Crossover bikes – Caponord 1200, S 1000 XR, Multistrada 1200, Versys 1000 & Tiger 1050

Enduro + Sporty = Crossover bikes: uncomplicated in everyday’s use, comfortable on tours, and sporty spirit. We test the Aprilia Caponord 1200 Travel Pack, BMW S 1000 XR, Ducati Multistrada 1200, Kawasaki Versys 1000 Grand Tourer, and Triumph Tiger 1050 Sport.

In the past, when nobody trusted anybody above 30, computers were but an oddity, and fishermen still took something out of their nets, the motorcycling world was still in order. The old order, however, resting on well-established categories – Sport bikes, Tourers and Enduros, is being seriously challenged today. Why is that so? For one, there is an onslaught of powerful touring Enduros, with 158 HP and speeding past 250 blur any category borders. Their offshoot, with pure road tires on 17-inch cast wheels, are now called Crossovers. In very much the same way, our five test subjects carry a mixed DNA: Enduro and racy Sport bike. Although they have renounced to rough terrain operation, they combine the best of two worlds. Tough, strong enough to deal with everyday life’s chores, gently when going on tour: Aprilia Caponord 1200 Travel Pack, BMW S 1000 XR, Ducati Multistrada 1200 Kawasaki Versys 1000 Grand Tourer and Triumph Tiger 1050 Sport.
Long spring deflection, wide, high handlebars and potent engines make it possible. The seating position is upright and high but always ready for the power onslaught. At least one-litre displacement and from 118 HP – Any questions? A delightful trip quintet, sportive, comfortable all-rounder: Two V-twin-cylinder (Aprilia Caponord 1200 and Ducati Multistrada 1200) will compete with the three-cylinder of the Triumph Tiger 1050 Sport and two four-cylinders (BMW S 1000 XR and Kawasaki Versys 1000). All fitting chain drives. Kardan is only available with the heavier 1200 with 19-inch wheels at the front: GS, Crosstourer or Super Ténéré, and the same goes for spoked wheels. But not here and now. For this comparison test, we’ve chosen the Bavarian Forest.

 

The guesthouse owner drives a Ducati Multistrada 1200 S

First experiences on the journey are behind us: The Hallertau, the largest hop-growing region of the world, the Danube to the west and east of Regensburg, and the picturesque village of Falkenstein, where we spent the first night. The night falls down on the Bavarian Eisenstein, just meters away from the Czech border. It’s the evening before the holiday, and all accommodation options are fully booked. All of them? No! A committed Hotelier always does what it takes for his guests: Ewald Liebl, the “Fischerwirt”, magically finds room for five. Motorcyclists are always welcome here.
Ewald himself owns a 2015 Ducati Multistrada 1200 S. How fitting: In our test, we covered the Standard Multistrada provided by Ducati Germany. It seems a good time to fire up a hearty barbecue with beer and motorbiking talk at the “Fischerwirt”. And talk shop on the BMW S 1000 XR. It is the fourth model of the powerful 999 cm3 four-cylinder. It delivers a nominal 158 HP. Sure thing, because the Roadster S 1000 R relies on BMW’s modular basic design and engine. Complemented by a stronger alternator and a voluminous muffler.

 

The BMW S 1000 XR delivers a powerful kick, but it can also be stressful

The BMW chassis itself did more about it. A modified aluminium bridge frame with flat stationary steering head, more lag, longer wheelbase, and an extended aluminium swingarm fit for “Adventure Sports”. Having said that, fitting the BMW S 1000 XR with a more stable, longer rear frame, and an enlarged spring deflection would make it more suitable for adventure, as well as passenger-friendly. If we’re allowed the categorisation, this is what one might refer to as Trans-Sport. The Triumph Tiger 1050 Sport, with 150 and 140mm of spring deflection respectively at front and rear, is the opposite: Possibly too much for a sportsbike, moderate if not scarce for a Tourer. Our Aprilia Caponord 1200 and Ducati Multistrada 1200 provide 170 millimetres on the fork – and the latter also on the strut.
Aboard his Ducati Multistrada 1200 S, Ewald shows us his home track around the Great Arber. The four-cylinder in the BMW S 1000 XR awakens with a hoarse barking. It is the sound of speed: The motor reacts aggressively and snappy to the throttle. From idle to just under 12,000 rpm, the Bavarian blast plays always a beautiful tune. Almost too good to be true. For all its smoothness, the cable clutch with the single, non-adjustable hand lever feels somewhat “digital”. Either on or off. The long, first gear engages with an abrupt switching blow. BMW’s optional shift assistant for up and downshifting will free the clutch hand and help you concentrate on your riding – always a worthwhile experience. You get used to it.

Driving dynamics put the BMW S 1000 XR in a league of its own. With sustained power in sixth gear, it offers just unbelievable thrust from 6500 rpm. Its actual 168 HP and 118 Nm propel you towards the horizon in a flash. This power output, delivered by the smallest motor in the line up, is just astounding. But do we even need that when touring? We’re here to enjoy ourselves and relax. The BMW is the perfect stimulant- seems to crave speed without letting up. Inspiring for sure, but always demanding. While the fast S 1000 XR delivers a powerful kick, it can also be stressful, depending on the driver’s nature, mood and surroundings.

 

The high rev count seems a little out of place

Immersed in nature, this high revving seems slightly out of place. On the BMW 1000 XR, the foot often probes for a seventh or even eighth gear. This leaves you exposed to the irritating, continuous vibrations of the XR four-cylinder engine, especially from 5000 rpm, and in the region around 100 km/h. Tank sides, pegs and grips tingle annoyingly, despite rubber-mounted handlebar bucks. And fingers go numb. This engine runs rough albeit in a smart, controlled fashion. The ultra short-stroke BMW is a real powerhouse and a blast of a bike.

The Kawasaki Versys 1000 is and makes you feel well-balanced

The Kawasaki Versys 1000 confirms that four-cylinder machines can do things differently. One can barely hear its humming with other running motors around. The Versys 1000 comes to us as a fully-equipped Grand Tourer version with suitcase, topcase, gear indicator, additional lights, and so forth. The engine purrs like a mellow kitten – indeed a good sign! The four-cylinder feels like the whole bike: A real road buddy. The engine responds gently to throttle hints, drives wonderfully smooth, accepts 30 km/h in sixth gear without throwing a fit (only to show its potential), pushes cleanly from idle, and quietly purrs its way up to the upper range. While switch-off is hardly necessary, it poses no problem when it happens. That is a sacrificial, cast Japanese obligation.

No other engine – except for the Triumph Triple – delivers its power as evenly and predictably, even in the snappier F mode (“Full Power”). Unlike the BMW, Kawasaki provides the Versys 1000 with a longer gear ratio compared to the Z 1000. The lower speed level and less pronounced short-stroke design compared to the BMW S 1000 XR fit perfectly the gentle giant Versys. Very much like its smooth, well-controllable anti-hopping clutch. Striking: The retrofit gear indicator reacts slowly – it lags – and shows nothing when the clutch lever is pulled. The Kawasaki Versys 1000 experiences minor vibrations when decelerating. Overall, it works as a relaxation programme on two wheels, designed as balanced as it drives. A Kawasaki, which could pass off as a Honda by its character.

 

The Triumph Tiger 1050 hisses, spits and grumbles

By contrast, this will rarely happen with a three-cylinder Triumph. Riders shout in exhilaration as 123 HP Triple drives off. All that hissing, growling and roaring, like a deer in the autumn, gives you goose bumps and is notably more subtle than that of the BMW S 1000 XR. Sound meets character, with a power curve which seems drawn with the ruler, no dents whatsoever. The golden mean, a bridge between two and four cylinders. Unfortunately, the elastic drilling of the Triumph Tiger 1050 Sport becomes the weakest one past 5,000 rpm. And with the many uphill downhill passages in the Bavarian Forest, its harsh throttle response when revving up is somewhat annoying. It drags its feet around the apex of the curve.
The switch lever, mounted too far down and on the inside at the factory, is annoying. The addition of a notchy, hard-switching gear does not help the Triumph Tiger 1050 Sport in this department. In principle, the three-cylinder represents the state of the art of motorcycle construction five to ten years ago: No traction control, no gear indicator, no different engine mappings. Of course, Triumph does not seek to be a technologically leading brand.

 

The Aprilia Caponord 1200 is confident in the upper half of the rev range

Here comes the 54-time World Champion and Ride-by-Wire pioneer Aprilia. It seems logical that the Aprilia Caponord 1200 Travel Pack features three different driving modes (Touring, Sport and Rain), and a three-stage, switchable traction control. Like the Triumph, the 90-degree V2 delivers 123 HP of nominal power, while its bore / stroke matches that of the Ducati: Mighty 106mm piston with a short 67.8 mm stroke (Ducati: 67.9 mm). And this yields a hefty 1197 cm3. Despite – or perhaps because of it – the V2 runs real round in the upper gears until 3000 rpm. This demands some occasional downshifting. A new exhaust manifold improved by sophisticated flow (Helmholtz resonator) drives up the torque.

Nicely confident in the middle range, the Italian twin-cylinder flies past the 100 Nm mark from 6000 rpm. The Aprilia Caponord 1200 mutters away discreetly at partial load in urban traffic, only serving hefty punches from the exhaust and airbox when revving up. And with low-frequency pulsing as the matching side-order. All in all, it’s a motor designed to stir emotions.

 

The Ducati Multistrada 1200 consumes fewer than 5 litres

This applies a fortiori to the Ducati Desmo V2. The 2015 model runs smoother. Compared to its predecessor, the throttle response feels softer, and the engine moves better in the lower range without jerky chain pulling. This results from the DVT – Variable Valve Timing (valve timing adjuster at all four camshafts). What is the price of further refinement? Now, the V2 of the Ducati Multistrada 1200 does not run off past 3000 rpm as brutally as before, and even shows a slight torque slump between 4000-6000 rpm. Regardless, it remains the most powerful of all engines up to nearly 9000 rpm.
As Ewald rightly stated: “When it comes to drivability, the new Ducati 1200 beats the 2010 model hands down”. “And its engine sounds like the fire brigade when revving up”, underpinned by fiery V2 staccato. Not surprisingly with 148 HP at your disposal. If that doesn’t move you, you are most likely dead. The four driving modes – Sport, Touring, Urban and Enduro – feel quite different. They control throttle response from aggressive to soft, power output (full or reduced to 99 HP), eight-stage traction, as well as wheelie control and three ABS stages. Not bad, uh?
The test Ducati Multistrada 1200 was indeed a frugal customer: Like the Kawasaki Versys 1000, it contented itself with less than 5 litres per 100km, as we drove relaxedly on the highway. Welcome to the new Ducati.

 

The BMW S 1000 XR consumes the most fuel

And bringing up the rear is the newest of the bikes, the S 1000 XR. Its takes almost one extra litre of fuel. It’s amazing how haste has changed the otherwise balanced BMW. After all, you need fuel to run the world. Later, on the way back to the west, the BMW easily swallows 9 km per 100 km on fast-paced highway stages. Regardless, you will hardly reach -let alone exceed- its 250 km/h top speed on bridging day trips or daily commuting. But that’s all in the distant future. Right now, we still have endless winding roads ahead of us.
Bavaria is a little like the US: a bit peculiar, very patriotic (white-blue flags everywhere) and blessed with great scenery. Simply different than the rest of the world. Equally distinctive is the Crossover trendsetter Ducati Multistrada 1200. It has a characteristic Multi feeling to it. For example, the deep-set seating position and wide handlebars, close across your chest, allow an intimate connection with the bike. Still, it is not as compact as the previous model – “so huddled”, in Ewald’s words. In any case, the Duc also fits riders over 1.80m as a glove. But the bottom line is still the driving experience! Even a blindfolded rider would recognise it.
The Ducati Multistrada 1200 steers ever so lightly, while daringly carving tight lines. Everything appears as light and easy as on a mountain bike. Apex after apex, it takes them all in a playful way, with no trace of shakiness. Even in fast, S-shaped bends, the 1200 remains wonderfully neutral. At some point, it feels as if you could pull a no-hands stunt with the Multistrada, as if this bike allowed anything. Funny enough, the Duc is by no means the lightest of the quintet: 247 kilos. The Pirelli Scorpion Trail II are current test winners, and help the machine run light on its feet. The security this bike conveys at the deepest lean angles is nothing short of amazing. And also when turning on the spot.

Standard Multistrada and S-version

Together with the Kawasaki Versys 1000, the standard Multistrada offers the highest suspension comfort. Not surprisingly, Ducati’s chassis swings notably during sporty driving. The upside-down fork and shock absorber fail to exploit the deflection in full due to excessive negative spring travel. During braking, the front dives deep, finding little resistance in its way. Springs are thus fully preloaded, and damper valves tightened further. For our peace of mind. Nevertheless, the switchover to Ewald’s 1200 S – 2000 Euro more expensive – is a real eye-opening experience. Besides a semi-actively controlled suspension, it packs Brembo monobloc brakes, the colourful TFT display in the cockpit, and bright LED headlights.
Therefore, the “S” it rightfully bears should stand for “sporty” or “superb”. Hard to tell both Ducatis are indeed sisters: While the Ducati Multistrada 1200 rides relaxed and homely, the S runs crispier, with an sporty edge to it. With it e-chassis Skyhook, however, it sits tighter on the road, and a tad less comfortable. It remains nonetheless stable under braking, especially when level. Its brakes deliver a stronger bite, the effect and sensitivity of which can be clearly felt. Both feature cornering ABS. In short: The S feels sharper and more transparent, providing superior feedback and a bit more steering precision. Tourists are happy with the standard Multistrada.

 

The BMW S 1000 XR is weakest with regard to comfort

But let us go back to the actual test line up. The BMW S 1000 XR comes standard with two driving modes: Rain and Road with 146 and 158 HP respectively. Like so many things at BMW, you’ll have to dole out some extra cash – 990 Euro – to take home two additional “Pro” driving modes, which provide lean angle-dependent dynamic traction control DTC, and cornering ABS Pro. Already in Road mode, the S 1000 XR proves to be a firebrand. The additional Dynamic mode even allows small wheelies. The non-adjustable steering damper feels somewhat harsh, and its sluggishness forces riders to fight certain steering resistance. It might even seem unresponsive for a brief moment. And always less handy than the Ducati, despite its -lower weight – 242 kg – without the new, practical system case.
On the contrary, its razor-sharp steering precision is simply outstanding. Thus, the BMW S 1000 XR runs with unwavering neutrality around curves of any radius, right on the chosen line. Sensational. And it feels stable beyond belief. In fact, the XR drives exactly the same solo or with a passenger. What is more, the passenger is not plagued by irksome vibrations, which is indeed the case of the Ducati Multistrada 1200. Even if the optional semi-actively controlled spring elements of the BMW dampen and iron out most unevenness, these are by no means “packed in cotton-wool”: Even in the softer Road setting of the ESA, the basic setting seems fairly harsh, while providing outstanding feedback in return. Building trust in this way comes at the expense of comfort. The machine is brilliant for fast-paced, sporty trips, but must make compromises when touring. The BMW S 1000 XR is a supersport tourer, not a rolling sofa.

S 1000 XR vs. the neighbour’s S 1000 R

Ewald’s neighbour has a BMW S 1000 R. Replaced at the drop of a hat to better classify the BMW S 1000 XR: The naked bike offers superior handling and a more direct ride, along with a better feel for the front wheel. Its suspension is more comfortable: The Roadster R, which is acoustically even louder, drives with a softer damping setting, while braking requires less hand strength. But only the rough and sporty XR offers genuine touring skills with its half-cowing, luggage option and the adjustable, suitable protective shield. The XR seems quite high for smaller riders, who must balance on their tiptoes. Watch out when turning! The sport seat supplied features standard height (84cm specified, 85 cm measured). To accommodate other builds, BMW provides flatter or higher benches, as well as a chassis lowering kit.
The Aprilia Caponord 1200 is also built relatively high. Surprisingly, footrests hinder the placement of the rider’s legs. With 260 kg – including standard suitcases, the Caponord 1200 Travel Pack is the heaviest machine and demands focused riding. The almost excessively wide handlebars provide good steering capabilities. The “Capo” rolls around in style, swinging comfortably through the Bavarian winding backcountry. The intelligent e-chassis (Aprilia Dynamic Damping, ADD) puts up a valiant effort to offset any glitches. The front and rear damping automatically adjust to road conditions in five basic levels.

Aprilia Caponord with the longest range

The spring preload on the diagonal right strut allows four-level electronic adjustment, which may even be payload-dependent: If the passenger gets on, the computer re-adjusts accordingly. During rebounding, however, the strut quickly shoots off again. Can an adaptive suspension be underdamped? Where the BMW S 1000 XR is too tight, the Aprilia Capo Nord 1200 is too soft. As you hit a bumpy section while cornering, the Caponord tends to jack-knife a little, as if front and rear hands worked independently. In stage one, the compression level is low, and the machine works the suspension hard when exiting corners at speed. Stage five, the hardest damping level, brings more balance to the chassis. Aren’t the sport tyres Pirelli Diablo Rosso II – the same tires as on the BMW – a good fit for the Capo? The Capo always used to carry Dunlop.
The brakes of the Aprilia Caponord 1200 will slow you down effectively – despite the somewhat muddy pressure points – at par with the Ducati Multistrada 1200. High stoppies are common when emergency braking with a passenger, as the front brake can be blunt before lightly fading. Watch out when throttling up: Driving solo, the main stand touches down hard; with a passenger, the exhaust also grinds on right curves. Since threatens levering. Given the rather complicated installation of the cases, you must place the rear silencer in a lower position. The loaded Aprilia sways notably on the highway. After all, the most voluminous tank (24 litres) before the Kawasaki Versys offers the longest range: up to 436 kilometres. Switching the assistance systems is far from intuitive. You can use the Aprilia app to dock your smartphone and connect to the on-board super computer, which lists and stores all possible parameters. Brave New World?
The 244 kilogram Triumph Tiger 1050 Sport is not a handling wonder. In fact, it added another 14 kilos with the lead-heavy, “fake-giant” case: Big on the outside, small on the inside. The Tiger Sport looks a little stiff and cumbersome, slower than the other four machines. Its rear sinks deep, and the pressure on the front wheel, with its large, negative spring deflection, appears insufficient. Thus, it would be better to have full preload – both front and rear. That would make it more manageable. Even better: A spring with a harder characteristic, combined with greater damping adjustment options. Riding over bumpy sections, there is a clear pumping beneath but the wild cat rights itself. Steering impulses demand some vigorous effort due to the quite narrow handlebars.

 

The Triumph Tiger feels like it understeers

The Triumph Tiger 1050 Sport feels like it understeers, as if the front did not enter the curve enough. This, of course, is not what we call steering precision. Especially as the feedback when leaning hard – to which the Pirelli Angel ST openly invites – could be greater. Riders become increasingly aware of the lack of traction control. On the other hand, the Tiger’s seat is comfortable, quite suitable for touring, albeit the position feels somewhat straddled behind the protruding tank. The turning circle seems overblown; chain maintenance is tedious, and fits no optional centre stand. Brilliant at night: The current multi-reflector headlight is significantly brighter than that featured by the original Tiger.
“My bike, my castle” – The Kawasaki Versys 1000 exudes this feeling from the outset. Despite (or because of?) its hefty 256 kilograms, which tops 264 with the practicable suitcases, you feel wonderfully safe. The 2015 model fits a harder rear spring although damping is softer overall. That works for us. Now, spring elements can sensitively iron out bumps and frost damage. And the plushy seats front and rear have almost Sofa armchair qualities. Comfortable but not complacent, the heavy juggernaut corners wonderfully round and uniform. Raster fittings on footrests start ploughing asphalt furrows before you know it; the three-stage traction control operates with extreme precision.

The Kawasaki Versys 1000 is the best touring model

The Kawasaki Versys 1000 Grand Tourer corners exceedingly well and presents much improved looks without the former Cyclops face. It consistently delivers loads of driving enjoyment, with neutrality and predictability. The Bridgestone T 30 tyres with special identification “F” cost the current Versys model a little steering precision. Very stringent paces are not their thing. In the 2015 model, the braking system comes well-equipped with the new Bosch ABS. Its tendency to stir slightly beyond 190 km/h can be easily excused, especially if we consider Kawasaki’s recommendation: Do not exceed 130 km / h with suitcases. As a truly dynamic Tourer, the Versys is the best holiday vehicle of this comparison.
Bottom line: The nerdy Bavarian BMW S 1000 XR pulls clearly ahead of the pack in MOTORRAD’s comparative test. This result, however, may be slightly conditioned by its ever demanding engine, possibly not the most suitable for a tourer bike design. It should run smoother anyway. Thus, Ewald Liebl stands by its Ducati Multistrada 1200 S. When touring, the Standard Multi is a very convincing machine. For their part, the Aprilia Caponord 1200 and the Triumph Tiger 1050 Sport stressed other aspects of their personality. The Caponord, for example, would run even more balanced as a “Rally” travel Enduro with a different geometry, and the Tiger starts to get a little old. Either way: Crisscrossing with crossover machines through the Lynx reserve of the Bavarian Forest is an outstanding experience.