[s98anderson]

I have a 2012 MTS Pikes Peak. Best bike I’ve ever ridden and owned. I have hard locking factory bags and a short carbon screen and it’s damn near perfect. I don’t take it off road and I have dealer support nearby. Sounds like you might like my bike and if not a big enough change how about a Hyperstrada or even a bagged out new HyperMotard? My BFF just went from a MTSV4 to a HyperMotard and he’s happier than a pig dipped in bullshit.

 

[Bikeguy1000]

I was thinking s1000xr would be an option but looking at s1000r data - if you put bags on an S1000R it would be a very tempting package... the XR is an option but is pretty heavy.

Have you thought about the Super Duke GT or Tuono with Bags?

The MV is pretty but I think I'd be nervous about touring on an MV...

Good plan - SD GT would be a touring weapon!

 

[Bikeguy1000]

Is there a honda option that's not overweight like the Multi has become?

Africa Twin

 

[DaveK]

I don't think I'm yet ready to abandon the brand, but by all reports the newer models have only gotten heavier and it seems some of the old issues persist (fob, fuel sensor). I can't hep but feel like I'd be paying more money for a newer iteration of more of the same. Still, there's a '17 with low miles for $15k (bit high) that looks tempting.

I'm probably jinxing myself but I've not had any issues with either fob or fuel sending unit... I thought there was a good chance they'd sorted them out for the 15+ models.

In fact over time I've really revised my opinion of Ducati reliability and cost of ownership... my Multi has been more reliable than the Super Tenere my brother bought the same year... anecdotal yes but given Yamaha's reputation as borderline infallible it's something to consider.

Also... the Husqvarna 701 Enduro (ktm 690) I bought last year has MUCH higher maintenance/consumables cost... $800 per 6k service... and it eats tires at a PRODIGIOUS rate (max of 2k miles per rear, as low as 1200 miles).

 

[DaveK]

Africa Twin

It's a REALLY pretty ADV bike... but it's also over 500lbs... so it weighs as much as the 1200 Multi's and has a lot less power... I bin the AT in the heavyweight ADV class because of it's weight... IMO middleweight ADV bikes should be 450 (no more than 475) fully fueled.

I think it's kind of in its own category between the two... but since I think the "middleweight" ADV bikes are still to heavy for real offroad ADV use I think the AT is even further out of that space.

That's why I ended up building an ADV bike from the 701... cost me $20k but at the end of it I had a 365lb (fully fueled with 80L capacity of luggage mounted) TRULY offroad ADV capable machine.

(goes without saying but like the V4 Multi the AT is also more offroad biased than the older Multi's and I think the OP is looking for more "ADV Sport" than "Offroad ADV"). IMO there's not really an "ADV Sport" machine on the market right now... the S1000XR seems closest to me - but you'd have to figure out how to make it more touring capable (which means getting rid of the buzz somehow).

 

[d3vi@nt]

...I think the OP is looking for more "ADV Sport" than "Offroad ADV"). IMO there's not really an "ADV Sport" machine on the market right now... the S1000XR seems closest to me - but you'd have to figure out how to make it more touring capable (which means getting rid of the buzz somehow).

Yes, definitely not intending to offroad, other than occasional gravel if needed, but definitely not seeking it out intentionally.

I tend to lean towards sport-touring, but as you said, they've gotten a lot heavier. And I usually find the move aggressive ergo's uncomfortable on longer rides. Hence the interest in the ADV-Touring niche.

The BMW R 1250 RS still looks interesting, despite the weight. The Duke GT definitely looks interesting, though it's tough for me to get past the transformer-like appearance. They don't seem to publish the weight anywhere that I could find.

The more I look, the more I think I'll just stick with my '13 MTS if I can at least get the clutch functional again.

 

[DaveK]

So one thing about the venerable GS... the thing is very strong low-mid... in fact I don't think the more sport focused options will be much faster (if at all) until they get into the power.

The only complaint I have ever had about the GS is that I like more of a peaky powerband and the GS has it all down low so right when my brain is expecting it to really rip it start wheezing for another gear...

The GSA is too big if you ask me (maybe if I was taller than 5'11")... but the GS is a REALLLLY good package and having ridden them quite a few times I have never found any major negatives of any kind for the GS as a touring bike. My only issues are if you want to use it as a ADV-Sport bike (not enough top end, slow handling) or a harder Offroad ADV bike (too heavy). In the middle ground of traditional 2 lane touring and light offroad it's nearly unbeatable.

 

[d3vi@nt]

So one thing about the venerable GS...

I was referencing the RS line, not the GS. I can't see going the GS route unless I start to doing more back roads.

 

[DaveNZ]

My 3 months with a MV. (shortest time ive ever owned a bike for) After re-valving the rear shock, (diabolical) i got the forks done too, finally i could keep the bike on a planned line in corners, i replaced the hub rubbers twice, sloppy fit when new and got sloppier after a few rides. I wasted good money on this bike, so i test rode a 790 (ktm) chalk and cheese, the 790 engine was smooth and predictable, especially on the throttle through corners, where as the MV twitched and impossible to keep a good line. I traded the MV and took a big loss, but the 790 was the awesome lightweight bike i was after.

 

[DaveK]

I was referencing the RS line, not the GS. I can't see going the GS route unless I start to doing more back roads.

Makes sense... the RS probably addresses the "slow handling" issue on the GS. I spent some time on the B500 on an F800GT and thought that was a VERY enjoyable bike in the twisties (the B500 is pretty much ALL twisties)... I'd take it over the GS for that kind of riding and I'm sure the RS is quite a bit better again...

 

[brianc]

My 3 months with a MV. (shortest time ive ever owned a bike for) After re-valving the rear shock, (diabolical) i got the forks done too, finally i could keep the bike on a planned line in corners, i replaced the hub rubbers twice, sloppy fit when new and got sloppier after a few rides. I wasted good money on this bike, so i test rode a 790 (ktm) chalk and cheese, the 790 engine was smooth and predictable, especially on the throttle through corners, where as the MV twitched and impossible to keep a good line. I traded the MV and took a big loss, but the 790 was the awesome lightweight bike i was after. View attachment 1039988

This is similar to my friend's MV TV ownership story.. one problem after another hindered bike enjoyment.

I have a 790 adv R, and it's a great bike. If KTM ever decides to make a 790 SM-T or a 790 adventure sport (17"F/17"R and sporty handling, panniers and topcase), that bike will be exactly what the OP is looking for (me too, TBH!).

 

[Corse1]

View attachment 1039988

Looks like the cornering wasn't too bad going by the rear tyre! With all those parts on the ground this must have been before it held a good line in a corner??
Mind you with our crap roads you can tear a tyre up pretty quickly😆

 

[DaveNZ]

Looks like the cornering wasn't too bad going by the rear tyre! With all those parts on the ground this must have been before it held a good line in a corner??
Mind you with our crap roads you can tear a tyre up pretty quickly😆

Wangamomona loop (forgotten highway) i have a 220 km loop of mainly back roads, the MV would run out at 175 kms, had to take a 3 litre bladder to make it. Stupid 12 litre tank. Photo was before getting rear shock fixed. It was so bad it would blow through the compression stroke and bottom out, then get wheel spin when hard on the gas when suspension was unloading, causing rapid rear wear. Well i blame it on that. Had good brakes tho.

 

[Corse1]

Wangamomona loop (forgotten highway) i have a 220 km loop of mainly back roads, the MV would run out at 175 kms, had to take a 3 litre bladder to make it. Stupid 12 litre tank. Photo was before getting rear shock fixed. It was so bad it would blow through the compression stroke and bottom out, then get wheel spin when hard on the gas when suspension was unloading, causing rapid rear wear. Well i blame it on that. Had good brakes tho.

Yep that whangamomona road is pretty good. Been a while since I have been on that road.

 

[DaveNZ]

Yep that whangamomona road is pretty good. Been a while since I have been on that road.

Was out there on Saturday, Went with a Street Fighter S, and an MT10, was an interesting ride out ringing the Multi 950s......... Older pic last summer on the Multi's. Perfect bike for those roads.

.

 

[Zemurray]

So one thing about the venerable GS... the thing is very strong low-mid... in fact I don't think the more sport focused options will be much faster (if at all) until they get into the power.

The only complaint I have ever had about the GS is that I like more of a peaky powerband and the GS has it all down low so right when my brain is expecting it to really rip it start wheezing for another gear...

The GSA is too big if you ask me (maybe if I was taller than 5'11")... but the GS is a REALLLLY good package and having ridden them quite a few times I have never found any major negatives of any kind for the GS as a touring bike. My only issues are if you want to use it as a ADV-Sport bike (not enough top end, slow handling) or a harder Offroad ADV bike (too heavy). In the middle ground of traditional 2 lane touring and light offroad it's nearly unbeatable.

I know the OP was referencing the RS, but I’d have to disagree with some of your points on the GS/A

The 1250 pulls pretty flat up to the upper rev range. It’s certainly not peaky as you say, but its a very flat and smooth power delivery throughout the rev range. I dont feel the need to short shift it. This is reflected in the dyno charts. I suspect thats why some people say it lacks character. To me, thats exactly what you want as it keeps the bike settled and predictable when the suspension is loaded in a corner. Peaky power band bikes are hard to ride fast and smooth.

It is a big bike, but I’m 5’8” and handle the GSA just fine. I find the seat height in the low position not much different than on my MTS1200 with me being on the balls of my feet. The size melts away as soon as you let the clutch out.

I certainly would not call it slow handling. It’s not a sport bike by any means, but it will certainly handle a very spirited curvy ride with ease and not make me feel like I‘m working. I found it holding a line better than the V4s and handling pretty similar. Only slightly “bigger” feeling than my MTS1200. And yes, I do ride it sometimes the day after a spirited jaunt with my Panigale, and I never feel like the GSA is a slow handling (or powered) bike. When I test rode it for the first time I was a bit surprised at how well and neutral it handled. It makes a fantastic ”sport touring” road only setup, and 90% of people who have one use it that way. I dont know about the older GS’s, I’ve only ridden one years ago and don't recall, and that was before I had an MTS to compare it to. If I wasn’t riding two up, I might would lean towards the V4s PP, but for a do it all bike and taking a pillion I dont think there are many better than a GSA currently.

Regarding the topic of Ducati reliability, my 2012 MTS1200 has never let me down. I’ve owned it for 10 years and its never been in the shop for anything other than routine maintenance and I wouldnt hesitate to ride it anywhere.

 

[DaveK]

I know the OP was referencing the RS, but I’d have to disagree with some of your points on the GS/A

The 1250 pulls pretty flat up to the upper rev range. It’s certainly not peaky as you say, but its a very flat and smooth power delivery throughout the rev range. I dont feel the need to short shift it. This is reflected in the dyno charts. I suspect thats why some people say it lacks character. To me, thats exactly what you want as it keeps the bike settled and predictable when the suspension is loaded in a corner. Peaky power band bikes are hard to ride fast and smooth.

It is a big bike, but I’m 5’8” and handle the GSA just fine. I find the seat height in the low position not much different than on my MTS1200 with me being on the balls of my feet. The size melts away as soon as you let the clutch out.

I certainly would not call it slow handling. It’s not a sport bike by any means, but it will certainly handle a very spirited curvy ride with ease and not make me feel like I‘m working. I found it holding a line better than the V4s and handling pretty similar. Only slightly “bigger” feeling than my MTS1200. And yes, I do ride it sometimes the day after a spirited jaunt with my Panigale, and I never feel like the GSA is a slow handling (or powered) bike. When I test rode it for the first time I was a bit surprised at how well and neutral it handled. It makes a fantastic ”sport touring” road only setup, and 90% of people who have one use it that way. I dont know about the older GS’s, I’ve only ridden one years ago and don't recall, and that was before I had an MTS to compare it to. If I wasn’t riding two up, I might would lean towards the V4s PP, but for a do it all bike and taking a pillion I dont think there are many better than a GSA currently.

Regarding the topic of Ducati reliability, my 2012 MTS1200 has never let me down. I’ve owned it for 10 years and its never been in the shop for anything other than routine maintenance and I wouldnt hesitate to ride it anywhere.

I'd not argue with your observations... because they're pretty relative even for me (much less between people). The GS power delivery is definitely linear... but it feels weak at the top end to me because I prefer a more Multi power delivery (which isn't exactly weak at the bottom end but definitely pulls harder as you approach redline). When I ride with friends with GS's it's actually pretty visible... they hang right with me (or pull away if they get a jump) until I get into the power then they start falling back.

So the "low-mid" observation is based on a comparison to a bike like the Multi... start both bikes lower in the rev range and the GS will get off the line quicker then right when the Multi starts ripping the GS will need a gear. (since I can't ride them both at the same time this is more how it feels than how it would actually be). When I ride a GS I inevitably bounce off the rev limiter repeatedly for the first hour until I get accustomed to the power delivery.

Slow handling is also relative... on the B500 I had a GS and it handled nicely, I'd have said "yea it's slower than my Multi but decent". The time I had on the F800GT was because my buddy swapped with me for a couple hours... and the direct comparison was pretty strong, the GT was so much better through the corners that I didn't want to give it back (even though the GS was a lot quicker on the power). It's a combination of weight and steering feel (I'm not a fan of the telelever suspension, feels very numb to me) as well as riding position (the GT is more aggressive than the Multi or GS). I do think the GS carries it's weight REALLY well, on dirt roads it feels fantastic (better than any other heavyweight ADV bike), but in the corners on tarmac it seems to feel its weight more (not sure how else to describe it).

 

[KeithU]

From the standpoint of pure objectivity, it's hard to find a more rational sport tourer than the Tracer 9 GT. It's not too heavy, the engine is a gem, the price is right, and they're reliable as an axe. I put 46k miles on an FJ-09 and the only "problem" I ever noticed was the digital clock lost about 30 seconds per month. I can't say I'm a fan of the new styling, but that's subjective.

But you said you're not interested in the Japanese brands. In that case I would probably look at the S1000XR, Aprilia 660, or maybe a Tiger 900. I know there is the F900XR, but regardless of origin I see zero reason to buy one over a Tracer.

 

[DaveNZ]

Get one of these, they draw lots of attention, even when- I was "scrubbing in new tires officer"

 

[Zemurray]

From the standpoint of pure objectivity, it's hard to find a more rational sport tourer than the Tracer 9 GT. It's not too heavy, the engine is a gem, the price is right, and they're reliable as an axe. I put 46k miles on an FJ-09 and the only "problem" I ever noticed was the digital clock lost about 30 seconds per month. I can't say I'm a fan of the new styling, but that's subjective.

But you said you're not interested in the Japanese brands. In that case I would probably look at the S1000XR, Aprilia 660, or maybe a Tiger 900. I know there is the F900XR, but regardless of origin I see zero reason to buy one over a Tracer.

I’ve heard good things about the Tracer. Certainly worth considering.