Dr. Greg (starr@unm.edu)
I've resisted the temptation to include ANY photos in this comparison, since then it would REALLY take too much of my time. So just text.
I'd heard about the upcoming water-cooled R1200GS for quite a while, of course. I was reasonably happy with the MTS1200S, but there's always room for improvement, right? The local BMW dealer (I've known the General Manager for many years) gave me the keys to their demo GSW and said SEE YA LATER! Just the kind of attitude I like. Before I go any farther, let me comment on two previous test rides I'd taken on '08 and '10 R1200GS's.
The 2008 R1200GS felt very FLAT to me. It had a loud BLOOEY PIPE exhaust which I didn't like, plus the suspension felt stiff (both problems admittedly correctible). After a ride of only about 20 miles, I was grateful to get back on my '06 Buell Ulysses.
The 2010 R1200GS (an LE model, actually) was better than the '08 GS, but my overwhelming feeling was of SIZE (that is, LARGE). I rode for about 140 miles (thank you, Sandia BMW). Got to ride thru some curves, and the handling felt quite stable. Wind protection was pretty good. The engine was uninspiring, but acceptable. Shifting was kinda clunky. I didn't like the BMW cases, but of course that's changeable. This GS was good enough that I gave it my GARAGE TEST: I rode it into my garage and see how difficult it is to turn around (standing to the side of the bike). UGH! It felt VERY large and cumbersome---I sure couldn't see little 5-8, 145 lb moi manhandling this thing. So, while it was better than the '08 GS, I was again grateful to get back on my '10 Ducati Multistrada 1200S.
I remounted the GSW and headed East on I-40 to seek out some twisties (south 14). While on the interstate, I noticed that---for my 5-8 height---the (adjustable) windscreen in the HIGHEST position was ABSOLUTELY PERFECT for me. Zero buffeting, and perfect airstream path (right at the upper portion of my helmet).
Also tried the CRUISE CONTROL (more on that later). It worked PERFECTLY! This is a BIG DEAL to me.
Once in some corners, I was amazed at the light steering, and absolutely NEUTRAL, STABLE tracking of the GSW thru corners. Although this is subjective, I almost preferred the pavement handling of the GSW to the Multistrada 1200S. Hmmm...
During this time the engine was just in the background, purring (snarling?) along doing its thing. The fueling was PERFECT. Could lug it down to 1500 rpm and it pulled smoothly. And it had PLENTY of power.
Dang, I LIKE this bike!. I REALLY like this bike! I REALLY REALLY LIKE this bike!
So---after one evening's consideration---the next day I PURCHASED the one GSW the dealer had for sale; it was grey in color (which would have been my choice anyway; I took that as a good omen). It had most of the options: cruise control, heated grips, PRO computer (or whatever they call it). Just what I would have ordered (didn't really want spoke wheels). I'm HAPPY!!
And 12,000 miles later I'm EVEN HAPPIER!!
I'll consider the engine, transmission, and final drive separately.
However, passing other vehicles is not the ONLY thing I do when riding (unlike some people). The Testastretta-11 mill makes a ton of power, but it suffers a lack of tractability. Specifically, it is prone to surging. Mine wasn't TOO bad, but it was quite noticeable. Below 4,000 rpm (who besides Dr. Greg ever rides an 1198cc Ducati below 4,000 rpm?) it just wasn't happy.
New fuel maps came out (which I had installed) which DID help the surging, but at the expense of fuel economy. Now I don't care about MPG that much, except as it affects RANGE. And in rural New Mexico there are places where it's 150-200 miles between fuel stops (rural Nebraska, too---DAMHIK). So it was a tradeoff. Although judging from the accumulated miles I've seen on most MTS12's for sale, not many ride them very far.
Yeah, the Testastretta-11 1198 makes a TON of power above 6,000 rpm, but (at my age) I don't spend a lot of time in the upper RPM ranges. I like to relax, and cruise along at reasonable speeds, with a bit of SPIRITED riding now and then, of course.
BTW, the Testastretta-11 1198 didn't use a DROP of oil in the 50K miles I rode. Nice.
3.1.2. GSW. Although the 1170cc boxer engine doesn't make the absolute POWER of the Testastretta-11, it sure seems to be a lot more friendly. The fueling is virtually PERFECT---on a par with my 2000 Aprilia Mille RSV. It is smooth and responsive at any RPM, and has PLENTY of power for my riding style. It is happy doing anything you want: lugging down while climbing a gnarly fire road, zipping thru the gears thru the canyon twisties, droning along all day on the interstate.
It starts quickly (the GSW starter motor seems much STRONGER than the MTS12), never SPUTTERS when cold, seems to warm up quickly. In the type of riding I do, it seems a little more economical than the Ducati, i.e. I have a little more RANGE with the GSW than with the MTS12.
There's not too much more to say about the GSW engine. Mine has been ABSOLUTELY bulletproof so far. And it, too, hasn't used a DROP of oil. Nice, especially with the checkered history of GS oil consumption. I LOVE the new GSW boxer engine...it's perfect, IMHO.
Oh yeah, one more thing. The Multistrada cooling system always annoyed me: in low ambient temperatures (30-50 deg F), the indicated engine temp would never get beyond 140-150 deg F. Other owners reported similar behavior. That's the whole purpose of a THERMOSTAT---to regulate the coolant flow to let the engine warm up to its proper operating temp (usually 180-190 deg F) even in cold weather. The GSW cooling system seems to work properly---the GSW engine warms up to the 180 deg F temps in all conditions. That's the way it should be...
3.2.2. GSW. I would not call the GSW gearbox quite a SNICK-SNICK gearbox, but NEITHER would I call it a CLUNK-CLUNK gearbox. Somewhere in between, perhaps biased toward the SNICK-SNICK side (maybe SNICK-CLUNK?). The throws are a little longer, but shifting has been very positive. And I've had ZERO FALSE NEUTRALS in 12K miles of riding. The GSW tranny is perfectly fine, IMHO. And thank you, THANK YOU, THANK YOU for a multiplate wet clutch!! The clutch works perfectly: easy to operate and feels very positive. This easier-to-access wet clutch was one of THE new features that first interested me in the GSW. Kudos to the Panzerhead engineers.
3.3.2. GSW. With my aforementioned irrational LOATHING of chains, you'd expect that I'm tickled with the SHAFT final drive on the GSW. And you'd be ABSOLUTELY RIGHT! I do love it. Yes, I'm aware of all the past FD failures, so I guess we'll just have to see. But I CAN'T TELL YOU how nice it is not to mess with a chain. I LOVE this aspect of the GSW.
I'll consider the handling on pavement and dirt separately.
4.1.2. GSW. It may come as a shock to you, but I feel (and I'M writing this comparison) that the pavement handling of the GSW is EQUAL to the Multistrada 1200S. It turns in darn near as quickly, and---if anything---feels even MORE STABLE. Very, VERY confidence-inspiring. The electronic suspension settings are very noticeable, and work well. I love this suspension. Note that the GSW doesn't have as FINE RESOLUTION in suspension settings as the MTS12S, but it ends up working just as well, IMHO.
4.2.2. GSW. The BMW R1200GSW is NOT a dirt bike, either (IMHO). However, with the 19-inch front wheel (and probably the geometry of the chassis) it feels noticeably more comfortable off-pavement. Soft terrain is fatal to either of these too-heavy beasts (at least, in the hands of Dr. Greg), but on decently hard terrain I feel reasonably comfortable on the GSW. Most of my off-pavement riding is on hardpack 2-track fire road heading to some campsite, and the GSW handles this quite satisfactorily. Also, it appears to be able to take a drop with less damage.
4.3.2. GSW. The GSW FRONT brakes work very well, maybe a bit more lever pressure required than the MTS12. The GSW REAR brake works PROPERLY! Finally, I've got a bike with a rear brake again...whew!
This is a BIG DEAL for me. As a DIY-er mechanical engineer, with a fairly well-equipped shop, I actually ENJOY performing most routine maintenance. I become familiar with the bike, and if there's a mistake, I know who to blame. I suspect many of you are similar.
5.1. Ducati Multistrada 1200S. The GOOD NEWS is that the maintenance intervals on the MTS12 are finally reasonable, e.g. 7,500 miles for oil change, 15,000 miles for valve check, timing belt replacement, etc. The BAD NEWS is that the bike is incredibly difficult to work on (unlike my [desmo] '92 Ducati 900SS). It took me an entire day to remove the Tupperware, and then I was finally stymied (for good) in removing the airbox. And I did have the Factory Service Manual (available when I got the bike). The packaging on this thing is pretty DENSE and accessibility is poor. I finally GAVE UP and bought a 3-year Maintenance Contract from my local dealer for $2,000. Considering the amount that I ride, that's a VERY GOOD DEAL But I'd prefer to do my OWN maintenance. Of course I still did my own chain, tires, etc.
5.2. BMW R1200GSW. The maintenance intervals are actually slightly shorter on the GSW (6,000/12,000 miles) than the MTS1200S. And I STILL haven't received the Factory Service Manual (ordered in June 2013 when I bought the bike...c'mon guys). However, ACCESS is a WHOLE LOT EASIER on the GSW than the MTS1200S, and we have the JVB Maintenance DVD available. So once again, I can do my own routine maintenance! Since the bike will turn 12,000 miles next week, I'll be doing that fairly soon. Thanks, JVB!!
Maybe this shouldn't be a separate category, but I've got a few things to say...
6.1. Ducati Multistrada 1200S. The GOOD NEWS is that I feel the designers of the Ducati Multistrada 1200S did a MASTERFUL job of fitting the silencer close to the wheel, and low enough that it's out of the way somewhat. Of course there's the huge, ugly PLENUM underneath (that does most of the silencing, BTW). The BAD NEWS---IMHO, of course---the SOUND of the Testastretta 1198 is not all that great---it reminded me of my lawnmower. My old 2-valve '92 900SS sounds MUCH better. The Testastretta-11 1198 doesn't sound all that great even with a BLOOEY PIPE (again, IMHO). The OLD bevel-drive desmos are the ones that REALLY sound good! All MHO, of course. Kinda like my old solid-lifter 289 Ford V-8 in my '65 Shelby GT-350 Mustang sounds WAY better than BRAND X turbocharged I-4. But I digress...wish I hadn't sold that car.
6.2. BMW R1200GSW. The GOOD NEWS is that the exhaust note of the GSW sounds pretty sharp, IMHO. I usually start the engine with my earplugs already inserted (and helmet on); the rare occasions when I start it w/o earplugs, I'm always pleasantly surprised at how good it sounds. The BAD NEWS is that MONSTROUS muffler hanging along the right side. It sticks out so far, the Touratech pannier mounting racks are offset to the right side (I fit a smaller case on the right side for that reason). C'mon, Panzerhead engineers, let's shrink the thing down!
I'll include the electronic suspension setting here.
7.1. Ducati Multistrada 1200S. The LCD dashboard display contains a lot of information, but I could read it all OK. Never liked the BAR GRAPH style of tachometer too much, though. The array of suspension setting for all four riding modes is, um, a bit OVERWHELMING. I did the best I could at setting for my weight, etc., but there's just SO MUCH... I found the throttle return spring to be too stiff, but I have small hands. I first fitted a Kaoko THROTTLE LOCK, then a real CRUISE CONTROL (discussed in next section). The 3-position HEATED GRIPS on the MTS12 work WONDERFULLY---plenty hot! After a day of heavy rain in Kentucky, the heated grip SWITCH on the MTS12 quit working. When it dried out it came back. C'mon, let's get some better switchgear.
7.2. BMW R1200GSW. The LCD dashboard is generally adequately visible, although a few numbers (forget which) are a little small. Fuel gauge seems quite accurate. Pushbuttons are easy to work, and thankfully the turn signals are now NORMAL. Throttle return spring is easier (thank you), but---even better---there's a CRUISE CONTROL. I like the ANALOG speedometer and tachometer better, although I usually obtain speed from my GPS. My bike came wired for the BMW GPS, but I didn't like it, so I disabled it and fitted a Touratech mount for a Garmin Montana (which I had also used on the MTS1200S). The 2-position HEATED GRIPS are (IMHO) not as hot as I'd like. C'mon guys, add a 3rd level... After some heavy summer rains in New Mexico, the cruise control RESUME control became intermittent...but it's pretty much fixed itself. C'mon, let's get some better switchgear.
But the Ducati Multistrada doesn't HAVE a cruise control, you say? I beg to differ...
8.1. Ducati Multistrada 1200S. After owning the MTS1200S for a couple months, I realized---why does a bike with TOURING in its name, and RIDE-BY-WIRE throttle NOT HAVE A CRUISE CONTROL? The pieces are ALL THERE. In the Western USA, a cruise control is VERY useful, and increases comfort (for me) greatly. And---IT'S JUST SOFTWARE! That drove me NUTS. I originally fitted a Kaoko throttle lock, but knowing that EVERYTHING is there for a REAL CLOSED-LOOP electronic cruise control just...well, you know. And I'm even a control systems engineer! Fortunately, WAYNE (who is a genius) at Oz company TUNEBOY, offered CRUISE CONTROL SOFTWARE that could be flashed into the ECU by the owner. I purchased this immediately and installed it. After a couple glitches, I got it working. The problem was, the CONTROL GAINS weren't QUITE tuned properly, and the cruise control would HUNT a bit. Still, much better than nothing. Whew!
8.2. BMW R1200GSW. The GSW comes equipped with a proper CLOSED-LOOP CRUISE CONTROL that works PERFECTLY!!! Thank you, THANK YOU, Panzerhead engineers...
Both bikes are TOO HEAVY! The MTS1200S tipped my scales at 520 lb fully wet. Haven't weighed the GSW yet, but it's a little heavier. C'mon, engineers, let's make these things lighter!
Thanks for reading all this...
--Doc