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16 photos
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Conclusion: The Ducati Multistrada 1200 cannot and does not want to hide its sporty genes.
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Only the S version has the electronically adjustable Ohlins spring elements.
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… Racing or touring machine? City or off-road speedster wanted?
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The day program is selected at the end of the handlebars.
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With cable connection: servomotors regulate the damping within the fork legs.
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PLUS: The engine has a lot of flavor. MINUS: Ground clearance is limited off-road.
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First driving contact with the Ducati Multistrada 1200 – article in MOTORRAD 7/2010.
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The new Multistrada should be able to transform itself at the push of a button: …
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The pre-silencers disappear into the swing arm modeled around them.
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The massive aluminum sheets under the engine can withstand a bit.
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PLUS: with 220 kg very low weight. MINUS: ABS and traction control sometimes regulate something nebulous.
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The single-sided swing arm is a real gem in terms of workmanship and aesthetics.
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PLUS: Touring package with cases and main stand. MINUS: The price for the S version is pretty steep.
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The windshield can be moved manually.
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New benchmark: 220 kilograms ready to drive, a shock for the competition.
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Control center: The four driving programs (right) are preset at the factory, but can be reprogrammed individually.
Driving report Ducati Multistrada 1200 (2010)
Racing or travel machine, city or off-road speedster
It’s not about everything, but about a lot, says Ducati. Definitely about the future. Which a motorcycle should lead into, which may not be able to do everything, but can do a lot. And therefore deserves the name Multistrada.
What will motorcycles look like in 2020? Will they still have internal combustion engines? For sure. Will they be crammed with electronics? Most likely. And will we then only move multitasking all-rounders instead of narrowly profiled specialists? Let’s see. If it’s after D.ucati, a single motorcycle in the garage could already cover all needs.
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Driving report
The new Ducati Multistrada 1200
The Multistrada 1200 S should turn into a racing or travel machine, a city or off-road speedster at the push of a button. This was made possible by the fact that the technicians combined different adjustments of the engine, chassis and assistance systems in four driving modes that can be called up at the push of a button. If necessary, the driver can quickly switch between sport, touring, urban or enduro on the handlebars. The on-board electronics immediately take care of a conventive power output and a corresponding response behavior of the V-Zwo, the necessary chassis setup and the supporting interventions by the traction control. In principle not a revolution, such setting options were already available individually. But for the first time, Ducati has brought them together under one roof in the S version of the Multistrada – and above all logically combined them.
On the chassis, the damping and spring base are varied, for example to increase the ground clearance in enduro mode. But also to adapt the preload to different loads, because in addition to the four driving programs, the load can also be specified on a second level, i.e. driver alone, with luggage, with a pillion passenger or both.
Sounds like a lot of work – and it is in development. But it is easy for the driver to just get on and drive off. At least when the key is around. The radio automatically releases the ignition from a distance of two meters. When it is switched on, the on-board computer unlocks the steering lock and the machine can be started directly without further intervention. Extremely practical.
The new one has absolutely nothing to do with the old Multistrada. In contrast to the ergonomic peculiarities of many other Italian models, everything sits and fits here, from the handlebars to the seat. And, oh wonder, in the mirrors you can even see the traffic behind you – that too is a new experience for Ducatisti. What is also atypical is the relatively smooth-running clutch due to the servomechanics in the clutch basket and its good controllability. This is due to the fact that, unlike the 1198, the basket is allowed to bathe in oil. Last short check on the dashboard, which presents an incredible amount of information. “Sport” reports discreetly on the additional display. Certainly not an unsuitable entry-level program for a Ducati, especially since the grippy roads promise plenty of fun during the presentation on Lanzarote. In the given configuration – which, by the way, can be permanently reprogrammed according to the driver’s taste – the damping is turned off and the engine’s response is trimmed to be aggressive. The performance here of course remains uncastrated. With full throttle on the handle, the ride-by-wire opens the throttle valve fully, which results in almost 150 hp at the top, around 20 hp less than with the Supersport models. In return, there is more torque in the lower half of the band, which was achieved through a whole series of interventions in the mechanics, such as more flywheel mass, tapered intake paths and new valve timing with valve overlap reduced from 41 to 11 degrees. This is the angle of rotation of the crankshaft at which the intake and exhaust valves are open at the same time. Less overlap results in less peak power, but more torque and cleaner combustion.
The Multistrada peppers off with a lot of flavor right from a standstill, snapping the slightest turn of the throttle so that the front wheel can hardly be kept on the ground even in second gear. The engine runs below not only more powerfully, but also more smoothly than that of the sports version, but without hiding what kind of spirit he is. Namely, a real hammer that lets the greed for acceleration and speed constantly drum against the skull. However, the Multistrada does not roar its power as loudly as an 1198, the two short stub dampers exercise restraint despite the exhaust flap.
Wheelies forever – neither the standard suitcase nor the touring mode can really prevent that.
The Ohlins chassis is sensitive and offers excellent feedback. but looks a little unyielding when turning onto a bumpy slope. So quickly switched to the “Touring” program. With clearly noticeable success. Damper valves that are wider open absorb hard shocks better, and the engine is now noticeably softer on the accelerator and no longer jumps so sharply in the partial load range. Suddenly he is standing behind the ledge, the inevitable coach. So drop anchor, which shouldn’t pose a problem thanks to the excellent Brembo stoppers and ABS. But something in the electronics regulates well before the blocking limit, it gets tight. Similar to traction control, which sometimes intervenes dubiously, ABS is a mystery. Obviously, the technicians absolutely wanted to prevent the forward somersault and built in a rollover detection system that regulates it very early. Small consolation: The ABS can be switched off, but it cannot be programmed permanently.
Back in town. The “Urban” program puts the valves on draft and lowers the rear a little. And reduces the performance to around 100 horses. The Ducati doesn’t seem weak. At the start of the traffic lights, it continues to act well, because the torque is retained. The last thing that remains is the “Enduro” program. Does that really go with this planer? Ducati says yes, ordered tires with reinforced casing from Pirelli especially for the Multistrada. So off to botany. A long gravel path towards the beach is certainly not a tough test, but a first hint. However, building speed is not that easy. The traction control intervenes continuously, although it should now allow a lot of slip in position two. It obviously switches off at speeds of 80 to 90, because suddenly the rear wheel spins mercilessly.
Oops, suddenly a rough bump appears. So make the front wheel light, close your eyes and get on with it. The exhaust manifold protective plate hard punches a hole in the floor. The Ducati is not a real off-road machine, especially for trial-like operations it lacks the ground clearance that a BMW GS offers. And the front 17-inch model is not an ideal off-road solution either. Nevertheless, the Ducati’s off-road capabilities are surprising.
The Multistrada can do a lot, but certainly not everything. But the Italians managed to create a new breed of motorcycle. A supersport fun bike with fascinating, future-oriented possibilities. That is certainly also good for the tour, but always remains a sport bike at heart. And thus remains true to the original Ducati philosophy: all or nothing. In plain language: Better to chase an S 1000 RR than to putter behind an R 1200 GS.
Technical specifications
New benchmark: 220 kilograms ready to drive, a shock for the competition.
Engine:
Water-cooled two-cylinder four-stroke 90 degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, ø 56 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery, Hydraulically operated multi-disc oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 40:15.
Bore x stroke 106.0 x 67.9 mm
Displacement 1198 cc
Compression ratio 11.5: 1
rated capacity 108.8 kW (148 hp) at 9250 rpm
Max. Torque 119 Nm at 7500 rpm
Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, electronically adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, electronically adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed calipers, ABS.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Mass and weight:
Wheelbase 1530 mm, steering head angle 65.0 degrees, caster k. A., spring travel f / h 170/170 mm, dry weight 192 kg, tank capacity 20 liters.
guarantee two years
Mobility guarantee two years
Colours Red, black, white
price 17990 euros *
Additional costs 255 euros * Touring version with cases, main stand and heated grips as standard, sport version with carbon attachments.
Noticed
16 photos
Pictures: Driving report Ducati Multistrada 1200 (2010)
To home page
- Most diverse coordination options.
- Weight very low at 220 kg.
- Motor has a lot of flavor.
- Touring package with cases and main stand.
Minus:
- Price for the S version is pretty steep.
- ABS and traction control sometimes regulate something nebulous.
- Ground clearance limited off-road.
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