BMW R 1250 GS comparison Ducati Multistrada V4

In January, we are already able to present one of the most exciting comparison tests of 2021. The comparison of the BMW R 1250 GS with the Ducati Multistrada V4 S.

The BMW R 1250 GS has earned its reputation through its remarkable success, achieved through continuous optimization and relentless fine-tuning. It boasts an impressive torque value of 143 Nm at 6,250 rpm. However, the Ducati Multistrada V4 S emerges as a formidable challenger, potentially surpassing the GS in both individual aspects and overall performance. Ducati has pulled out all the stops, incorporating the expertise of motorcycle technicians from various European suppliers and its own engineers. The standout figure in the data table is undoubtedly the 170 hp!

Exciting news for all fans of Enduro motorcycles, especially the BMW R 1250 GS. Now, buyers can customize their dream bike with all available options without breaking the bank. The price tag of the BMW R 1250 GS is now much more reasonable compared to the Ducati Multistrada V4, making it a more justifiable purchase. While the Ducati may come with a higher price tag, it also offers additional features such as the Bosch radar system, blind spot assistant, and a powerful 170 hp engine that are not found in the BMW. Ducati also uses top-notch components for the brakes, adding to its appeal. In terms of pricing, the Ducati Multistrada V4 may seem steep, but it's not just a premium for the brand from Bologna.

In Germany, a fully equipped BMW R 1250 GS will set you back around 22,000 euros, while the Ducati Multistrada V4 S "Full" comes in at 24,390 euros. The price difference is even more significant in Austria, partly due to higher CO2 emissions taxes. For the latest information on pricing and availability, check out the current [new vehicle offers](https://www.1000ps.at/gebrauchte-motorraeder/marke/BMW/modell/BMW-R-1250-GS?Marke%5b1%5d%3dDucati%26Modell%5b1%5d%3dDucati-Multistrada-V4-S%26SortColumnName%3dtimestamp%26SortOrder%3ddesc+%22Multistrada+BMW+GS+price comparison%22) on the 1000PS marketplace.

In the initial comparison, the Ducati Enduro definitely leaves a more impressive mark. Its elegant appearance and fine paint finish contribute to this. The Ducati is a beautifully crafted bike, possibly shaped in a wind tunnel, with designers who have clearly played a key role. In contrast, the BMW appears a bit more rugged and utilitarian. While this look suits an enduro bike well, in this price range we have come to expect more stylish aesthetics. The designers at Ducati have managed to outshine their more practical counterparts at BMW. The Ducati's positive first impression is further enhanced by the prestigious logos on the bike. Unlike BMW, Ducati allows space for other brands on its product. For instance, Ducati equips the front brakes with high-quality 330 mm Brembo components, while BMW uses 305 mm discs.

Before hitting the trails on an Enduro, you need to familiarize yourself with the technology and, of course, the software. It seems that smartphone apps are becoming increasingly important in the world of off-road motorcycles, even more so than titanium valves, powerful engines, and top-notch suspensions. BMW is leading the way in this regard. Their current BMW Motorrad Connected app is a reliable solution that has received high ratings in the app stores. Customers can expect regular updates and a stable performance. BMW's customer service through the app stores is also impressive, with a dedicated support team addressing inquiries and incorporating feedback into app development. It's worth noting that the app's initial launch was not without its challenges. On the other hand, Ducati owners may face similar hurdles as Ducati's new app, developed by Bosch, is set to be released in summer 2021. This app will work in conjunction with a Bosch display, offering a significant improvement over BMW's current system. While BMW's system features clear and functional arrows on the display, Ducati's beta version already showcases a detailed map directly on the motorcycle display. However, this technology still remains a vision for the future.

When it comes to controls, Ducati faces a clear disadvantage in the Enduro segment. BMW, on the other hand, utilizes a consistent solution across a wide range of products. We are accustomed to the rotary wheel and accompanying buttons, which are intuitive and allow for quick and easy access to all necessary functions. Ducati's system, on the other hand, must manage even more technology, including adaptive cruise control, adding another layer of complexity. Additionally, the Ducati system in the Multistrada is new and based on Bosch logic, making it less familiar compared to other models. While open to innovation, it must be noted that operating the main functions is somewhat easier on the BMW than on the Ducati.

However, when it comes to Enduro bikes, Ducati surprisingly excels in terms of usability. The windshield adjustment works well on the BMW, but even better on the Ducati. The new and patented system on the Multistrada could potentially set a new industry standard. Impressive! Wind protection is good on both models, with a slight edge in the shoulder area for the BMW. Nevertheless, the easy adjustment feature on the Ducati proves to be a significant advantage in practical use. This allows for effortless adjustment of airflow in various riding conditions.

When it comes to touring enduros with over 100 hp, there is always a lot of interest. Many riders still associate enduro bikes with being lightweight, affordable, and straightforward. They long for the good old days and hope for successors to the beloved adventure bikes of the 80s and 90s. However, the reality is that 19" touring enduros deliver on their promise. BMW may push the adventure image of the GS range a bit too far. While the GS trophies in exotic locations were exciting adventures, most regular riders would not expect such extreme action from their 20,000 euro machines. Nevertheless, both models deliver on their performance and capabilities as advertised in the technical specifications. They both feature a 19" front wheel and suspension travel of 190/200 (BMW) and 170/180 (Ducati). These figures may be lower than the 240mm suspension travel on the more aggressive KTM 790 Adventure R with a 21-inch front wheel. Both the BMW and Ducati excel on dirt tracks and offer precise and secure handling.

The direct comparison on the gravel passages was quite surprising. The low speeds in particular used to be a home game for the GS. But the Multistrada does not allow itself any weaknesses here either. The bike is also easy and precise to steer. The steering angle of both models is decent, although the steering angle of the Multistrada is even more impressive in practice. If you ride standing up, both bikes are not ideal at 185 cm. The handlebars on both models are slightly too low as standard. However, both models are still very easy to ride standing up. However, the Ducati's new V4 offers even more space for the legs to stand firmly in the pegs. A lot of importance has obviously been attached to this point. The electronic systems in both models are on a par off-road. However, the suspension of the Multistrada is somewhat more transparent. Here you have an even better feeling for grip and traction off-road. But in the end, I always felt a little higher for the Multistrada. It simply looks more elegant and in tricky passages it feels like riding on raw eggs. Of course, a crash with the BMW is no laughing matter either. But with the robust boxers and crash bars and somewhat rough enduro look, it simply looks like it's tougher.

The most thrilling comparison between these two models lies in the engine. The two engines couldn't be more different. The robust boxer engine of the BMW protrudes prominently from the bike and boasts a long history. With its cooling fins, it may appear a bit bulkier, but should not be underestimated in any way. It likely contains just as much cutting-edge technology as the Ducati's engine. BMW has refined the engine with astonishing precision. It delivers a massive amount of torque. This power is readily available at low revs, transforming the touring machine into a ferociously powerful beast as it accelerates out of corners.

For fans of the classic 1200 engine, the precise dosing in load and coasting mode may seem like a drawback. However, BMW has made the 143 Newton meters beast so user-friendly and accessible for the masses. Whenever you're on the BMW, you can sit back confidently and contentedly: "Go ahead, dear KTM and Ducati friends! You can push hard, you can add endless horsepower. But in the end, my engine reigns supreme in the world of adventure enduros."

After a leisurely and intensive test ride with the BMW, you'll find yourself raising your eyebrows even higher in the saddle of the Ducati Enduro. What an engine! This high-tech beast showcases pure Italian motorcycle passion in a V4 configuration. The engine, derived from racing, has been expertly adapted for road use, delivering impressive power and performance. The rev counter climbs with remarkable intensity, while the engine, controlled by advanced technology, responds to the throttle with precision, propelling you forward with the relentless force of 170 Italian stallions. While the BMW boasts 143 Newton meters of torque, the Ducati offers a thrilling 170 horses. Some may consider it excessive, but every overtaking maneuver is accompanied by exhilarating sounds and laughter under the helmet. Seated upright, relaxed, and in control, you can harness the Ducati's superb power, once reserved for elite superbike riders.

The powerful Ducati engine offers more aggressive performance compared to the reliable BMW engine. Ducati enthusiasts may argue that the 170 horsepower of the Ducati surpasses the 136 horsepower of the BMW. However, the Ducati engine requires higher revs and consumes more fuel. Fun comes at a cost. We are not comparing city bikes with 125cc engines here. BMW fans can proudly point out the S 1000 RR's impressive fuel efficiency, even with its 200 hp output. The Ducati engine may be impressive, but it comes at a higher price. In contrast, the GS's boxer engine is a more economical option. It's amazing how efficiently you can ride this powerful machine through challenging terrain.

When it comes to Enduro bikes, it's important to consider the engine speed levels in a more nuanced way. While riding the BMW, you may prefer lower revs. However, many riders find that the higher rev level of the Ducati offers improved precision and responsiveness in gear changes. The engine performs flawlessly and with minimal vibration at higher revs, allowing riders to fully enjoy the benefits of this setup. Any potential drawbacks only become apparent during the next refueling stop.

When it comes to choosing an Enduro, the key factor that will ultimately sway your decision is the differences in the engines. These differences play a significant role in how you feel when riding the bike on a daily basis. It's both exciting and comforting to know that both engines perform equally well. However, it's worth noting that the Ducati engine tends to excel more at high rpms and low revs compared to the BMW boxer engine.

The debate about whether it makes sense to have adaptive cruise control on a motorcycle is likely posed by those who still consider heated grips unnecessary today. In a few years, no enduro bike will be complete without this adaptive cruise control. Ultimately, this feature ensures that you can tackle highway stretches in a more relaxed and stress-free manner, without constantly monitoring your speed. Ducati's blind spot assistant complements this system perfectly. You quickly become accustomed to the added safety it provides, allowing you to cover 100 km on the road more comfortably than with any other vehicle. Tedious journeys to off-road areas suddenly become shorter. The system in the new KTM Super Adventure also utilizes the Bosch solution, but lacks the blind spot assistant that only Ducati currently offers. Nevertheless, this is a valuable feature, especially for highway riding, that relaxed riders will appreciate having on board. It's not difficult to predict that similar features will soon be available on the GS as well. The Bavarian manufacturer will undoubtedly follow suit. However, for now, Ducati clearly leads the pack in this aspect and is poised to excel in comparison tests for 2021.

In practice, it is precisely these off-road features that are currently causing even the most dedicated Enduro riders to take notice. The 170 hp is unlikely to tempt content Enduro customers away from their current bikes. However, experienced riders with countless kilometers under their belts will quickly appreciate the cruise control and blind spot assistant on the Multistrada during test rides. These experienced riders are quick to embrace features that enhance safety and comfort. BMW must therefore up its game in this area, or else Ducati will easily attract its loyal customers.

For many, the question of the cardan drive is a matter of faith. But for me, the Sachs is actually clear. It may well be that the chain drive with a double-sided swing arm can withstand tougher off-road use and is also easier to repair than the BMW's cardan drive. But when I have to scrub the oily grit off the rims of the (in Austria) 30,000 euro machine for the first time, I miss the BMW's cardan drive. As good as the current MOTOREX Adventure chain spray is now, it can't lubricate as immaculately clean as NO chain spray :-).

What is crucial in an Enduro? When does a bike excel in handling? At first glance, it's about the bike's ability to change direction effortlessly. However, in detail, it goes beyond that. It's about precision, flexibility, confidence, feedback, and stability. Both bikes are standout performers in terms of handling. On one hand, the BMW is equipped with a boxer engine. Here, the crankshaft rotates along the longitudinal axis, and the center of gravity is relatively low. Additionally, the BMW features a Telelever suspension at the front. This separates braking forces from the chassis suspension, preventing the front end from diving during trail braking. While this provides safety in rough braking zones, it slightly compromises the front wheel's transparency and sensitivity. Although not as pronounced as in previous models, it still requires some adjustment to build confidence in the front end. The Multistrada, on the other hand, presents a different picture. The V4 engine is derived from a sporty engine, and a counter-rotating crankshaft is utilized for exceptional handling. The gyroscopic forces of the crankshaft and wheels partially offset each other, resulting in playful yet highly transparent handling. You can trust the front wheel right from the first turn and relish carving through corners with minimal lean angles. The electronic suspension minimizes dive during braking and delivers remarkably clear feedback to the rider.

But which one is superior? At low speeds, the BMW holds a slight edge. As the speed increases, the Multistrada V4 takes the lead. Nevertheless, we are comparing two titans. Both bikes provide endless enjoyment in the corners, yet there are still noticeable distinctions even within this category. Here comes a bold statement: Throughout a diverse 500km touring route, the Multistrada is the first bike on the market to outperform the GS in my personal speed/effort ratio. How much power and focus do I need to sustain a specific speed. The GS has been unrivaled in this aspect up to now, and the allure of the Ducati lies in the fact that it has now become the new standard in this very aspect. The remarkable thing about Sachs is that it accomplishes all of this with a 170 hp engine that actually demands an unusual amount of revs.

There are also small but subtle differences in the shifting processes, for example. When accelerating through several gears in long curves and pushing the throttle fully open, the shifting operations of the BMW put more strain on the suspension compared to the smoother shifting operations of the Multistrada. This is due to the two-cylinder engine, which, despite its perfection, poses greater challenges for the quickshifter than the V4 engine of the Ducati. While it may seem insignificant, during aggressive cornering at speeds of 70 to 150 km/h, the difference between a gentle and a strong kick into the rear wheel at a 40-degree lean angle becomes apparent. The same applies to switchbacks. The BMW performs well, but the Ducati executes precise maneuvers with even more finesse. This is partly due to the incredibly high torque of the BMW, which demands a more gentle throttle operation. The electronic suspension and traction control help manage any mischief from the rear, but the Multistrada excels in stability and precision during wild maneuvers. The higher revving engine of the Multistrada allows for smoother gear changes with the quickshifter and provides more opportunities for the onboard electronics to intervene.

However, in a direct comparison, it is unfortunately also noticeable that the Ducati prefers to be ridden at high speeds. The BMW, on the other hand, feels comfortable at any speed and is happy to cruise through a 50 km/h zone. The Multistrada also has flawless responsiveness and navigates through every town without any issues. However, the perfection at high speeds and the impressive engine simply tempt you to misbehave. In practice, the likelihood of losing your driver's license is higher on the Multistrada than when riding the GS.

After long rides, you get out of the saddle relaxed on both Enduros. However, the GS now faces a worthy competitor in this discipline for the first time. In the past, rides with 1000PS always ended the same way. Initially, everyone liked to switch bikes. But by the end of the tour, all colleagues always wanted to be on the GS and ride the last few kilometers back to the hotel. It had always been the same over the years - in the end, everyone wanted the GS. But this time, it was a 100% tie for the first time. Camera colleague Schaaf and I were always perfectly content from the first to the last stop. Whether it's the Multistrada or the GS - both practically glue you to the saddle and you are reluctant to give either one back. However, as mentioned, the GS offers better wind protection, while the Multistrada's seat has a slightly higher quality core. It is a bit firmer and lasts longer on long stages.

After the intense days of testing, we were able to confidently assess the suspension of both bikes. While both suspensions perform well, the Multistrada is able to outperform the GS in this aspect. It provides greater precision and a firmer feel without compromising on comfort. It could be due to superior algorithms or higher quality suspension components, but Ducati engineers have successfully balanced comfort and sportiness.

However, the Enduro is surprisingly the perfect companion off-road. It allows for a more relaxed ride with less focus required, especially during connecting stages and city rides. This could be attributed to the ease of shifting while riding. This may not have been as noticeable during shorter test rides, but after a long day, riders truly appreciate the smooth gear changes of the Enduro. While the Multistrada excels in precision and speed for those riding with concentration and ambition, the BMW R 1250 GS stands out with its exceptional boxer engine when cruising at a leisurely pace.

Honestly, the verdict was clear after the 2 days. Both the cameraman Schaaf and I have a soft spot for the GS, but this time the Multistrada simply outshone it for both of us. If we had to pick one, the Multistrada would come out on top. However, is it a definitive test winner that we can confidently recommend to thousands of readers as the new number 1? Honestly, no! As journalists, we weren't too concerned about the fact that the Multistrada consumes almost 2 liters more fuel. Fuel costs are just a line item in our monthly budget and don't impact our personal finances! If we were on the road for an extended period, the higher fuel consumption would definitely be a downside. In reality, it's the only major flaw of the new Multistrada. However, the engine characteristics of the BMW are likely more suited to the general public. If you were to ask 100 test riders, most would probably agree that the Multistrada is more powerful. But the majority would also likely mention that the GS is a bit more laid-back and less eager to shift. In practical terms, this aspect is probably more important to many riders than setting a new record time on the mountain pass.

In this regard, satisfied Enduro customers can rest assured about their dream bike. For those who have a deep affection for their Enduro, they are still riding the perfect bike. However, if the Enduro doesn't quite ignite your passion and you are seeking something new, the Multistrada emerges as the top contender for a worthy alternative. It may have taken some time, but comparison tests with touring Enduros are now truly thrilling!

Unfortunately, for this comparison test, we were unable to get the new Ducati Connect app, including map navigation, to work on the sleek Multistrada display with Android (Huawei P30 Pro). However, our colleague Poky was able to test the map app on iOS and gain some initial experience. The app is already available in the app stores, but getting it to function properly can be quite tricky. We will keep an eye on the situation and provide updates in the next long-term test report with the Multistrada. Ducati is currently working on fixing bugs for the Android version. In comparison, the BMW Connected App, which is now reliable and well-developed, stands out. However, once the Ducati solution is stable on all platforms, it will definitely be an intriguing development.