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The first Multistrada (1000) was an attempt at a multi-map road: a little trail, a little roadster, a little touring, a lot Ducati. The second generation (1200) laid the foundations for the one we know today, the first hypersport trail. Or hypertrail. Or trail-super-GT. Or … yeah, who cares.
The important thing is that the manufacturer did not want to be satisfied with an SUV capable of breathtaking performance but dropped when approaching rough roads. Although few buyers of this type of machine set off to attack gravel and travel where roads no longer exist. But what do you do for the few seasoned adventurers? Easy, we create an Enduro version.
This one is much more prepared to go for an off-road trip rather than selfies in front of the Eiffel Tower. Now, it gets the last version of the big twin DVT in its 1260 edition.
However, the MTS boiler was not lacking in vigor. Between the cubic capacity, the variable valve timing and its sporting genes, we had enough to slip away and pull up a tree for the needs of a campfire. Except that the Mutistrada “road” having adopted this big block, why deprive it. With 64 cc more in the cylinders, power climbs to 158 horsepower (6 more) at the same speed of 9500 rpm. The torque strengthens a little, at 13.1 mkg.
An orgy of watts. Why did you try to raise the glove again? For availability. By adopting the engine ratings of the XDiavel, the 1262cc Testastretta DVT offers much more force in the mid-range. A real plus for revivals on the road, an even more manly help to extricate yourself from situations where you have no time to change gear.
How do we recognize this 1260 evolution? With the big sticker on the sides of the tank. Design side, the Enduro did not see fit to change face. Sister Mutlistrada hardly moved either by upgrading her engine. Remove the stickers and it will be indistinguishable from one generation to the next.
Except for the connoisseurs: they will have spotted the aluminum protection shoe, of a stronger size and yet lighter. However, they will only be able to estimate the morphological adaptations by going on board. The riding position changes slightly but noticeably with a saddle lowered by 10mm and handlebars of 30mm. What led to the remodeling of the top of the reservoir.
The MTS Enduro also renews its beautiful color TFT tablet of 800×480 pixels. By revising the interface and navigation. It is true that with all the functions, assistance, settings, menus … It is not necessarily easy to be intuitive, and Ducat ‘had progress to make at this level. With the HMI (Human Machine Interface), everything should improve.
With each generation, one would say that it is necessary at all costs to add an electronic gadget. Sometimes that is useless, sometimes essential. Where is the new Ducati Link app located? This should be good with the ability to configure the Riding Modes from your smartphone, to display information, service intervals, the nearest Ducati points, on the smartphone, and also to record the performance of the ride and the routes and then share them.
Another arrival, the Up & Down shifter; we will soon see it everywhere. Finally, the Skyhook semi-active suspension retains its place of choice and top-of-the-range, while moving to its Evo version, which is more efficient. Synonymous with the name of the machine, the travel of the 48 mm inverted fork / single shock duo is greater than on the standard Multistrada, i.e. 185 mm instead of 170 mm. However, this is a lower value than that of the ex-1200 Enduro, which moved over 200 mm. Would the Skyhook perform as well with less damping stroke? Would the manufacturer wish to re-calibrate the handling? Or give more privileges to the Enduro Pro version ?
Few changes on the chassis side except an increase in the wheelbase, a weight gain of 2 kilos on the new rims and a lower center of gravity (riding position + less suspension travel). Fans of the first hour will find the tubular steel trellis frame, 19 and 17-inch spoked rims mounted on mixed trail-road tires, large 320 mm brake discs pinched by 4-piston Brembo M4.32 radial calipers. , a 30-liter tank maousse allowing up to 450 km of autonomy, and internal wiring to become an electrical engineer.
A little is needed for the two 12V sockets, for the LED headlights, for the indicators integrated in the hand guards … and much more to inform the on-board electronics. The 1200 was already well off, and passes it on. Everything that was taken from the previous Enduro is re-parameterized due to the increased power of the mill. Especially the 4 driving modes (Sport – Touring – Urban – Enduro), each playing on power, ABS, suspensions and assistance to best match the selected mood.
The following is the standard of today and of Ducati, worthy of an Audi: cruise control, IMU Bosch inertial measurement unit on 6 axes, DWC anti-wheeling, DTC traction control, engine brake control, ABS active in curves, adaptive headlights also in curves DCL, keyless start, VHC hill start aid, and, remember, semi-active suspensions, DQS shifter and 5-inch TFT screen.
A logical evolution for the Multistrada Enduro than the transplant of the 1260 engine. Fuller, more torquey at all stages, it is an ally of choice in all situations..
Adventurous this Ducati, overpowered, and attractive like any high-caliber machine. Completely out of step of course, like its competitors, compared to the original trail spirit – the light and playful machine that weighs nothing, goes everywhere and can withstand wallowing on wall. Except that we are no longer in the trail but in the hypertrail. That Ducati does not hesitate to want to take (you) in all possible paths, with or without tar.
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Replaces
Multistrada 1200 Enduro 2018
Model marketed in
2019
2020
Performances
-
Max speed:
about 240 km / h -
Consumption
medium: 5.50 l
The technical aspect
Ducati 1260 Multistrada Enduro 2019
- Frame
- Frame: tubular steel trellis
- Tank: 30 liters
- Seat height: 860 mm
- Wheelbase: 1,592 mm
- Dry weight: 225 kg
- Weight in running order: 254 kg
- Train before
- Telehydraulic inverted fork Ø 48 mm, deb: 185 mm
- 2 Ø 320 mm discs, 4 piston monobloc radial calipers
- Front wheel:
120/70
– 19
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 185 mm
- 1 disc Ø 265 mm, 2 piston caliper
- Rear wheel:
170/60
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- injection Ø 56 mm
- 2 ACT, variable distribution
- 4 valves per cylinder
-
1,262 cc
(106 x 71.5 mm) -
158
ch
at 9,500 rpm -
13.10 mkg
at 7,500 rpm - Weight ratio /
power
: 1.42
kg / hp - Compression: 13: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 BMW R 1250 GS Adventure
Yamaha XTZE 1200 Super Tenere Raid Edition 2019
Honda CRF 1000 L AFRICA TWIN Adventure Sports 2019
Gallery
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