Driving report Ducati Multistrada 1000 S

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Driving report Ducati Multistrada 1000 S

Driving report Ducati Multistrada 1000 S
Gold pen

Ralf Schneider


Slowly but surely the concept of Ducati Multistrada to maturity. In the third year of their existence, all Multistrada 1000 models have undergone a number of modifications that dispel the criticism of the original design. A bench with a different shape helps to increase freedom of movement and better seating comfort, a wider windshield creates better wind protection, and wider mirrors ensure sufficient rearward visibility. What distinguishes the high-quality Multistrada 1000 S from the standard model are, in particular, the very finest spring elements. Noble in gold with a milled axle and brake calliper mount emblazoned an Ohlins fork, which as an accessory alone would cost around 2600 euros. A sum that sounds hard like luxury items and celebrity surcharges, but can actually be justified by extremely precise and complex manufacturing. The titanium nitride coating is applied in three layers with polishing steps in between, in order to minimize the breakaway forces of the fork through the lowest possible roughness depth. This can actually be felt as a fine response when driving the noble Multistrada. However, more as the icing on the cake when it comes to convenience than a mere necessity. But as it is when someone has once experienced the almost perfect things: The ordinary standard has a difficult time afterwards, you may not like to find your way back.
At the back, a small lack of coordination creeps into the high-quality environment. Despite the slightest spring preload? easy to adjust on the handwheel ?? the necessary negative spring travel is extremely tight, so Ducati has chosen the spring a little too hard or too long for solo use. This is particularly noticeable in sporty driving with sharp braking into corners, an exercise that the Multistrada masters well. The back lurches a little too quickly because the bike hardly has any contact with the ground. Even the still noticeable stirring in long curves could probably be stopped with a further compressed hindquarters. Thanks to the Ohlins shock absorber, it is not particularly difficult to find a solution? there is a wide range of replacement springs for individual adjustment.
The other differences between the S and standard models are quickly described; the S carries a light aluminum handlebar from Renthal, carbon covers for the timing belt and a carbon front fender. The 1500 Euro surcharge for the S is mainly justified by the fork; the friends of fine chassis technology get their money’s worth. Those who do not have the very high demands in this regard can enjoy the same high-speed, air-cooled two-valve engine in the normal Mulitstrada. According to the good, long-standing Ducati tradition, it usually even has a little more horsepower than indicated. ras

Technical data – DUCATI Multistrada 1000 S

Engine: air-cooled two-cylinder four-stroke 90 degrees-
V-engine, one overhead, toothed belt driven
Camshaft, two valves per cylinder, injection,
Dual ignition, uncontrolled catalytic converter, six-speed gearbox, chain.
Bore x stroke 94.0 x 71.5 mm
Displacement 992 cm3
Compression ratio 10.0: 1

Rated output 68 kW (92 hp) at 8000 rpm

Max. Torque 99 Nm at 5000 rpm

Chassis: tubular steel frame, upside-down-
Fork, Ø 43 mm, central spring strut with lever system, Dop-

pel disc brake at the front, Ø 320 mm, four-piston fixed callipers, disc brake at the rear, Ø 245 mm, two-piston fixed calliper.

Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions and weights: wheelbase 1462 mm, seat height * 850 mm, weight with a full tank * 220 kg, payload * 190 kg, tank capacity 20 liters.

Warranty two years

Colors black, red

Price 12795 euros

Additional costs 250 euros

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