Comparison test: Ducati 1198 S against Ducati Multistrada 1200 S

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Comparison test: Ducati 1198 S against Ducati Multistrada 1200 S
Jahn

Comparison test: Ducati 1198 S against Ducati Multistrada 1200 S

Ducati 1198 S versus Ducati Multistrada 1200 S

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One brand, one engine, two concepts: while the 1198 S from Ducati shines above all on the racetrack, the new Multistrada 1200 S reaches for the country road crown. Which of the two Italians will do better through the green hell??

Finally! After weeks of anxious waiting and hoping, it is now ready for the first horsepower comparison test: the Ducati Multistrada 1200 S. But there is no time to carefully get to know each other, it goes straight to the top. PS has come up with something very special for the sporty all-rounder, full of electronics, and sends her together with her thoroughbred sister and engine donor 1198 S to the Nordschleife of the Nurburgring. Not really a country road, but the 20.8-kilometer-long circuit is not yet a race track "green Hell" the ideal terrain for confronting the two Italians.

A.If the Multistrada engineers had already prepared for this case, instead of the main stand, heated grips and case system, noble carbon fenders and engine covers adorn the PS test machine. Simple "Sports" Ducati calls this variant of the Multistrada, which compared to the more travel-friendly "Touring"-Version saves three kilograms in weight and is also visually more robust. In terms of price, the two model variants of the Multistrada do not differ: Ducati calls up 17,990 euros for both motorcycles – including the electronically adjustable DES chassis, which costs 3000 euros.

But the electronics do not only intervene in the chassis. Traction control (DTC) and ABS are also on board, as are three different engine settings. All of these electric gimmicks, which are basically already known from other motorcycles, have one thing above all in the Multistrada: They increase user-friendliness. At the push of a button, the driver can choose between four programmed driving modes: Sport, Touring, Urban and Enduro. Ducati stored each of these four modes with a special combination of power delivery, traction control and suspension adjustment. Never before has the characteristics of a motorcycle been so fundamentally changed at the push of a button.

For technology freaks and individualists, the Multistrada also offers the option of adjusting the settings within these modes themselves. A total of four million (!) Possible combinations are available. Is that enough to keep up with the 1198 S on the Nordschleife?

Multistrada 1200 S.


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The Ducati Multistrada 1200 S.

When you warm up on the Multistrada, despite all the electronics, you first notice something mundane: the relaxed seating position. Wide, high handlebars, relaxed knee angles, upright posture – you immediately get the feeling of sovereign sublimity. The engine underlines this feeling on the first tight Nordschleife bends between Tiergarten and Hatzenbach. From 3000 rpm, the twin adopted from the 1198, which has been prepared for its new existence with a larger flywheel mass, reduced valve overlap and narrower intake ducts, shakes out full torque, hangs directly on the gas and invites you to power cruising.

Suddenly the 1198 S hammered past with a clear excess of speed and showed the Multistrada driver that the Nordschleife is not the right place to stroll. So get on the bacon! When downshifting, the extremely difficult-to-use transmission becomes noticeable, which makes it almost impossible to change gears on the downshift without double-declutching. Kick! Clack! Go then!

The easy-to-read digital tachometer jumps to 8000 rpm, the multi goes over to attack – at least it tries. Because while the full acceleration of the all-round Ducati on the country road is beyond any doubt, you run out of breath on the fast, performance-demanding sections of the Nordschleife such as the airfield and boiler despite real 147 hp. This is where the disadvantages of the V2, which is optimized for pulling power, come into play, which lacks liveliness at high speeds.

If the pilot catches the wrong gear at the exit of a curve, a torque hole at almost 6000 rpm also disturbs, in which the engine seems to collect power for the sprint towards the rev limiter, only to be fully back to life 500 revs later. The electronics cannot help here: There are three different mappings to choose from, the variants "Sports" and touring" with the same peak performance differ only in response behavior, not in engine characteristics. The third mapping only offers 100 hp and is intended for city and enduro use.


Jahn

Both top values ​​burn on the road, but the 1198 S is much more suitable.

With ABS, more setting options would also be desirable for fast laps on the Nordschleife. Subjectively, the braking system regulates well before the tire locks up, presumably to avoid the risk of the rear wheel lifting off. The only thing left to do is to switch off the ABS completely. In this My-Brake-Feeling-belongs-to-me mode, the Multistrada brake works great, can be dosed cleanly and pampers you with a full bite.

In the case of the appealing chassis, which has a large adjustment range, the electronics score fully: A few pushes of a button are enough, and the initially very restless Multistrada runs much more stable, even if you don’t have the missing in fast passages due to the long spring travel (170 mm front and rear) Steering damper and the wide handlebars, even when the damping is completely closed, a certain basic nervousness remains.

There is nothing wrong with the young Italian’s handling: light-footed, almost effortless for a 230 kg bike, she wags through curves of various radii and obediently obeys the pilot’s instructions. The newly developed Pirelli Scorpion Trail in the softenduro-untypical rear wheel dimension 190/55 support the positive impression, harmonize very well with the motorcycle and offer a surprising amount of grip even with a sporty driving style. Only the feedback should be a bit better.

1198 p


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The Ducati 1198 S.

The 1198 S does not have this problem. Their super-sporty Pirelli Supercorsa SP provide excellent feedback and offer grip until the earlobes drag. The sitting position of the red athlete is also comfortable. A torture on the country road, the combination of deep handlebars and high footrests on the Nordschleife is perfect. The biggest plus point of the 1198 S, however, is its engine: It impresses with its brutal pressure from idle speed and a revving pleasure that transforms the low flight through the green hell with all its ultra-fast corners and blind corners into a single adrenaline trip. On the other hand, the Italian athlete’s usual confident brakes ensure that this trip doesn’t end badly.

The suspension setup of the 1198 S causes adrenaline rushes of the unpleasant kind. The ratio at the front soft to hard at the rear causes the Italian superbike to rock on bumps in fast sections of the route such as the Fuchsrohre. Fortunately, in contrast to the Multistrada, the Bella Rossa has a steering damper that counteracts this problem and calms the front and nerves on the numerous bumps and crests of the Nordschleife.

At the end of the day, the 1198 S stands complacent in the parking lot and longs for the end of the day, while the Multistrada is happy to be able to return to the country road on the way home. Finally!

Conclusion: Despite excessive electronics and a sporty basic set-up, the Multistrada S cannot convince on the Nordschleife. She does not have a real weakness, but she lacks a bit of sportiness in all areas. In the end, the young all-rounder had to admit defeat to the 1198 S.

Ducati 1198 S.


Jahn

The super sporty character clearly fits the Nordschleife better.

Category engine:
The motor of the 1198 S is the ideal Nordschleife drive: rich torque, power in abundance, plus a clean response. Top.

5 out of 5 stars

Category chassis:
The well-known problem of the inhomogeneous suspension setup is particularly annoying on the Nordschleife. The brake, on the other hand, is a dream.

4 out of 5 stars

Category ergonomics:
In contrast to the country road, the extremely sporty seating position with deep handlebars and high rests fits well on the Nordschleife.

4 out of 5 stars

Category driving fun:
The engine, brakes and seating position invite you to enjoy a happy lap, only the problematic suspension is a bit dulling the fun.

4 out of 5 stars

PS judgment:
The super sporty character of the 1198 S suits the Nordschleife better than the multistrada’s more comfort-oriented set-up.

17 out of 20 stars

Ducati Multistrada 1200 S.


Jahn

The strength of the Ducati Multistrada 1200 S lies on the country road, not on the racetrack.

Category engine:
A stunner on country roads at moderate engine speeds, the Multistrada engine lacks pressure in the upper speed range relevant to the north loop.

3 out of 5 stars

Category chassis:
Brakes, responsiveness of the spring elements and handling are convincing. The chassis is too soft for the Nordschleife and the long suspension travel interferes.

3 out of 5 stars

Category ergonomics:
Wide, high handlebars, relaxed knee angle, upright sitting position. The ergonomics of the Multistrada fit perfectly in everyday life, but it is too good for the green hell.

3 out of 5 stars

Category driving fun:
The sporty all-rounder is a lot of fun at a moderate pace, but she lacks the last reserves for the very sporty pace.

3 out of 5 stars

PS judgment:
Not country roads, not racetracks, but the thing in between is still too much of a good thing for the Multistrada. Country road only is her thing.

12 out of 20 stars

Technical specifications


Drawing: archive

Performance diagram of Ducati 1198 S and Multistrada 1200 S.

In the upper speed range, the Multistrada clearly lacks performance compared to the super powerful 1198 S. While the all-rounder supplies the pilot with more torque than the 1198 sister in the engine speed range between 4500 rpm and 6000 rpm, which is relevant for everyday use, it loses contact with the athlete at just under 7000 rpm. In addition, between 6000 rpm and 6500 rpm, a clearly noticeable torque gap is a nuisance, which causes long faces if the wrong gear is selected on the Nordschleife, especially between the mine and the carousel. This shortcoming is less noticeable on country roads, where the Multi inspires thanks to its short gear ratio and fat punch, especially with its full acceleration in the lower rev range, which is also reflected when pulling from 50 to 100 km / h.

Ducati 1198 S.


Jahn

The hard Ohlins shock absorber causes unrest on the Nordschleife.

Drive:
Two-cylinder 90-degree V-engine, four valves / cylinder, 125 kW (170 PS) at 9750 / min *, 131 Nm at 8000 / min *, 1198 cm³, bore / stroke: 106.0 / 67.9 mm , Compression ratio: 12.7: 1, ignition / injection system, 64 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat

Landing gear:
Steel tubular space frame, steering head angle: 65.5 degrees, caster: 97 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 127/127 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Diablo Supercorsa "SP", 330 mm double disc brake with four-piston fixed callipers at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height: 1080/810/1100 mm, seat / handlebar height: 810/860 mm, handlebar width: 675 mm, 197 kg fully fueled, v./h .: 49.4 / 50.6%

Rear wheel power in last gear:
116 kW (158 PS) at 264 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.3 / 8.0 s
Pulling speed 50-100 / 100-150 km / h: 5.0 / 4.1 s

Top speed: 288 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 8.4 liters / 100 km, tank capacity 15.5 liters, range: 185 km

Base price: 21,990 euros (plus additional costs)

Ducati Multistrada 1200 S.


Jahn

The carbon panels are a distinguishing feature of the sports version.

Drive:
Two-cylinder 90-degree V-engine, four valves / cylinder, 109 kW (148 PS) at 9250 / min *, 119 Nm at 7500 / min *, 1198 cm³, bore / stroke: 106.0 / 67.9 mm , Compression ratio: 11.5: 1, ignition / injection system, 64 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel lattice frame, steering head angle: 65 degrees, caster: 104 mm, wheelbase: 1530 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression stage, central spring strut with deflection, adjustable in spring base, tension and pressure level. Suspension travel front / rear: 170/170 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Pirelli Scorpion Trail, 320 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear

Measurements and weight:
Length / width / height: 2200/910/1400 mm, seat / handlebar height: 840/1120 mm, handlebar width: 815 mm, 231 kg fully fueled, v./h .: 48.8 / 51.2%

Rear wheel power in last gear:
99 kW (135 PS) at 240 km / h

Performance:
Acceleration 0-100 / 150/200 km / h: 3.3 / 5.8 / 10.1 s
Pulling speed 50-100 / 100-150 km / h: 5.1 / 5.4 s

Top speed: 245 km / h *

consumption:
Fuel type: Super unleaded. Average test consumption: 8.2 liters / 100 km, tank capacity / of which reserve 20/4 liters, range: 243 km

Base price: 17,990 euros (plus additional costs)

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