. The drawbacks only become apparent at the next fuel stop.

At the end of the day, it's precisely the engine differences that will significantly influence the purchase decision. They create the most substantial distinction and directly impact the daily feeling in the saddle. It's both cruel and comforting that one can appreciate both engines equally. However, the Ducati engine's scorecard will have more pronounced highs and lows compared to the steady ratings for BMW's boxer.

Those who question the necessity of adaptive cruise control on a motorcycle are likely the same people who still find heated grips unnecessary. In a few years, no touring motorcycle will be without this adaptive cruise control. After all, it ensures that highway stretches are navigated more stress-free and relaxed than if you constantly had to monitor your speed manually. On the Ducati, this feature is complemented by the blind spot assistant. You quickly get used to the safety it provides, allowing you to effortlessly cover 100 km as relaxed as with no other vehicle. Tedious approaches to twisty routes become noticeably shorter. The system in the new KTM Super Adventure also relies on Bosch's solution but misses out on the blind spot assistant, which currently only Ducati offers. Especially on the highway, this is a really nice feature to have during a relaxed ride. It's no act of clairvoyance to predict that such features will also be offered on the GS in the coming years. The Bavarians simply have to keep up. For now, however, Ducati clearly has the edge and can eagerly collect points in the 2021 comparison tests.

In practice, it's precisely these radar features that are making even the most dedicated GS riders think twice. The 170 hp might not entice satisfied GS customers much, but active touring riders with thousands of kilometers under their belts will quickly fall in love with the Multistrada's cruise control and blind spot assistant during test rides. These active riders immediately embrace features that offer added safety and comfort. BMW needs to step up here; otherwise, Ducati will relentlessly poach their loyal customers.

For many, the issue of shaft drive is a matter of belief. But for me, it's actually quite clear. Sure, a chain drive with a double-sided swingarm can handle rougher off-road conditions and is easier to repair than BMW's shaft drive. However, when I have to scrub off the oily grime from the wheels of a €30,000 machine (in Austria) for the first time, I miss BMW's shaft drive. No matter how good the current MOTOREX Adventure Chain Spray is, it can't lubricate as immaculately clean as NO chain spray can.

What matters most? When do you say a motorcycle has great handling? On the surface, it's about the bike being able to change direction with minimal effort. But in detail, it's about more than that. It's about precision, smoothness, confidence, feedback, and stability. Both bikes are standout performers in handling. On one hand, the BMW is powered by a boxer engine. Here, the crankshaft rotates along the longitudinal axis and the center of gravity is relatively low. Additionally, the BMW relies on a Telelever suspension up front. This decouples braking forces from the suspension and prevents the front from diving during braking. This feature provides security in bumpy braking zones but also slightly reduces transparency and feel for the front wheel. Even though it's not as severe as in previous models, some time is needed to gain confidence in the front end. The Multistrada, on the other hand, presents itself quite differently. The V4 engine is based on a sporty unit and features a counter-rotating crankshaft for excellent handling. The gyroscopic forces of the crankshaft and wheels partially compensate each other, resulting in playful yet highly transparent handling. You trust the front wheel from the first corner and enjoy carving through turns with deep lean angles. The electronic suspension reduces diving in braking zones and surprisingly transparently conveys feedback to the rider.

So, which one is better? At lower speeds, the BMW offers slight advantages. As the speed increases, the Multistrada V4 shines more. In any case, we're talking about a clash of the titans here. Both motorcycles provide endless cornering fun, yet even in this league, differences are noticeable. Here's a bold claim: on a diverse 500 km tour, the Multistrada is the first bike on the market that surpasses the GS in my personal speed/effort quotient. That is, how much effort and focus do I need to maintain a certain speed. In this discipline, the GS was previously unbeatable, and the allure of the Ducati stems from the fact that it now sets the new benchmark in precisely this discipline. The fascinating thing is that it achieves all this with a 170 hp engine that actually requires an unusual rev range.

There are small but notable differences, for example, in the shifting processes. When accelerating through long curves and shifting up multiple gears with the throttle wide open, the shifts on the BMW put more strain on the chassis than the smoother shifts in the saddle of the Multistrada. This is due to the twin-cylinder, which, despite all its built-in perfection, naturally presents greater challenges for the quickshifter compared to Ducati's V4 engine. It might sound minor, but during spirited cornering from 70 to 150 km/h, it certainly makes a difference whether there's a gentle or a strong kick to the rear wheel at a 40-degree lean. A similar situation occurs in switchbacks. The BMW does a great job, but the Ducati performs precise maneuvers with even more sensitivity. Overall, this is certainly due to the incredibly high torque of the BMW, which exerts pressure on the entire drivetrain like a wild beast, requiring a gentler touch on the throttle. While the electronic suspension and excellent traction control can keep most of the chaos away from the rear, this works even better on the Multistrada. There, the bike remains more stable and precise even during aggressive maneuvers. The higher-revving engine gives the quickshifter more chances for a smooth gear change and the onboard electronics more opportunities to intervene.

In direct comparison, it unfortunately becomes apparent that the Ducati really loves high speeds. The BMW feels comfortable at any speed, allowing you to leisurely cruise through 50 km/h zones. The Multistrada also has impeccable throttle response and navigates through towns effortlessly. However, its perfection at high speeds and the incredible engine mischievously urge you on. The chance of losing your license is practically higher on the Multistrada than in the saddle of the GS.

After long rides, you dismount both motorcycles feeling relaxed. In this discipline as well, the GS now has a worthy opponent for the first time. In the past, rides with 1000PS always ended the same way. At the beginning, bikes were eagerly swapped. But by the end of the tour, everyone wanted to be on the GS for the last stretch back to the hotel. It was always the same for yearseveryone wanted the GS at the end. But this time, it was 100% even. Camera colleague Schaaf and I were completely satisfied from the first to the last stop. Whether Multistrada or GS, both keep you glued to the saddle, and youre reluctant to part with either. On the GS, as mentioned, the wind protection is better, while the Multistrada offers a seat with a slightly higher-quality core. Its a bit firmer and lasts longer on extended rides.

After the intense days, we both dared to make a clear statement about the suspension. Both suspensions are fine, but the Multistrada surpasses the GS. It offers more precision and is firmer without sacrificing comfort. It could be that the algorithms are better or the suspension components are of higher quality, but the balance between comfort and sportiness was better achieved by the Ducati engineers.

Nevertheless, the true comfort oasis is surprisingly the GS. It's possible to ride it with less concentration, and both the connecting stages and city rides are more relaxed. This is likely because it can be ridden with less frequent shifting in practice. In shorter test rides, we might not have noticed, but after a long day, you simply enjoy cruising with the GS's "single-speed transmission." When riding with focus and ambition, the gear shifts in the Multistrada's saddle are no issue. You appreciate the perfection and speed. Yet, for leisurely cruising, the BMW R 1250 GS scores again with its sensational boxer engine.

To be honest, the verdicts over the two days were clear. Both cameraman Schaaf and I love the GS, but this time the Multistrada was simply better for both of us. If we had to choose one, the Multistrada would be ahead. But is it a clear test winner that can be confidently recommended to thousands of readers as the new number one? Frankly, no! As journalists, we didn't mind that the Multistrada consumes almost 2 liters more. Fuel costs are just an item in our monthly expense report and don't affect our personal finances! If we had been on the road longer, the higher consumption would definitely be annoying. In truth, it is the only major weakness of the new Multistrada. However, the engine characteristics of the BMW are likely more mainstream-friendly. If you ask 100 test riders, almost all will surely say that the Multistrada is more brutal. But probably the majority will also say that the GS is slightly more relaxed and requires less shifting. This is likely more important to many riders in practice than setting a new personal best on the pass.

Therefore, satisfied GS customers have no reason to doubt their dream motorcycle. Those who love their GS just as it is are still on the right bike. However, for those whom the GS doesn't quite excite and are looking for something different, the Multistrada offers a worthy alternative for the first time. It took a few years, but comparison tests with adventure tourers are finally exciting!

Unfortunately, for this comparison test, we were unable to get the new Ducati Connect App along with the map navigation to work on the elegant Multistrada display using Android (Huawei P30 Pro). However, colleague Poky was able to gain initial experience with the map app on the iOS platform. The app is already available in the app stores, but it's quite tricky to get it running. We will keep at it and provide an update on the current situation in the next long-term test report with the Multistrada. Ducati is currently working on fixes for the Android version. In comparison, the now foolproof and mature BMW Connected App can shine. However, once the Ducati solution runs stably on all platforms, it will certainly be an interesting option.