2022 Big-Bore Adventure Shootout

[Hugh Janus]

Harley-Davidson’s Pan America 1250 Special is a new addition to the big-bore adventuring-touring segment and is looking to knock the BMW R 1250 GS off its throne as king. Ducati has every intention of doing the very same thing with its all-new Multistrada V4 S. This is shaping up to be one serious ADV showdown, indeed. (Jeff Allen/)

We had big—no, huge—plans for a big-bore adventure shootout. This included five national parks, numerous state parks, camping off the bikes, and long miles each day. And then an experience common to most ADV owners came to be for us as well.

Everyone has dreams of long journeys on their large-displacement rigs. But the reality is that getting more than a long weekend in can be incredibly challenging. As it turned out, some in our group couldn’t be gone for a week or more. Others got COVID. Some test units became unavailable due to supply chain issues. So we settled on a shorter test: three days of intense riding in Southern Utah, a land crafted by the gods for adventure motorcycling.

There’s nothing like loading up the panniers on a big ADV rig and setting out for a long weekend, and the three machines we chose for this test all do the job of crunching miles and finding new sights. Yet they go about it in very different ways.

No big-bore ADV comparison test can even be considered without our first bike, the BMW R 1250 GS. Simply put, it is adventure motorcycling. Close your eyes, think ADV, and you’ll see a GS. BMW has ruled the segment for so long, it’s almost surprising that riders don’t say “let’s go GS-ing.” Our particular test unit was a 2021 R 1250 GS-40 Years Edition GS, a long name for a long history of rally-inspired travel.

BMW’s R 1250 GS is the ruler by which all big-bore ADV motorcycles are measured. (Jeff Allen/)

Ducati’s Multistrada V4 S is the spiciest meatball in the ADV world. Ducati launched the Multistrada in 2003, and it’s constantly evolved and improved through the years. Now, 19 years on, this 2021 model has V-4 power by way of Ducati’s Panigale superbike, but with conventional valve springs for long valve-inspection intervals (a remarkable 37,260 miles, to be precise). Even without desmo, the V4 S is the superbike of the ADV world. But that doesn’t mean it can’t go off-road with confidence. Multistrada means “many roads” in Italian, and Ducati means it, especially with this latest generation.

New for 2021, Ducati’s Multistrada V4 S has the most power in this matchup. (Jeff Allen/)

Harley-Davidson shocked adventure-bike fans when it first teased its Pan America concept in 2018. Three years on, the 2021 Pan America 1250 Special hit the market and was favorably reviewed after our first ride. It’s no pretender to the segment; it has the required equipment for all things big ADV and even a few tricks up its sleeve. Don’t think pushrods and a potato-potato soundtrack; an all-new 60-degree DOHC V-twin powers the Pan Am with a character that is both modern and powerful. It’s a new challenger in a fiercely fought arena, and H-D is serious about taking the crown.

Harley-Davidson is a new comer in the adventure touring segment with its Pan America 1250 Special. (Jeff Allen/)

Our test base in St. George, Utah, gave us access to a variety of roads: winding asphalt, fast and smooth dirt, rough-and-tumble two-track, and everything in between, allowing us to ride from a hot and dusty 2,700-foot baseline to a breathtaking 11,312 feet, with bouts of cold rain thrown in. The route would test our patience while moving through the crowds in Zion National Park and test our skills in the rocky and loose terrain of Dixie National Forest. Big miles and long days on the bikes are a must to really understand these three adventure-tourers, so we did the thing.

In preparation for the test we ran each machine through Cycle World’s thorough and rigorous data-gathering process: weighing them, measuring them, running them on our in-house Dynojet 250i dynamometer, and performance testing them at our airstrip test bed. Each step of this portion of testing was executed with each model’s street-focused standard tires on off-road-ready wire-spoke wheels; once this was complete, each brand’s optional off-road-focused tires were mounted and OEM panniers were installed. The BMW and Harley-Davidson strapped on their soft luggage; the Multristrada’s plastic hard bags are its only option, but those come as standard equipment on the V4 S.

Temperatures soared into the triple digits as we made our way through Zion National Park. (Jeff Allen/)

Day one saw an early start into Zion National Park. Traffic was heavy as outdoor recreation has seen a massive boom during the pandemic. Air temperatures climbed to over 100 degrees, providing the first test of the heat management capabilities of these big-horsepower units. Stop and go, stop and go for the next hour as we crossed the park revealed that each bike put out heat when the sun superheated the area, as would be expected. But making power also produces heat. The BMW slowly poaches your toes as the heat wafts off of the cylinders, while the Pan America is set to broil on the right footpeg. And on the Multi, the heat is like Palmolive: You’re soaking in it.

Once free of the gates of Zion, the heat dropped on all of the bikes and it was time to give ‘em the beans. Here on the open road the Multistrada V4 S is king; on the CW dyno the V4 S puts out 143.8 hp at 10,580 rpm, and it is most happy to be spun up in the higher rev range. Do this, and the horizon rushes toward you in a hurry.

Derived from the engine that powers Ducati’s Panigale superbike, the V-4 in the Multistrada is the fire-breathing monster of this test. (Jeff Allen/)

Right behind is the Pan Am’s Revolution Max 1250 V-twin, with 128.2 hp at 9,130 rpm. While it’s not a MotoGP ADV like the Multi, it’s plenty quick with marvelously torquey power delivery, reaching 80.9 pound-feet of torque at 4,340 rpm. For comparison, the Multi puts out 77.8 pound-feet at a much higher 7,410 rpm.

The Pan America is the first model that gets Harley-Davidson’s all-new DOHC 60-degree V-twin, dubbed the Revolution Max 1250. (Jeff Allen/)

Yes, the BMW’s Shiftcam boxer is outclassed in horsepower here with just 117.39 hp at 7,770 rpm, but its torque is top of the heap with 91.5 pound-feet coming on strong. When that happens, there’s a brrrrt! from the exhaust reminiscent of an A-10 Warthog’s 30mm rotary cannon.

BMW’s flat twin is an icon in the adventure-touring world and it’s the best it’s ever been thanks to ShiftCam technology. (Jeff Allen/)

Each machine has a complete suite of ride modes tied to traction control, throttle response, power levels, and ABS, making all of that big-twin power manageable on and off the road. Eco, Rain, and Road are the standard choices for the BMW; our test unit was equipped with the $3,750 premium package option (99 percent of the GS models sold in the US are so equipped) that adds Dynamic, Dynamic Pro, Enduro, Enduro Pro modes for a total of seven. The Multi has four modes: Sport, Touring, Urban, and Enduro. The Pan America 1250 Special gives you a total of seven, with Road, Rain, Off-road, Off-road Plus, and three customizable modes, two for street and one for off-road.

Navigating these modes is fairly straightforward on each model, but the user interfaces for other functions are quite different across the three. Each has a full-color TFT dash, but some are easier to read than others. The H-D ranks last here with some font sizes so small that CW Editor-in-Chief Mark Hoyer described it as an “eye test for those with better than 20/20 vision—at speed.” Optometric issues aside, the H-D dash is bright and clear. Ditto for the Mulitstrada and BMW, with the GS being the easiest on the eyes. However, the big Beemer is maddingly frustrating when it takes five button presses to reset the tripmeter at the gas station. The Multi gave us fits as well until we learned the ways of the scrolling info screen; then all was easy and good.

While the dash is clear and bright, some of the font sizes on the Pan America’s dash are much too small to read easily at speed. (Jeff Allen/)

After running north on Highway 89 through Mount Carmel Junction and Glendale, we turned east and up to the plateaus between Escalante and Kanab, where wide, loose, flowing dirt roads let us play with the off-road modes and fiddle with traction control settings. Modern off-road traction control is a revelation in adventure motorcycling, boosting confidence in the average rider; any bike so equipped becomes friendly and rideable. And the same systems can be exploited by experts to coax insane levels of performance and speed out of the same bikes. Feet up, head over the headbars, elbows out, and sideways at 80 mph, you can only marvel at what a time it is to be a motorcyclist. You can’t help yelling “Yow!! Hot damn!” or “Yeah!” after covering in just minutes a distance that took Mormon settlers an entire day.

Fast and flowing dirt roads are the place where these technologically sophisticated adventure-tourers can really show the merits of lean-sensitive traction control and off-road ABS. (Jeff Allen/)

Here the Harley-Davidson excelled, displaying the most competent cornering while in Off-road Plus. That mode’s power delivery is just the right mix of meaty torque and big power for life in the dirt; rear tire spin-up is predictable and smooth, and when the TC steps in there’s no real indication that it’s limiting spin. You just feel like an exceptionally good rider.

Enduro Pro mode on the BMW is nearly as good, and the torque-rich character out of tighter turns pushes the R 1250 GS forward with authority. The engine’s connection to the right wrist is uncanny when the dirt isn’t rough.

A torque-rich character blasts the R 1250 GS out of corners with excellent controllability—as long as the bumps aren’t too big. (Jeff Allen/)

Ducati’s rocket ship is intoxicating when you can see far enough to let it stretch its legs. Triple-digit speed in the dirt is possible if you’ve got the space, and of course the nerve. In the corners, with the TC turned down to the lowest setting, there is still too much intervention; power is cut too abruptly, causing an undulating tail wag as you screw it on. But my goodness, is it fast.

When the road was smooth, nothing could touch the Multistrada V4 S in terms of speed. (Jeff Allen/)

Cutting across the top of Dixie National Forest on the way to Brian Head Peak (our 11,312-foot high point), smooth dirt gives way to rough, rocky two-track. Here the Ducati surprises with a well-balanced setting from its semi-active Skyhook suspension as it strokes through 6.7 and 7.1 inches of travel front and rear. Pounding though the rocks is controlled, but you do feel the heft and width of the large fuel tank. Throwing the V4 S around is a test of physical fitness in comparison to the BMW, with the latter’s lower center of gravity and generally narrower feeling. It’s not that you can’t get the job done on the Multistrada; it’s just a little more sluggish to react to inputs and has a greater moment of inertia than the other two.

When the going is slow and technical, the GS shines. It seems to balance all by itself even at walking speeds, allowing riders to pick a line and and then pick it apart. When the pace quickens, however, the lack of compression and rebound damping on the Beemer’s Dynamic ESA rear shock kills forward drive, which can be enough to knock it off-line in the most extreme terrain. Up front, 7.5 inches of telelever suspension eats up moderate-sized rocks and potholes, but as with the 7.9 inches in the rear, the bike can blow through that travel quickly at speed if the smoothest path isn’t selected. Both ends feel cheap in comparison to the Harley and Ducati’s semi-active units.

Banging through rough terrain on the BMW taxed the shock’s ability to sufficiently control rebound damping. (Jeff Allen/)

Harley-Davidson has fitted Showa semi-active suspension to the Pan Am; in the off-road stiff setting, it does the best job of controlling wheel action through 7.5 inches of travel front and rear. Even when pushed hard, the H-D moves through the large volcanic rocks, tree roots, and chuckholes found on the winding Duck Creek woods trails with the most composure of the three machines. It will blow through the stroke on G-outs, and will bottom loudly on the skid plate, but both wheels stay in line and on course.

The Pan America felt the most dirt-bike-like when pushed to the limits. (Jeff Allen/)

All three bikes have electronically adjustable preload, with the BMW and Ducati adjusting preload depending on the rider’s selection and according to what’s being carried on the bike. Choices include rider only, rider and passenger, rider with luggage, and rider and passenger with luggage. Harley equipped our test Pan America with its Adaptive Ride Height, which takes automatic preload a step further; the system automatically sets the rear sag to 30 percent, and then lowers the rear suspension when you come to a stop to reduce the seat height up to 2 inches. This means turning around on the trail and stopping on uneven ground is easier on the Pan America than the others. We didn’t have any issue with losing ground clearance at low speeds; anyone who’s concerned about it can take the extra step to lock out the ARH during that sort of riding.

While chasing the sun for golden hour photos along Kolob Terrace Road, our highly talented director of photography Jeff Allen was caught out by a very tricky off-camber turn on his Africa Twin photo-rig. Long (very!) story short, Allen left the road, found some big rocks and was flown off the mountain in a helicopter while we finished riding the two hours back to base in the dark. It was a perfect opportunity, despite less than perfect circumstances, to test the lighting on each bike during a moonless night when the danger of deer entering the path was very real. All three machines have full LED lighting and the spread and quality of light from each is excellent, including cornering light functions. We worried less about the deer and more about poor Jeff’s condition.

Our late night ride also brought protection from the elements into play, and once again all three were strong performers. Heated grips, standard equipment here, kept our hands warm, and adjustable windscreens set at the highest positions cut the wind. The screen adjustment mechanisms of the GS and Multi are well thought out and easy to use; the Pan America’s unit is much less so. Sure, wind protection was solid, but the screen feels flimsy and the adjustment lever is clunky and small. Further, it became hard to move due to dust buildup.

Our brave photographer survived with what turned out to be minor injuries, so it was back to business in Utah. For the next two days we crisscrossed the southern part of the state, logging big miles on the street and dirt.

When it was fast and rough, the Pan America was the bike to be on. (Jeff Allen/)

Weather changes quickly and often during late Utah summers, and we were caught in a thunderstorm by surprise. Water quickly pooled on the gravel roads and gravel soon turned to slippery mud. Here, rear wheel traction control and front tire feel became more important than ever. Each bike’s traction control handled the mud with identical manners displayed in the dirt, but the front end feel was vague all around as we plowed through the greasier corners. Although the Multi weighs only 1 pound more than the BMW and the same as the Harley (604 pounds versus 603 pounds) when fueled, it felt tall and heavy while on the completely saturated earth. A low center of gravity on the GS helped with confidence here, but it still feels hefty especially when sitting down and dabbing your feet in the slow and slick sections. The Pan Am’s narrower tank and solid front-end feel made the constant course corrections and surprises easier as we battled the cold and wet.

As quickly as the rain came, the sun broke through and the road dried. In the curves the V4 S is the king, thanks to its ability to leave the apexes quickly in Sport mode, as the ride is taut and composed. The Pan America also tightens up the ride in Road mode, but not to the sportbike level of the Ducati; things are a little softer and less precise. Select Dynamic on the R 1250 GS and you’ll be amazed with the change in the chassis attitude; preload is increased and the GS gets tipped forward on its nose for quick and extremely light handling; sadly the lackluster rebound damping is an issue here too, and midcorner bumps will upset a finely chosen line.

Covering big miles in the dirt and on the street was a necessity to really understand each of these adventure touring motorcycles. (Jeff Allen/)

All three of these big ADVs are remarkable at covering big distances. For general traveling on the street and mild to moderate fire roading, you would be more than pleased with the BMW, Ducati, or Harley-Davidson. Pushing the limits just a bit further and farther, like we did here, adds separation between the trio and exposes their strong and weak points. At the end of the third day, it was clear which of these big adventure bikes was our winner.

If you want power and speed, the Multistrada V4 S is the number one choice. (Jeff Allen/)

The Multistrada V4 S truly is ready for all roads, but not so much as the Harley-Davidson and BMW. Ducati’s high-performance superbike DNA clearly shines through on the V4 S; if you’re looking to embarrass sportbike squids on the street and then wave “see ya!” as you exit onto dirt roads to the top of the mountain, the 2021 Ducati Multistrada V4 S is the bike for you. Adam Waheed, our third test rider, summed up the Multi best: “Even though this bike is fast and exhilarating, I need a motorcycle that is going to be more versatile than this if I’m looking for an adventure terrain rig.”

BMW’s R 1250 GS has been at the top of the ADV world for years, and it just missed winning this shootout. If the suspension had performed at a higher level, it might have remained the top dog. (Jeff Allen/)

BMW’s GS is of course the gold standard of adventure motorcycling, and the R 1250 GS is an exceptional motorcycle. Its flat-twin boxer engine has character unlike any other offering in the ADV world. It’s almost too easy to ride, and it’s an icon for many reasons. If not for its lackluster suspension performance in the dirt, the BMW might have won. But BMW rested on its laurels just a moment too long, and the new kid on the block cleaned its clock. Not that this clock needed cleaning, necessarily; it’s still a finely crafted motorcycle.

Harley-Davidson has silenced any doubts that it could build a legitimate adventure touring motorcycle with the Pan America 1250 Special. (Jeff Allen/)

But Harley-Davison has done it all in Year One. In its first test, the Pan America has soundly beaten both the odds-on favorite ADV all-time champion and an insanely fun and fast Italian beast. Its lively engine split the difference between the V4′s rev-happy power and GS’ grunt, and simply worked in more situations than the competition. Its suspension was balanced, refined, and controlled no matter the terrain or surface, making it easier when the going got tough. That, above all else, is the most important trait of an adventure bike. What good is a motorcycle if it can get you into trouble but can’t get you out?

2021 BMW R 1250 GS Specifications

MSRP:	$26,307 (as tested)
Engine:	DOHC, air/liquid-cooled, four-stroke flat twin w/ BMW ShiftCam
Displacement:	1,254cc
Bore x Stroke:	102.5 x 76.0mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/shaft
Cycle World	33.43 ft.
Cycle World	139.29 ft.
Fuel System:	Electronic intake manifold injection
Clutch:	Wet, slipper function; hydraulic activation
Frame:	Stressed member, steel trellis
Front Suspension:	BMW Motorrad Telelever 37mm stanchion, central spring strut; 7.5 in. travel
Rear Suspension:	Paralever WAD strut, Dynamic ESA; 7.9 in. travel
Front Brake:	4-piston radial calipers, dual 305mm discs w/ Integral ABS
Rear Brake:	2-piston floating caliper, 276mm disc
Wheels, Front/Rear:	Spoked; 19 x 3.0 in / 17 x 4.5 in.
Tires, Front/Rear:	Continental TKC-80; 120/70R-19 / 170/60R-17
Rake/Trail:	25.7°/4.0 in.
Wheelbase:	59.6 in.
Ground Clearance:	7.3 in.
Seat Height:	33.5 in./34.3 in.
Fuel Capacity:	5.2 gal.
Cycle World Measured Wet Weight:	603 lb.

CW Measured Performance

Quarter-Mile	12.02 sec. @ 117.19 mph
0–30	1.89 sec.
0–60	3.81 sec.
0–100	7.87 sec.
Top-Gear Roll-On, 40–60 mph	2.93 sec.
Top-Gear Roll-On, 60–80 mph	3.05 sec.
Braking, 30–0	35.21ft.
Braking, 60–0	140.50 ft.

2021 Ducati Multistrada V4 S Specifications

MSRP:	$29,245 (as tested)
Engine:	DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft
Displacement:	1,158cc
Bore x Stroke:	83.0 x 53.5mm
Compression Ratio:	14.0:1
Transmission/Final Drive:	6-speed/chain
Cycle World	35.21ft.
Cycle World	140.50 ft.
Fuel System	EFI w/ 46mm elliptical throttle bodies; ride-by-wire
Clutch	Wet, multiplate w/ slipper action; hydraulic operation
Frame:	Aluminum monocoque
Front Suspension:	Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel
Rear Suspension:	Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel
Front Brake:	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ cornering ABS
Rear Brake:	Brembo 2-piston floating caliper, 265mm disc w/ cornering ABS
Wheels, Front/Rear:	Spoked; 19 x 3 in. / 17 x 4.5 in.
Tires, Front/Rear:	Pirelli Scorpion Rally STR; 120/70ZR-19 / 170/60ZR-17
Rake/Trail:	24.5°/4.0 in.
Wheelbase:	61.7 in.
Ground Clearance:	8.6 in.
Seat Height:	33.1 in./33.9 in.
Fuel Capacity	5.8 gal.
Cycle World Measure Wet Weight:	604 lb.

CW Measured Performance

Quarter-Mile	11.58 sec. @ 124.32 mph
0–30	1.80 sec.
0–60	3.63 sec.
0–100	7.13 sec.
Top-Gear Roll-On, 40–60 mph	3.13 sec.
Top-Gear Roll-On, 60–80 mph	3.12 sec.
Braking, 30–0	33.83 ft.
Braking, 60–0	135.25 ft.

2021 Harley-Davidson Pan America 1250 Special Specifications

MSRP:	$24,073 (as tested)
Engine:	DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl.
Displacement:	1,252cc
Bore x Stroke:	105 x 72.3mm
Compression Ratio:	13.0:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	128.2 hp @ 9,130 rpm
Cycle World Measured Torque:	80.9 lb.-ft. @ 4,340 rpm
Fuel System:	Electronic Sequential Port Fuel Injection (ESPFI)
Clutch:	Wet, multiplate slipper/assist; cable actuation
Frame:	Stressed-member alloy steel trellis; forged aluminum mid-structure
Front Suspension:	47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel
Rear Suspension:	Piggyback monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel
Front Brake:	4-piston Brembo Monoblock calipers, 320mm disc w/ ABS
Rear Brake:	1-piston Brembo caliper, 280mm disc w/ ABS
Wheels, Front/Rear:	Anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in.
Tires, Front/Rear:	Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17
Rake/Trail:	25.0°/4.3 in.
Wheelbase:	62.2 in.
Ground Clearance:	8.3 in.
Seat Height:	31.1 in./32.1 in.
Fuel Capacity:	5.6 gal.
Cycle World Measured Wet Weight:	604 lb.

CW Measured Performance

Quarter-Mile	11.73 sec. @ 120.76 mph
0–30	1.82 sec.
0–60	3.57 sec.
0–100	7.45 sec.
Top-Gear Roll-On, 40–60 mph	3.11 sec.
Top-Gear Roll-On, 60–80 mph	2.95 sec.
Braking, 30–0	33.43 ft.
Braking, 60–0	139.29 ft.

Source

[Buckster]

Tym’s favourite magazine. I’m not convinced. 

[Tym]

Big bore...sure was.