2021 KTM 1290 Super Adventure R vs 2021 Ducati Multistrada V4 S Review

The large-capacity adventure bike segment is overflowing with options at the moment, and the updated 2021 KTM 1290 Super Adventure R and the all-new 2021 Ducati Multistrada V4 S are just two of the many choices available.

While any of the big-bore dual-sport offerings would make for a worthy comparison, the battle between KTM and Ducati proved to be the most intriguing.

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KTM has experienced unprecedented success in off-road racing, while Ducati has long been a dominant force on the tarmac. As a result, the two brands traditionally haven’t really butted heads in the past. But a heated rivalry has been slowly brewing in recent years as KTM establishes itself in the MotoGP landscape and Ducati continues to improve its adventure offerings.

The KTM adventure range dates back to 1997 with the introduction of the 620 Adventure, and it has since made a name for itself with its dirt-capable adventure bikes. Ducati entered the game in 2003 with the original Multistrada, but while the name translates to ‘many roads’, the OG Multi was very much at home on the tarmac.

Fast forward to 2021, and the two brands have adventure offerings that are far better matched than ever before. KTM has fine-tuned its tarmac performance, while Ducati is better in the dirt than many might expect.

All that said, however, the 1290 Super Adventure R and the Multistrada V4 S are two very different machines that cater for different types of rider. The question is, which one offers the best all-round adventure package for long journeys? Let’s take a look at the tale of the tape…

In the orange corner, we have the 2021 KTM 1290 Super Adventure R, which is powered by the liquid-cooled 1301cc V-twin LC8 powerplant that puts out 160hp at 9000rpm and 138Nm at 6500rpm. The engine itself hasn’t changed much from previous years, but it is now Euro5 compliant.

The big changes for 2021 are in the ergonomics, geometry and bodywork. For starters, the scarily-big machine has dropped 10mm off the seat height, making it more accessible for those with shorter legs, but is still very tall at 880mm.

Other ergonomic changes include a new subframe, which results in a narrower profile, a 15mm shorter swingarm and new bodywork, including a three-piece fuel tank, which helps lower the centre of gravity and improves handling and agility.

Elsewhere, there is new technology with a brand-new scratch-resistant 7-inch TFT dash and fresh switchblock setup, as well as refined safety functions, a USB phone slot, standard cruise control and improved connectivity via the MyKTM app.

But the big drawcard of the 1290 Super Adventure R is the WP Xplor suspension, which has also been refined for 2021. The 48mm USD fork and PDS shock both feature 220mm travel. Couple that with 242mm of ground clearance and you have the recipe for a seriously capable machine on the dirt.

Meanwhile, in the red corner, the Ducati Multistrada V4 S is an all-new machine powered by a fresh four-cylinder Grandturismo V4 powerplant that is good for 170hp at 10,500rpm and 125Nm at 8750rpm.

The all-new Multistrada V4 is set to replace the outgoing twin-cylinder Multistrada 1260 Enduro, which itself was a surprisingly versatile dual-sport machine. But don’t be fooled by the new V4 tag – this is not just a Panigale or a Streetfighter in adventure spec. The Grandturismo engine is totally new and designed specifically for adventure riding.

Ducati has really taken the Multistrada to the next level with a wide array of technology, a sturdy alloy monocoque frame, and a capable suspension package. The Multi does have less travel than the KTM with 170mm at the front and 180mm at the rear, but they are still decent numbers nonetheless.

The Multistrada’s design features plenty of Italian quality and style, and it has a slightly sleeker look than the KTM’s rugged, rally-inspired appearance. The ergonomics are also friendlier for road use compared to the KTM, with a more comfortable, slightly tucked-in stance. The KTM is taller and more upright, but it does offer more comfort when standing.

In the tech department, the two bikes are almost on par, but Ducati does feature semi-active suspension (which can be adjusted on the fly) and optional radar-driven active cruise control and blind spot detection. These two features put the Multistrada on another level in terms of tech, but it should be noted that the KTM’s cheaper and road-friendly sibling, the 1290 Super Adventure S, also offers radar tech and semi-active suspension.

Both KTM and Ducati offer multiple variants of their big-bore adventure offerings. As mentioned, the KTM 1290 Super Adventure S is biased slightly more towards tarmac use and offers more technology, checking in at $30,620 ride away.

Intriguingly, KTM considers the R version to be the more-premium offering, and this is reflected in the price, with the R checking in at $32,130 ride away. This arrangement suggests that KTM places much more emphasis on off-road capability than premium technology.

Ducati offers three levels of the Multistrada V4. The base model has a suggested ride away price of $28,990 ride away, but it lacks semi-active suspension, has lower-spec Brembo brakes, and a smaller 5-inch TFT display.

The V4 S (as tested here) ups the price tag to $33,490 ride away, but adds semi-active suspension, better brakes and a 6.5-inch TFT display with connectivity. Finally, the V4 S Sport raises the stakes to $36,790 ride away, but it comes with a unique livery and radar tech as standard.

In stock trim, our two test units are evenly matched for price, with the Ducati Multistrada V4 S only slightly more than the KTM 1290 Super Adventure R. But each unit is fitted with a few options that completely changes that comparison.

The 1290 Super Adventure R is fitted with the optional 'Tech Pack' which takes the ride-away price to about $33,389. The Tech Pack adds a quickshifter, motor slip regulation, and Rally mode as standard. All of those features can be purchased individually (at a higher cost) but Rally mode is worth the price of admission alone.

On the other side, the Multistrada V4 S is fitted with optional spoked wheels and a 'Travel and Radar' package. All up, the Strada checks in at significant $38,690 ride away. As a side note, the range-topping, fully kitted V4 S Sport has an eye-watering price tag of $41,790 ride away.

You could argue that the Ducati’s higher price tag is a little too much, but the Travel and Radar package adds heated grips and a heated seat, lockable and removable side bags, a centre stand, and the aforementioned radar tech – features that the KTM is lacking (except for the centre stand).

So, with all that said, it is fair to say that the Ducati Multistrada V4 S is the better-equipped machine, but it shows in the price tag. From our summation, the Ducati is a higher-end product for those with a little more cash to burn, but what the KTM 1290 Super Adventure R lacks in equipment, it makes up for in ability. And that brings us to the ride impression…

As soon as you hit the dirt on the KTM 1290 Super Adventure R, you know you’ve entered a special realm. The WP Xplor suspension is a work of art and while you can’t exactly ride it like an enduro bike (like the middleweight KTM 890 Adventure R), you can certainly push to limits not possible on other big-bore adventure bikes.

The Super Adventure R lacks its sibling’s semi-active suspension, but the more traditional analogue set-up is arguably more suited for off-road applications.

With the ergonomic updates and a lower centre of gravity, the KTM feels super agile and it can be flicked around and manhandled with relative ease. It weighs in at 221kg, but at times it feels lighter than that. Make no mistake though – it is still a very big bike, and at times it can be a little too confidence-inspiring.

Another big plus for the 1290’s off-road ability is the 21-inch front and 19-inch rear wheels, which helps the bike tackle rougher terrain with ease. For reference, the Ducati has a 19-inch front and 17-inch rear.

The electronic setup on the KTM is also off-road friendly with plenty of customisation and a standard off-road mode that does its job well. The optional Rally Mode is a great addition and allows riders to fine-tune the level of slip control (i.e. how far the bike will step out before traction control kicks in).

In the past, most dirt-biased riders have been quick to turn off all traces of traction control, believing it to be a hindrance off-road. But electronic safety features have progressed a lot in recent years, and leaving traction on actually enhances the ride. That said, I found that the 1290’s slip control wasn’t quite as effective as it was on the smaller 890 Adventure R.

Of course, the KTM’s ability on the dirt is expected, but the superb V-twin donk performs flawlessly on the tar as well. With 138Nm of torque, the KTM rockets off the line, but it never feels unmanageable. It is clearly more user-friendly tune than the related 1290 Super Duke R naked bike, but there is still power there whenever you need it.

While the KTM doesn’t have the same road-going geometry and ergonomics of the Ducati, it still handles well and allows you to push almost as hard through the twisties as you would on most road bikes. That said, its height and stiffer suspension leaves it sitting just behind the Duc on the tar.

In the past, Ducati has suffered from its lack of off-road history. Whereas KTM is famous for its off-road prowess, many have dismissed Ducati’s adventure bikes as road-biased machines. But times have changed, and the Multistrada V4 S is the latest evidence of Ducati’s off-road progress.

Put it this way – we took the Multistrada V4 S everywhere the 1290 Super Adventure R went. Sure, it bottomed-out quicker, and was a bit slower through techo terrain (thanks to smaller wheels and a lower ground clearance), but it still got the job done. The Multi’s off-road ride mode is perfect (and it is possible to fine-tune the settings even further), while the Grandturismo V4 engine lent itself extremely well to the dirt.

My only real complaint was that the ergonomics weren’t totally dirt-friendly. While it suits tarmac-use perfectly (we’ll get to that in a moment), the standing position was a little more awkward than the KTM, and the fact that you feel like you’re in the bike rather than on it, made for a strange feeling when tackling hills and rough terrain.

On the road, however, is where the Multistrada really does its best work. As above, you feel like you’re sitting in it rather than on top of it. That makes for an extremely comfortable ride when seated, which is complemented by the heated grips and seat, and a nice and tall adjustable windshield. It is the perfect machine to ride long distances with, but you’ll have plenty of fun along the way too.

The Grandturismo V4 lacks torque compared to the KTM’s V-twin, but it has a higher peak horsepower figure. It feels strongest in the mid-range, but to be honest, the engine excels at any RPM. There is power in spades and the bike is quick as lightning. It sounds great too, thanks to those four-cylinders, and it is a supremely-thrilling experience.

Once again thanks to its road-friendly stance, the Ducati handles like a dream. You can tuck yourself in and tackle corners like you’re on a sportsbike (well, almost). The KTM is no slouch, but the Ducati allows you to lean that little bit further and brake that little bit later. It is not a road bike, but it sure does feel like one at times.

From a practicality standpoint, both bikes hit the mark. The KTM’s TFT display and menu system is functional and easily operated by the new switchblock setup. Once you’re used to the menus, navigation is easy with each function clearly marked. One small issue is that ride modes must be changed by entering the menu – there is no on-the-fly button. On the plus side, the ride modes now stay as selected when you switch off the ignition – an issue that plagued KTM in the past.

The lack of Apple CarPlay and Android Auto is a bit of a letdown, but KTM does have its own connectivity app. We didn’t get to test the app in full flight, however it does appear relatively easy to set up and use. Still, we’re betting it is not as comprehensive as CarPlay or Auto.

Another small gripe is the oddly-shaped smartphone compartment which barely fits an iPhone 11. It is handy to store the keyless fob, some cash or other small items, and it does have a USB charge point, but good luck trying to fit a larger smartphone.

Elsewhere the KTM has an adjustable (albeit short) windshield, easy adjustment of levers/bars, and maintenance-friendly bodywork. And the lack of heated grips and a heated seat is only slightly annoying.

The Ducati, meanwhile, has an equally user-friendly TFT display, although we found it a little more tricky to learn the ropes. There is still plenty of information and customisation, and there is also a couple of extra buttons on the switch block for suspension and ride mode.

Like the KTM, the Multistrada is also lacking Apple CarPlay and Android Auto. Ducati too has its own connectivity app but, while it is quite functional, the set-up process is very tedious. Ducati also suffers from small-phone-compartment-syndrome, but it is a little bit better shaped for a typical smartphone – it is just a little tricky to get the phone back out again.

The Multistrada also has an adjustable windshield, but it is taller and easier to adjust on the fly, and the optional heated grips, heated seat and side bags are most welcome (though the hip-pocket might argue otherwise).

In the fuel department, the bikes are on par with 23L (KTM) and 22L (Ducati) capacities. Ducati claims a better fuel economy at 5.7L/100km compared to KTM’s 6.5L/100km, but we found both bikes to be a touch on the thirstier side. Unfortunately, lockdown prevented us from getting an accurate real-world figure for both bikes, but each bike should get you from Point A to Point B with little stress.

It is true that KTM and Ducati are more closely matched than ever before, but it is fair to say that the 1290 Super Adventure R and the Ducati Multistrada V4 S are aimed at different types of riders.

The 1290 Super Adventure R is a rugged, durable and capable machine that is designed to take both man and machine to their limit and beyond. It may be lacking some of the creature comforts that other big-bore adventure bikes have, but it will certainly cover a wider variety of challenging terrain (with the right rider of course).

Meanwhile, the Multistrada V4 S is arguably a better-equipped machine than the KTM but it does lack a little off-road performance in comparison. That is not to say it isn’t capable, however. The Multi works very well in the dirt, and even better on the road with that brilliant V4 engine. And while the higher price tag is a little bit of a buzzkill, it will still appeal to Ducati fans and those who are a little more cashed-up.

In a nutshell, the KTM is like a LandCruiser – simple, indestructible (don’t go trying to test that theory!) and supremely capable – while the Ducati is the Range Rover equivalent: sleek, sharp, luxurious and well-equipped, but also still capable.

So which is the better all-rounder? Well, it is a close call, but the Ducati just gets the nod due to its higher levels of equipment and the fact that it still has some off-road prowess. But if I was to go on a dirt-heavy adventure ride, I’d be picking the KTM every time. It really comes down to your personal preference, but both bikes are definitely winners.

Individual reviews of each bike will be published in the coming months.

Specs: 2021 KTM 1290 Super Adventure R

ENGINE
Type: Liquid-cooled, four-stroke DOHC, eight-valve 75-degree V-twin
Capacity: 1301cc
Bore x stroke: 108mm x 71mm
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 160hp at 9000rpm
Claimed maximum torque: 138Nm at 6500rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Chromium-Molybdenum steel trellis frame, powder coated
Front suspension: WP Xplor 48mm upside-down forks, fully adjustable, 220mm travel
Rear suspension: WP Xplor PDS monoshock, fully adjustable, 220mm travel
Front brakes: 320mm discs with Brembo four-piston radial calipers, ABS
Rear brake: 267mm disc with Brembo twin-piston caliper, ABS

DIMENSIONS AND CAPACITIES
Claimed dry weight: 221kg
Seat height: 880mm
Ground clearance: 242mm
Fuel capacity: 23 litres

OTHER STUFF
Price: $32,130 ride away ($33,389 ride away as tested with Tech Pack)
Test bike supplied by: KTM Australia
Warranty: 24 months, unlimited kilometres

Specs: 2021 Ducati Multistrada V4 S 

PERFORMANCE 
Claimed maximum power: 170hp (125kW) at 10,500rpm 
Claimed maximum torque: 125Nm at 8750rpm 

TRANSMISSION 
Type: Six-speed 
Clutch: Wet, multi-plate, slipper 
Final drive: Chain 

CHASSIS AND RUNNING GEAR 
Frame type: Aluminium monocoque 
Front suspension: 50mm inverted fork, Ducati Skyhook electronic adjustment, 170mm travel 
Rear suspension: Monoshock, Ducati Skyhook electronic adjustment, 180mm travel 
Front brake: Twin 320mm discs with radial-mount four-piston Brembo calipers, ABS equipped 
Rear brake: 265mm disc with twin-piston Brembo caliper, ABS equipped 
Wheels: Spoked – 19-inch front, 17-inch rear 
Tyres: Pirelli Scorpion Rally STR; front 120/70ZR19, rear 170/60ZR17 

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 240kg 
Seat height: 840-860mm 
Wheelbase: 1567mm 
Rake: 24.5 degrees 
Trail: 102.5mm 
Fuel capacity: 22 litres 

SAFETY AND TECHNOLOGY 
Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, LED Daytime Running Lights, Ducati Brake Light, Ducati Cornering Light, Riding Modes, Power Modes, Hill Hold, Ducati Quickshift, Adaptive Cruise Control, Blind Spot Monitoring 

OTHER STUFF 
Price: from $33,490 ride away ($38,690 ride away as tested, with Travel + Radar packs and spoked wheels) 
Colours: Ducati Red or Aviator Grey (add $400) 
Test bike supplied by: Ducati Australia
Warranty: 24 months, unlimited kilometres