Middleweight Sport-Touring Shootout – Caponord Vs Multistrada Vs Ninja

Traditional sport-touring takes on sport-adventure-touring

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According to my weather app, it was officially 100 degrees at 10pm the night we rode in to Borrego Springs, CA, during our Middleweight Sport-Touring Shootout. I’m sitting poolside sipping a tasty, cold beverage while bossmen, Kevin Duke and Sean Alexander, discuss the finer points of gun control in the parking lot.

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Thankfully, we’re not aboard those overweight rigs from our recent Heavyweight Sport-Touring Shootout; the wind protection from those two-wheel barn doors would have had us dead from heat exhaustion before reaching the bottom of Montezuma Grade. These three lighter, sportier, sport-tourers are much better suited to aggressive riding in hot climes. And although two bikes in this test are quasi sport-adventure-tourers, they’re still a heap load more fun in the tight stuff. Well, at least two of the three are.

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Aprilia’s recently launched Caponord and its bevy of electronic aids have garnered much attention – some good, some not so good. MO’s, Troy Siahaan wrote a very complimentary review of the Caponord following the bike’s press launch a few months ago. But now, in the harsh reality of judgement among its peers, the Caponord’s weak points become more apparent.

In the context of this group, the Capo is the comfy, more touringish bike, similar to how we rated the Triumph Trophy in our Heavyweight Sport-Touring Shootout.

In the context of this group, the Capo is the comfy, more touringish bike, similar to how we rated the Triumph Trophy in our Heavyweight Sport-Touring Shootout.

Aprilia Dynamic Damping, an unwisely chosen acronym of ADD – as in attention deficit disorder, by which we mean to say: “Hey, Aprilia suspension, quit yer daydreaming, I’m going fast now, would you please stiffen up.” But it pays no heed when ridden aggressively on bumpy roads, marshmallowing along, occasionally bottoming out and performing with a general sense of wallow.

“When ridden quickly in the twisties, the Aprilia starts sending nauseating warning messages early and often,” says Alexander. A statement to which Duke agrees, saying, “It feels less buttoned-down while cornering in the full-auto ADD mode than I’d like. In terms of front-end feedback and rider confidence at a fast pace, the uncertain-feeling Capo rates a distant third.”

The Ducati Twin throbs at 80 mph/4,500 rpm in top-gear. Its handling demands you keep pressure on the inside bar through sweeping corners. Short legs beware, the Multi’s seat is claimed to be 33.5 inches from the ground and feels even taller.

The Ducati Twin throbs at 80 mph/4,500 rpm in top-gear. Its handling demands you keep pressure on the inside bar through sweeping corners. Short legs beware, the Multi’s seat is claimed to be 33.5 inches from the ground and feels even taller.

In completely opposite land resides Ducati’s Skyhook suspension. The Touring S manages composure whether you’re riding slow and vertical or fast and leaned – automatically tightening and loosening damping settings depending on conditions and riding modes.

“The Multi’s stiffness and rigidity stands in sharp contrast to the Caponord’s plushness, whether referring to the suspension, chassis, seat or the way it makes your private parts feel,” quips Duke.

One of the biggest differences between the Ducati’s semi-active Skyhook suspension and the Caponord’s active/semi-active ADD is the Aprilia’s ability to automatically adjust the preload of its shock. There exists numerous other ways in which the two systems differ, and the ADD may be more advanced in its functionality compared to Ducati’s Skyhook, but whether due to overly soft springs, incorrect damping settings or a combination thereof, we believe Aprilia needs to better refine its ADD system.

“I had a scare while running deep into a bumpy, downhill corner with ADD set in its full-auto mode,” says Duke. “The system seemed to dial up an excess of front compression damping in an attempt to keep the chassis level, causing a front-end chatter that unexpectedly released grip from the front tire.”

How did the Kawi get into a brawl with two sport-adventure-tourers? Our shootout requirements demanded hard luggage and chain drive. Honda’s new Interceptor was meant to be included to help balance the equation of traditional sport-touring vs sport-adventure-touring, but an example with bags was unavailable at the time of testing.

How did the Kawi get into a brawl with two sport-adventure-tourers? Our shootout requirements demanded hard luggage and chain drive. Honda’s new Interceptor was meant to be included to help balance the equation of traditional sport-touring vs sport-adventure-touring, but an example with bags was unavailable at the time of testing.

Then there’s Kawasaki’s Ninja 1000 and its manually adjustable suspension (lacking only rear compression-damping adjustment), which seems passe next to the active Italian dampers. However, it works better and with more consistency than the Caponord’s fancy-schmancy ADD. No complaints were logged regarding the Ninja’s suspenders, and it came in a comfortable second in the suspension category of the ScoreCard, which also contributed to the Ninja winning the handling category of the ScoreCard despite feeling a little less nimble than the Italian duo.

“While the Ninja shares a 190mm rear tire width with the Multistrada, the Kawi uses the now-antiquated 50-series profile instead of the Duc’s modern 190/55 size,” says Duke. “This contributes greatly to the Kawi’s relatively sluggish steering response. And yet the Ninja does a nice job at unwinding a twisty road, aided by a wheelbase (56.9 inches) at least three inches shorter than the rangy Italians.”

Even without the massive amounts of leverage provided by the two sport-adventure-tourer’s wide handlebars, a rider can choose exactly where he wants to put the Kawi at any given time, in any given corner. The Ninja remains stable in long sweepers and outperforms its taller, adventurish rivals in higher-speed environments.

The Kawi’s engine is also worthy of mention as it handily out-gunned both the Duc and Capo in top-gear roll-ons, even though its down a few hp and ft-lbs to the Multistrada.

The Capo’s dyno chart draws the ugliest lines of the three, exhibiting peaks and valleys that illustrate its poor fueling and tendency to surge under neutral throttle. Check out the Kawi’s torque curve; It’s not often you see a 1000cc inline-Four with more torque than a 1200cc Twin.

The Capo’s dyno chart draws the ugliest lines of the three, exhibiting peaks and valleys that illustrate its poor fueling and tendency to surge under neutral throttle. Check out the Kawi’s torque curve; It’s not often you see a 1000cc inline-Four with more torque than a 1200cc Twin.

“Even though it isn’t as torquey as the Multistrada, the Ninja 1000 easily and decisively walks-away from both the Aprilia and Ducati in any contest of acceleration,” says Alexander.

Considering the two Italians share engine architecture, the Twin in each exhibits astoundingly different characteristics. Where the Testastretta 11° L-Twin launches from a standing start with gobs of low-end grunt, the majority of the Aprilia’s power resides high in the rev range of its 90-degree Twin. The Capo also suffers from a surprisingly glitchy EFI and R-b-W.

Kawasaki Ninja 1000
+ Highs

  • Least expensive
  • Sportbike with bags
  • Roll-on champ
- Sighs

  • Relatively tight legroom
  • Expensive bags and no center stand
  • Outdated rear tire size

“The R-b-W tuning feels a little unnatural,” says Duke. “Throttle response feels linear over the first 70% of twisting its grip, but its full corral of horses is unleashed only after twisting it further along its lengthy rotation. There’s also a surging condition at small throttle openings.”

But, for those less inclined to ride at higher speeds and steeper lean angles, the softer Caponord could be the better choice as the only model here with cruise control (albeit a rudimentary system) and the greatest amount of wind protection. The Aprilia was also best outfitted for the passenger accommodations.

“The passenger seat is narrower than the Duc’s, but reasonably thick padding is accommodating to a posterior,” says Duke. “A raised forward end of the saddle inhibits sliding forward during braking. The top case includes a backrest pad, which greatly adds to a feeling of security for passengers.”

Ducati Multistrada 1200 S Touring
+ Highs

  • Super sporty
  • Open ergos
  • Thrilling engine
- Sighs

  • Price
  • Lofty seat height
  • Gearbox imprecision

For the rider, the two sport-adventurers, with their relaxed rider triangles, longer wheelbases and lengthy suspension travel, have an unfair advantage over the Ninja. But for a traditional sport-tourer packing the performance the Ninja does, it’s a relatively comfortable mount upon which to spend the day. “Its bars and ergonomic triangle fall roughly halfway between a real supersport and a traditional sport-tourer,” says Alexander.

At 32.3 inches the Ninja has the lowest seat height by nearly an inch compared to the Capo and more than an inch on the Ducati. It’s narrow passenger seat, however, offers the least amount of pillion comfort of the three.

Aprilia Caponord 1200
+ Highs

  • Best comfort
  • Two-up champ
  • Strong value
- Sighs

  • Too squishy
  • Too heavy
  • ADD needs further development

By virtue of its 40-liter top case ($399.95 option) the Aprilia easily provides the greatest amount of storage capacity: 98 liters total vs. the Duc’s 58 liters vs. the Ninja’s 56 liters, according to each manufacturer’s claims. While the Capo’s top case will fit a full-face helmet, its saddlebags will not, whereas either of the Ninja’s saddlebags will swallow a full-face. A helmet will fit the Multi’s left bag, but the right bag will not due to the cut-out for exhaust heat which drastically reduces the bag’s capacity.

As noted in our initial review of the Ninja 1000, the bike’s hard saddlebag kit lists for $1,269.75. There’s also a choice of a 39-liter top case ($139.95), but due to different mounting hardware, the saddlebags and top case cannot be attached simultaneously. If more carrying capacity is needed, there’s a wide selection of soft luggage available from Kawasaki specifically designed for the Ninja 1000.

Egad! At 599 pounds wet, the Caponord is almost deserving of a place in our Heavyweight Sport-Touring Shootout. The Aprilia is, in fact, closer to the weight of the Yamaha FJR1300ES (644 lbs) than it is to the Multistrada’s 543 lbs. It’s heated grips are a $200 option, the Duc’s are included in the price.

Egad! At 599 pounds wet, the Caponord is almost deserving of a place in our Heavyweight Sport-Touring Shootout. The Aprilia is, in fact, closer to the weight of the Yamaha FJR1300ES (644 lbs) than it is to the Multistrada’s 543 lbs. Its heated grips are a $200 option, the Duc’s are included in the price.

In the end, it turned out that all the technology couldn’t keep the Duc or the Capo in front of the Kawasaki on the ScoreCard. Factoring in the objective scores of price and weight, the more analog bike has enough of an advantage to claim victory over the pricey Multistrada, the bike that each editor scored as the subjective winner.

The Caponord, while a fantastic bargain considering its arsenal of electronics and the only bike here with cruise control, couldn’t overcome the shortcomings of its ADD suspension system, unrefined EFI and R-b-W, and it’s quirky handling manners. You have the option of choosing the non-ADD mode such as solo rider, solo rider with luggage, two-up and two-up with luggage, and Aprilia says that for fast canyon riding the stiffest setting (two-up with luggage) is the preferred choice. However, we tried that and didn’t notice a significant improvement in suspension performance.

The desert yeti on sentry duty. The Kawi’s 1,053cc inline-Four feels like a large electric motor and pulls hard just about everywhere on the tach, especially in the midrange. At 80 mph, the Duc's engine is spinning at 4500 rpm, 1000 revs lower than the Ninja. When powered on, the Capo’s cruise control indicator lamp flashes green which is annoying and easily confused with the turn-signal indicator. When activated it turns solid green.

The desert yeti on sentry duty. The Kawi’s 1,053cc inline-Four feels like a large electric motor and pulls hard just about everywhere on the tach, especially in the midrange. At 80 mph, the Duc’s engine is spinning at 4500 rpm, 1000 revs lower than the Ninja. When powered on, the Capo’s cruise control indicator lamp flashes green which is annoying and easily confused with the turn-signal indicator. When activated it turns solid green.

“What a shame,” says Alexander. “That squishy electronic suspension costs significant dough, raising the Caponord’s base MSRP. If our test bike was available with old-school twisty-knob adjusters, it would quite likely make a fantastic sport-touring motorcycle and might have been priced near to the saddlebag-equipped Ninja.”

The Ninja isn’t perfect, exhibiting a high-frequency buzz in the upper rev-range in various gears (thankfully not at freeway cruising speeds), but the way in which it goes about its duties without the influence of electronic suspension for a far more attainable price tag makes it the winner of this shootout.

It was a close finish: 86.04% Kawi vs 85.37% Duc, but, simply put, the Multi didn’t perform $5,500 better than the Ninja.

It was a close finish: 86.04% Kawi vs 85.37% Duc, but, simply put, the Multi didn’t perform $5,500 better than the Ninja.

Alexander relates; “At the end of our first day’s ride it was time for one last rotation before making the final slog to our arid desert hotel. I thought it was my turn on the Kawasaki and I began to quietly fret… until I realized it was actually my turn on the Aprilia. Near the end of that last leg of our route we followed S-22 down almost 4,000 feet of elevation via a sublime series of high-speed sweepers before dropping us into the furnace of Borrego Springs. In hindsight, I would have chosen the Kawasaki’s relatively cramped ergonomics in exchange for its superior ground clearance, suspension composure, and thrust during the ride down those last few miles.”

“Discovered by the Germans in 1904, they named it San Diego, which of course, in German means a whale's vagina.” – Ron Burgundy

“Discovered by the Germans in 1904, they named it Saan Deeahgo, which of course, in German means a whale’s vagina.” – Ron Burgundy

2014 Middleweight Sport-Touring Shootout Scorecard
Category Aprilia Caponord 1200
ABS Travel Pack
Ducati Multistrada 1200
S Touring
Kawasaki Ninja 1000
Price 67.5% 0.0% 100.0%
Weight 60.0% 95.0% 100.0%
Engine 83.3% 92.1% 90.8%
Transmission/Clutch 89.2% 71.7% 91.7%
Handling 68.3% 87.5% 91.7%
Brakes 81.7% 95.0% 87.5%
Suspension 53.3% 96.7% 87.5%
Technologies 89.2% 90.0% 70.0%
Instruments 76.7% 72.5% 86.7%
Ergonomics/Comfort 91.7% 85.0% 75.8%
Luggage/Storage 89.2% 78.3% 85.0%
Appearance 79.2% 90.8% 88.3%
Cool Factor 76.7% 90.8% 81.7%
Grin Factor 60.0% 92.5% 81.7%
Overall Score 77.9% 85.4% 86.0%
Price and weight are scored based on objective metrics. Other scores are listed as a percentage of editors’ ratings in each category. The Engine category is double-weighted, so the Overall Score is not a total of the displayed percentages but, rather, a percentage of the weighted aggregate raw score.

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  • Jim Lagnese

    Middleweights? Since when is a 1200 or even a 1000 a middleweight?

    With the Duc, in for dime, in for a dollar. Might as well get the GT. That said, it’s a shame about the Kawasaki’s limited ergos. It would be great if team green put that engine in the Versys 1000 and imported it here. I’d sell my RT and buy one.

  • Ser Samsquamsh

    Great video thanks! Too bad you didn’t get that VFR in time, I’ll be interested to hear your judgment on the subject.

    I rode the Ninja 1000 and VFR at our local track and would like to say:

    Ninja-
    way more engine but not better engine. The VFR is smooth and sounds awesome. The Ninja reaches up and tickles your fundament everytime you rev it but it is quick.

    VFR- much nicer design. This bike is classy and will look classy in 10 years. I love the Ninja Green but there are some ugly design elements I couldn’t deal with.

    VFR – steers faster. Both bikes were good on the track but the VFR steers faster. I had no problem passing squibs on their S1000RRs in the corner.

    VFR – better equipment: heated grips, centerstand, brighter lights.

    Ninja – better electronics, rider and TC modes.

    Ducati – dealer is a cock so wouldn’t by it even if it wasn’t ugly and a rip off.

    I bought the VFR in case you missed my editorial bias!

  • NJ Bears Fan

    Why in the world would you choose the Multistrada Touring model instead of the “S” model which costs thousands less (much closer to the Ninja) yet still has the upgraded suspension and sidecases? That makes no sense at all. It feels like you manipulated the results to favor the Ninja, using $$ as the differentiator.

    And before you say “that’s the only bike we were given, we can only evaluate what we have.” My response is that you should at leas make mention of the “S” model in the article, but you didn’t. You did make reference to “if the Aprilia…”. So why didn’t you do that for Ducati?

    Just poor comparison analysis.

    • NJ Bears Fan

      My apologies, I misread the model designation. You guys are good…my bad.

      Carry on.

  • sliphorn

    Nice review guys, thanks. When riding the Ninja and you’re on the balls of your feet, did your heel make contact with the exhaust can?

    That was my experience when I rode one and I didn’t care for that at all.

    Nice Bell RS-1. Is that yours Sean?

    • Sean Alexander

      Yep, that’s my Bell, I’ve had it for about two years and it is pretty good. I can wear it for about five hours before my forehead starts to hurt. The only helmet I can truly wear all-day in full-comfort is the Arai “Signet” series, thanks to their long-oval headforms.

  • Keith lowry

    1000, 1200 cc Middleweights? I opened this article fully expecting a shootout between the Kawi Versys, Suzuki VStrom 650 and the Honda NC 700. My Triumph Sprint ST 1050 now has a ” Im so small” complex, so I guess I will have to replace her with the new Trophy.

  • http://hk@howardkellyconsulting.com howard kelly

    Interesting on two levels. First the idea that 1000-1200cc machines have become middleweight. When I was a wee lad a 550 was a middleweight and a 1000 was for the older, bigger guys…. but time marches on.
    Interesting to me part two. I just spent time on the Aprilla and have ridden the Kawasaki a bunch of times. My biggest concerns on the Aprils had to do with the center stand tabs hitting the ground before anything else, lifting the back wheel off the ground. And the seat. Hated the seat. The Kawasaki just makes me wish Corporate K would import the Versus 1000 and fit it with a 19inch front wheel…… a man can dream, right?

  • warprints

    Center stand is an extra cost for the Ninja 1000? News to me. I’d like to know where you came up with ANY center stand for the Ninja.

  • Sean Alexander

    I’ve edited it read “no center stand” I think what Tom was going for there was that buyers would have to turn to the aftermarket for a solution on the Ninja.

  • David

    Amazing that these bikes are considered middlewights

  • http://none Jeremy

    So, the Ducati won in the engine, brakes, suspension, ergonomics, gas mileage, and grin factor areas, but lost because it was more expensive? Even after the editor was “fretting” at the thought of having to ride it again?? I’d rather spend the extra money to have a bike I can sit on all day without fretting because of discomfort.

  • Holy Kaw!

    Informative test Guys, thanks.

    I too came from the days of 500cc “Middleweights”, I was surprised to see 1200′s tested. What is commonly called “Heavyweight” Tourers nowadays I consider “Half a car weight, boats”. I know that today’s Bikes can be responsive without being “light”.

    Chain driven “Sport/Tourers” without a good (stays pretty clear) centerstand? 1000 mile max round trip, “Touring”??? Chains Can/have been lubed without a centerstand “on the road” but it’s a P.I.T.A. It’s Not something a Rider looks forward to when trying to cover Miles on multi-day trips.

    The Aprilia! What a shame. I have ridden several, Fine, Aprilia’s.
    I know, they know, how to do it. It sounds like it could be So much
    more with some fine tuning/attention to detail. I expect they’ll do
    that. I think without the top case it would have seemed, relatively,
    “better”, Apples to Apples where possible.

    I thought the Ducati had much more power. I haven’t ridden a Multistrada yet but I strongly suspect I’d like it (with a “slick” tranny). Braking, shifting, fuel injection/carburetion and Handling are fundamental to Riding enjoyment for me.

    I remember thinking that the Ninja 1000 could be a good bike after riding the Z1000,
    nice (game) motor. It’s vibrations are mostly “invisible” to me, I
    didn’t Ride it long/far enough to know if it would cause the dreaded
    “numb hands!” or how it “worked” with the Ninja 1000. It Can’t have
    bags And a top case???

    I’m so “Mature” that talk of “Riders
    triangle” (comfort) commands more attention than possible lap
    times/speed/power. Heated grips and cruise control would add more to my
    normal riding enjoyment than “a 4.6 percent increase in peak
    horsepower!”. I really like good handling but I know you don’t have to
    choose, these days, between comfort OR handling because of the KTM 1290
    Super Duke. That bike could be made into a Stellar (my kind of) Sport
    Tourer/all-arounder IMO. I’d even consider it without a centerstand…
    Less can be more ;-)

    My personal favorite (Solo, that I’ve ridden) Sport Tourer is the Triumph 955i Sprint ST. It’s been awhile since I rode one (10 years ish), I wouldn’t be too surprised at this point if thoughts of “Riders triangle!” didn’t jump out at me when next I ride one.

  • Sentinel

    Great job guys! Looks like the Japanese still have the Italians beat in the “real world”. And thank you Tom! For mentioning the buzziness of the engine on the Ninja that comes through the bike into the rider.
    This was my main complaint and issue with the bike when I had a chance
    to demo it, and it’s bad enough that it ruled it out as a serious
    purchase consideration for me. There’s no way I could live with it.

    • dan hylla

      I test rode the Aprilia and though it rode great. It felt much lighter than my 08 fjr I currently own. I did not experience the problems you did. It was smooth running and the ride great. The throttle was lighter than the fjr. true, the suspension was a bit soft for hard riding, but not as bad as you make it out. The motor was very smooth and would wheelie with ease. The Ninja is not in the same category as the other two bikes. Clearly you are sport bike guys.

      • Stuki

        Haven’t ridden the Aprilia. Nor even seen it. The Duc and Ninja are remarkably similar in practice, though. Duc is just bigger/taller. Both rewards being approached and ridden in a sportbike manner. Which is different from an Adv bike manner, even for fast Adv bikes like the KTM 1190.

    • http://motorcycle.com/ Tom Roderick

      You’re welcome ;)

  • DickRuble

    Yes, congratulations… Comparing the twins to the kawasaki makes total sense (in MO world). The Vstrom 1000 would have been dissonant here, being a twin, chain driven.

    • Stuki

      It makes great sense. For folks under 5’9″, the Ninja 1000 is THE SPORT Tourer. For those above 6’2″, the MS is. For those in between, either one.

      KTM/GS/VStrom may objectively perform close, but you end up riding them differently. As upright and wide bar’ed as the Duc is, it still puts you in a position where you naturally look under the inside mirror, similar to a sportbike, when going gets faster. On the Adv bikes, you’re encouraged to just hang off, like on a trapese. Riding the 1190 and Duc back to back, reinforces how different they feel, despite looking close on paper.

      • DickRuble

        Well, with the Vespa folks under 4′ can do sport touring, so it makes sense to include it in a comparo.

        • tomthebomb024

          behold, an angry man

    • roma258

      Thing is, there are not a lot of traditional sport-tourers left, so this test makes the best of what’s available. Maybe coulda thrown in the Viffer and BMW F800GT, but those feel like a slightly different class. A lightweight ST maybe.

  • Ser Samsquamsh

    Very fun review:) A shame you didn’t have the VFR.

    I rode these bikes and it was a tough choice between the VFR and the Kawi:

    Kawi:
    +way more power, better electronics, less expensive, green!
    -buzzy, high insurance, kind weird looking

    VFR:
    +much nicer finishing, more agile, better dealer, equipment (centerstand, heated grips etc)
    -no slipper clutch
    * not sure if I like the VTEC. sometimes it’s cool sometimes not.

    I chose the VFR cuz I like its personality: Sexy Librarian.

    I’ll be interested in what you have to say on the matter.