BMW R 1150 GS Adventure versus Ducati SuperSport 950 S
BMW R 1150 GS Adventure
Adventure
Ducati SuperSport 950 S
Sporttourer
Year of construction / RRP / Test report
Built von 2005 bis 2005
Built von 2021 bis 2024~
RRP
RRP 17.790 €
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Competitors
Pros:
- Comfort
- Processing
- Off-road capability
Pros:
- excellent brakes
- extremely handy curve robber
- easily accessible
- real Duc sound
Cons:
- High weight
Cons:
- large turning circle
- Heat generation on the right side
Dimensions & Weight
Wheelbase: 1.501 mm
Length : 2.180 mm
Seat : 900 mm
Weight : 287 (max: 460 ) kg
Length : 2.180 mm
Seat : 900 mm
Weight : 287 (max: 460 ) kg
Wheelbase: 1.478 mm
Length : 2.119 mm Height : 1.155 mm
Seat : 810 mm
Weight : 210 kg
Length : 2.119 mm Height : 1.155 mm
Seat : 810 mm
Weight : 210 kg
Engine
Motor design: Boxer 4-stroke 2 Cylinder
Displacement: 1.130 ccm
Hub: 71 mm
Hole: 101 mm
Cooling: Öl-Luft
Drive: Kardan
Aisles: 6
Displacement: 1.130 ccm
Hub: 71 mm
Hole: 101 mm
Cooling: Öl-Luft
Drive: Kardan
Aisles: 6
Motor design: V2 2 Cylinder
Displacement: 937 ccm
Hub: 68 mm
Hole: 94 mm
Cooling: Flüssig
Drive: Kette
Aisles: 6
Displacement: 937 ccm
Hub: 68 mm
Hole: 94 mm
Cooling: Flüssig
Drive: Kette
Aisles: 6
Performance
Maximum speed: 192 km/h
Performance: 85 HP at 6.750 U/Min
Torque: 98 NM bei 5.250 U/Min Tank contents: 22 Litre
Consumption: 5 l
Performance: 85 HP at 6.750 U/Min
Torque: 98 NM bei 5.250 U/Min Tank contents: 22 Litre
Consumption: 5 l
Maximum speed: 240 km/h
Performance: 110 HP at 9.000 U/Min
Torque: 93 NM bei 6.500 U/Min Tank contents: 16 Litre
Consumption: 6 l
Reach: 270 km
Performance: 110 HP at 9.000 U/Min
Torque: 93 NM bei 6.500 U/Min Tank contents: 16 Litre
Consumption: 6 l
Reach: 270 km
Chassis
Frame type:
Tubular space frame (steel) Front suspension:
Telelever (travel 210 mm) Rear suspension:
Central strut (travel 220 mm)
Rear suspension:
Paralever single-arm swingarm Tyres at the front: 110/80 B 19 TL
Rear tyres: 150/70 H 17 TL
Tubular space frame (steel) Front suspension:
Telelever (travel 210 mm) Rear suspension:
Central strut (travel 220 mm)
Rear suspension:
Paralever single-arm swingarm Tyres at the front: 110/80 B 19 TL
Rear tyres: 150/70 H 17 TL
Frame type:
Chrome-molybdenum tubular space frame (steel) Front suspension:
Öhlins USD fork 48 mm (travel 130 mm) Rear suspension:
Öhlins mono strut adjustable in rebound, compression and preload (travel 144 mm)
Rear suspension:
Aluminum single-arm swingarm Tyres at the front: 120/70-17
Rear tyres: 180/55-17
Chrome-molybdenum tubular space frame (steel) Front suspension:
Öhlins USD fork 48 mm (travel 130 mm) Rear suspension:
Öhlins mono strut adjustable in rebound, compression and preload (travel 144 mm)
Rear suspension:
Aluminum single-arm swingarm Tyres at the front: 120/70-17
Rear tyres: 180/55-17
Brakes
Front brake
Double disc brakes (∅ 305 mm) Rear brake
Single disc (∅ 276 mm)
Double disc brakes (∅ 305 mm) Rear brake
Single disc (∅ 276 mm)
Front brake
Double disc, Brembo 4-piston monobloc calipers M4.32 (fixed), radially mounted (∅ 320 mm) Rear brake
Single disc, Brembo 2-piston caliper P34E (∅ 245 mm)
Double disc, Brembo 4-piston monobloc calipers M4.32 (fixed), radially mounted (∅ 320 mm) Rear brake
Single disc, Brembo 2-piston caliper P34E (∅ 245 mm)
Cheap never, well mostly
MW driving has never been a particularly cheap pleasure. Although many specimens are around 20 years old and have collected correspondingly many kilometers, these GS are still not a bargain. It must be at least 5,000 euros, top-maintained specimens like our test bike like to scratch at the five-digit. You can understand this: The BMW R 1150 GS, if you don't catch a rocked-out model, is an almost ideal companion for the very big tour.
If you can do without cornering and agility, the GS is the ideal travel moped, where the road can be three steps below perfect.
As I said, a buddy for the good and the bad days.
Conclusion - what sticks
Boy, what fun we had! Especially Volker, who wanted to check the windbreak on the motorway at just under 250 km/h, couldn't resist a "Uy, yes!". By the way, the windshield is adjustable, but not without tools. The windbreak is typically okay, but the helmet stays in the wind. As already said, the 950 is not a tourer.Okay, there are a few disadvantages such as e.B. the large turning circle or the warm air dissent on the right or the V2-typical load change reactions or the constant driving jerking, but a real Duc is just a small diva, which has to twitch a little at one point or another. And that's exactly what we love about the beautiful ones from Bologna, right? Awesome bike!
The test bike was provided to us by Ducati-Hamburg, where you can test drive many other, mostly red machines from Bella Italia in addition to the SuperSport.
