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The 2017 version of the 1200 MTS has a few minor changes. Optimized air intake via a revised airbox and new engine parameters should further improve mid-range response. The technical documentation keeps in its columns the copious power of 160 horses… but the values on the official site drop to 152 horsepower. Go figure. With one or the other, we remain at the helm of a sacred cavalry. And not that.
The very first Multistrada was a real UFO in the Ducati range. And in the biker world as well. His concept played a lot there, his particular design for many. The 1200, in 2013, allowed this “hybrid” machine to truly find its vocation, its expression, its ardor. The hypersport trail was born. Today, the 3rd generation 1200 Multistrada is full of technology, introduces variable valve timing into its engine and improves its efficiency..
The design of the Multistrada is a bit like that of a BMW GS or a Suzuki GSX-R. Whatever the generation, we immediately recognize the identity. STD follows its genetic lineage, but with an even more threatening face. The muzzle has veered: the trails advance a duckbill, while it would rather be that of a vulture for the Ducati. The eyes have been stretched, the hoof is retouched, the side flanks have evolved while retaining the stylistic line, the dressing has taken on cheeks. In the end, we feel that this Multistrada is not there to amuse the gallery.
But well to take great pleasure in the handlebars. With watts, and big ones. And even more. The Bologna brand has taken an interest in new ground to offer more comfort to its twin. This goes through a variable distribution system. Fairly widespread in cars, it is rarely found on motorbikes. There are few machines capable of modifying what happens in the cylinder head. There was the Kawasaki GTR 1400; The VFR 800 has been defending it since 2002, and …. and that’s it. Forget Honda’s, which only acts on the number of valves in action. That of the GTR acted on admission only. With its DVT (Desmodromic Variable Timing) system, Ducat goes further and allows its trail to be the first production motorcycle to be able to shift its intake AND exhaust camshafts. This is to reconcile a lot of torque at low revs and big power at high revs. With a classic distribution, we must favor one or the other, or include it. There, we play a winner on both counts.
To explain DVT, you need a beautiful diagram, a dose of patience and a knitting brain. So, let’s keep it simple. The end of each ACT is not connected to a traditional pinion but to a phase shifter controlled by oil pressure. The engine control unit makes it possible to modify an oil flow entering this complex part to adjust the ACTs according to the engine speed. For more, more details, a large paragraph is at the end of the article, with a video to better visualize.
In fact, this DVT allows the big twin to offer more engine performance, more availability, increased flexibility and lower fuel consumption. Ducati announces 8% on average. As for performances and times, you have to know how to keep your cool. La Multistrada gained 10 horsepower in the operation. The stable is now overflowing with 160 nags. And couple question, it will heat up in the gommards. At 3500 rpm, we already have 80 Nm (8.2 mkg) on hand. Between 5750 rpm and 9000 rpm, there is always at least 100 Nm (10.2 mkg) available. The peak is located at 7500 revs where the Testastretta 1200 balances 136 Nm or almost 14 mkg. Before, the curve peaked at 12.7 mkg. Enough to atomize many machines in circulation on the go-around. This heavy work of the high engine is more than enough; the rest of the bicycle has not changed. No need besides, it was already one of the most evolved of the production.
And for maintenance. The manufacturer is confident: routine maintenance extended to 15,000 km and the timing adjustment of the distribution to 30,000 kms.
Ducati likes to make engines that tear your neurons out of you. And on the chassis side, we’re not going to blame them a lot either. On the sports side, you need a job. On the trail side, the will is less elitist but just as rigorous. The type of structure remains the same, but the evolution is visible. The tubular steel trellis is redesigned, stiffened, painted red now, and the development team took the opportunity to raise the ground clearance by 20mm. With 180 mm, it makes it possible to act as a multi-road motorcycle … in the field of reasonableness.
To each his own way? The suspensions will have to be adjusted. Here we find a Sachs inverted 48mm fork and a single shock from the same manufacturer, both fully adjustable. The treats are for the S version, which has acquired a new version of the semi-active Skyhook suspensions. This Premium version is also distinguished by its brake calipers, its dashboard and other attractions.
New triple Y-spoke rims fit Pirelli Scorpion Trail II, trail-GT tires, but more GT than trail – which perfectly matches the use of the big mastodons that these machines have become..
Engine – Chassis – Electronics. Every motorcycle is now made up of this trio of shock. At Borgo Panigale, we want the infusion to stay on top of the technical level. There were already the Modes of Conduct. They are now reinforced in their prerogatives by an IMU inertial unit. Depending on the Sport, Urban, Touring or Enduro mode, the electronics adjust the engine power, the way it is delivered, and the level of intervention of the ABS, traction control, and anti-wheeling . With the IMU, the Multistrada sees its ABS become active when cornering. The Brembo M40 jaws will be able to bite as much as they want the 320mm tracks, the anti-lock and the multi-axis brain will modulate the braking according to the inclination of the bike and its velocity. No more risk of braking too hard in the curve or of seeing the rear lift. Pinch, and the bike handles.
Once on board, MTS wants to take care of you. Two 12V sockets, cruise control, backlit controls, and a new LCD dashboard, noticeably less messy than the old one. As well as a new handlebar, a more welcoming saddle adjusting to 825 or 845 mm, always the possibility of adjusting the screen to 60 mm, and the little extra with which you quickly become addicted: the keyless start. Stuck in the pocket of the pants in the jacket, under the rain clothes or at the bottom of the backpack … no big deal. If it is within a radius of 2 meters, the motorcycle picks up the signal and stands ready at the will of the rider.
Good, big work to modernize the 1200 Multistrada. But it costs! In price of course, which swells slightly, but especially in weight. 8 kilos heavier than last time is no small feat. Even if in the end, this will not be felt very much on a 232 kilogram motorcycle, highly motorized..
It should be noted that there are no longer certain versions of the 1200 MTS (Granturismo or Touring) depending on your wishes but Packs to customize the machine. What are they ? :
– Touring: 2 suitcases for a total capacity of 58 liters, heated grips and a ventral crutch.
– Sport: allows the Multistrada to awaken its Ducati soul, with a Termignoni silencer, a carbon front fender, and forged aluminum brake and clutch fluid reservoir covers.
– Urban: designed for the city, it contains a 48-liter top-case, a semi-rigid tank bag and a USB connection.
– Enduro: a little helping hand from Touratech allows the MTS to threaten the stones. There are additional LED headlights, an engine protection in steel tubes, a protective grille for the radiator, an extension plate for the kickstand, and an off-road footrest assembly..
DVT – Desmodromic Variable Timing
Desmodromic Variable Timing (DVT) uses hydraulically operated camshaft phase shifters (two for each cylinder head) to change the position of the camshaft relative to the pinion connected to the timing belt, allowing to vary the distribution. These phase shifters are located both on the intake cams and on the exhaust cams..
The camshaft phase shifter is a mechanism composed of two parts: an outer pinion (2) connected to the timing belt and an inner rotor (3) connected to the camshaft which changes the valve timing by adjusting the ” camshaft rotation angle.
Both parts of the mechanism can be rotated approximately 45 ° relative to the camshaft independently of each other in 0.45 sec. The inner rotor is made up of several lobes and regulates the flow of oil entering the phase shifter or leaving the space between (the chambers) the outer casing and the lobes. Oil seals fit into the machined rotor splines to provide a seal between the chambers, grouped together on both sides.
On its own, the outer gear will simply rotate at the same rate as the inner rotor. As soon as one group of chambers receives pressurized oil (the system adds oil to one side of the lobe) and the others are evacuated, the outer gear provides the force necessary to rotate or hold the rotor by. relative to the phase shifter body.
The camshaft phase shifters for each cylinder head are connected to the engine oil system via two solenoid valves (4) attached to the cylinder heads.
These valves control the oil pressure on the two camshaft phase shifters according to the signal sent by the engine control unit..
The oil pressure in the camshaft phase shifters is continuously adjusted by the oil control valves to determine the correct position of each camshaft.
The position of the camshaft is dynamically controlled by a specific sensor mounted on the cylinder head cover.
The engine control unit activates the solenoid valves according to the engine data (rpm, engine load, temperature and positions of the crankcase and camshafts). The valves open the lines for the oil in the control box. Engine oil flows through the control unit to the camshaft phase shifters. Camshaft phase shifters rotate and regulate the camshaft timing according to specifications sent from the engine control unit.
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Replaces
1200 Multistrada DVT 2016
Model marketed in
2015
2016
2017
Performances
-
Max speed:
240 km / h
The technical aspect
Ducati 1200 Multistrada DVT 2017
- Frame
- Frame: Steel tube trellis
- Tank: 20 liters
- Seat height: 825 mm
- Length: 2,190 mm
- Width: 1000 mm
- Height: 1495 mm
- Wheelbase: 1,529 mm
- Dry weight: 209 kg
- Operating weight: 232 kg
- Train before
- Telehydraulic inverted fork Ø 48 mm, deb: 170 mm
- 2 discs Ø 320 mm, 4 piston monobloc radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 170 mm
- 1 disc Ø 265 mm, 2 piston caliper
- Rear wheel:
190/55
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø 56 mm
- 2 ACT, desmodromic vari
- 4 valves per cylinder
-
1,198.40 cc
(106 x 67.9 mm) -
160
ch
at 9,500 rpm -
13.90 mkg
at 7,500 rpm - Weight ratio /
power
: 1.31
kg / hp - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha XTZ 1200 Super Tenere 2017
Suzuki DL 1000 V-STROM 2017
BMW S 1000 XR 2017
BMW R 1200 GS 2017
Kawasaki VERSYS 1000 2017
2017 Honda 1200 CROSSTOURER
Morini GRANPASSO 1200 2017
MV-Agusta 800 Turismo Veloce 2017
Triumph Tiger 1200 Explorer XR 2017
Gallery
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