Ducati Multistrada 1200 S in the top test

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Ducati Multistrada 1200 S in the top test

Long distance, everyday life, sport

The Ducati Multistrada 1200 S didn’t want to be a GS clone, opened its own class and rode it damn well. So good that she has already received a Bavarian clone herself. We have the new multi in the top test.

D.ucati Multistrada 1200 S. In order to better understand the current, third version of Ducati’s “one-for-all motorcycle”, a brief outline of its development history is recommended. In 2003, the original Multistrada saw the light of day: with a long-legged chassis, air-cooled 1000 cubic two-valve engine and a polarizing, extravagant Terblanche design. Multi one zero. Not a bestseller, but opening up a new category for Ducati, even if Yamaha’s TDM is of course the godfather. The 620 and 1100 series follow, but only the completely redesigned Multistrada 1200 will be a real success from model year 2010.

Ducati Multistrada 1200 S in the top test

Long distance, everyday life, sport

Ducati Superbike look, and with the ultra-modern Testastretta propellant that Superbike. Strong 150 horses who hardly wanted to hide their high-performing origins. From 2012 with double ignition and thus significantly improved smoothness, multi two five. Introduced as part of the same facelift, the more expensive S variant has the semi-active Skyhook chassis. With sky hook then multi two eight, if you will. The Ducati Multistrada 1200 S thus temporarily became the best-selling Ducati. What makes it so successful? Until the imminent arrival of the BMW S 1000 XR, she is practically alone in a class that she has opened. Long-fork athletes with 150 or more hp, 17-inch road bikes, not too heavy, suitable for long tours or a wild after-work ride in full alarm mode.

Ducati Multistrada 1200 and S version with 160 hp

So now multi three zero. Constructed from scratch, even if you have to look twice. Most important innovation: Desmodromic Variable Timing, DVT. The variable desmodromic valve control is intended to improve running smoothness, increase torque and reduce consumption and exhaust emissions. All those beautiful things that car enthusiasts have been enjoying for years with the various valve lift adjusters available on the market. Interesting.

At this point, we top tested the Ducati Multistrada 1200 S, which costs 18,490 euros (white costs 200 euros extra), which has 330 mm discs and Brembo M50 saddles, TFT display and a few other goodies in addition to the latest version of the electronic chassis (Skyhook Evo) remain withheld. Both the MTS 1200 and Ducati Multistrada 1200 S are starting with a nominal 160 Cavalli rampante. Ducati has pinched the unspeakable practice of artificially cutting the base model in terms of top performance (see Monster 1200) in the case of the Multistrada. As a reference for the 2015 S: Ducati Multistrada 1200 S, 2014 model. Two eight against three zero.

All tests and articles about the Ducati Multistrada 1200 S

All articles on the Multistrada 1200 S for download

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Ducati Multistrada 1200 S Touring – old against new

Multistrada now with semi-active chassis

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Endurance test Ducati Multistrada 1200 S

Final balance after 50,000 kilometers

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Really comfortable and fully suitable for long journeys

The ergonomics of the new Ducati Multistrada 1200 S is largely similar to the old one. And because that was already quite successful, this chapter can be briefly summarized as follows: high, upright, comfortable sitting behind the equally high, wide handlebars, relaxed knee angle, enough space for riders of tall stature and pillion passengers. For smaller children, the standard bench seat can be lowered by 20 millimeters to 825 millimeters. The lower accessory bench is then recommended below 1.70. There are improvements in the details, the new tank is a little narrower in the crotch, which ensures a pleasant, intimate contact with the machine. Because the seat of the Ducati Multistrada 1200 S is noticeably softer upholstered, the new one is rated “really comfortable and fully suitable for long journeys”.

The changes in the engine are more far-reaching. In essence, the L-Twin taken from the Ducati 1198 is still working in the Ducati Multistrada 1200 S, but the already mentioned DVT is supposed to tourify its character again. The result is a noticeably smoother engine run and throttle response a few hundred revolutions earlier than before. Up until now the triple gear of choice in urban areas, the 2015 model cruises through towns in the fourth without grumbling. The hard desmo hit of the old MTS is a thing of the past, some are said to have liked it. As a touring motorcycle, the MTS noticeably wins.

The automatic gearshift would suit the Ducati Multistrada

And then turn the tap at the exit of the town, without downshifting. Oops, should that be more pressure? Okay, the Testastretta didn’t have the big bang out of the basement before, but a look at the performance diagram shows: Where the 2014 model scores with even torque and power growth, the 2015 DVT Ducati Multistrada 1200 S amazes with a hole of almost 6000 turns. As promising as the principle of variable valve control is on paper, apart from the increased running smoothness, the advantage here is not quite apparent. In the age of ride-by-wire, we have already seen a buttery smooth throttle response in the large V-Twin without DVT. Especially since the system does not necessarily improve the communication between the throttle hand and the rear wheel. You can easily feel that the hydraulic camshaft adjustment is an additional instance between the driver’s request and propulsion. Not serious, but a little synthetic in places.

On the other hand, the fireworks that the twin burns beyond the 6000 mark is not at all synthetic, pardon me. Here he tenses his superbike muscles really hard. Just a moment ago Bruce Banner, the Hulk roars and shoots angrily towards the limiter. Well, we would have preferred to find the increased maximum torque a little further down the band, and of 160 prospectus horsepower remain in the vehicle registration document 152 (on the test bench 150), but on top of that, the Ducati Multistrada 1200 S continues to degrade any representative who is inflated with the greatest turbo -Diesel instantly to the snippet in the rearview mirror.

There has been significant progress with the transmission. The wonderfully full, direct Ducati detent was retained, but the bony shift feeling has disappeared. Now the gears are flowing so smoothly that it is a pleasure. An automatic gearshift, perhaps even with a blipper, would still look good on the Ducati Multistrada.

MOTORCYCLE market: Used Ducati Multistrada 1200 S Granturismo

Chassis from crisp to litter-like

We come to the driving modes, there are four different to choose from: Touring, Sport, Urban and Enduro. Depending on their intended use, these modes combine the preload (rear only) and damping settings of the Skyhook chassis with the appropriate settings for power (160 or 100 hp), response behavior (gentle, medium, direct), ABS (four levels) as well as traction and Wheelie control (eight levels each). These pre-settings can then be freely adapted to the driver’s special wishes in the extensive menu, for example by choosing the damping to be harder or softer in five stages. In the more than 400-page manual for the Ducati Multistrada 1200 S, the endless possibilities are explained in great detail.

To get to the point: The semi-active chassis of the 2015 model works very well. While the old Multistrada had to put up with the reproach of being too tightly tuned for an all-round motorcycle, the new Ducati Multistrada 1200 S has softer springs for a much more harmonious, touristy, but by no means limp driving behavior. While the touring mode used to be too uncomfortable, its basic setup allows for the new, relatively relaxed gliding on the rough road. Anyone who adjusts towards soft starting from this receives almost litter-like suspension comfort. On the other hand, in Sport mode, anything from crisp to hard is possible. However, it then feels a little more unwilling in fast alternating curves. All in all, this chassis now covers a much wider range. The 2015 model therefore rightly bears the name Multistrada.

Multistrada drives confidently with 2 people

Regardless of all setting options, the basic handling is also convincing, even if the new one with DVT and a few extras (main stand) still weighs 249 kilos, i.e. 15 kilos more. It can be driven smoothly over the front wheel, steers precisely and easily. Although it moves slightly over the steering head due to its design when the waves are inclined, it always remains stable. The semi-active chassis automatically adjusts the chassis settings to the current state of the road and the driving situation, for example by opening the damping further on very poor surfaces or by closing the front compression a little when braking to prevent the Ducati Multistrada 1200 from immersing too deeply S to prevent. You can clearly feel this anti-dive and anti-squat function. It is best not to worry too much and just let the electronics work, because overall everything works pretty well.

The Pirelli Scorpion Trail II, which was installed as the first tire, contributes a considerable part to the rounder handling, which in addition to good feedback and great grip also offers a decent mileage. Owners of the old Multistrada should definitely try it out. Adjusted to the current load status at the push of a button, the Ducati Multistrada 1200 S also drives incredibly confidently with two people. All in all, a clear leap forward in the chassis section. Still sporty, but much more comfortable and therefore more versatile overall.

Clear pressure point, finest dosage, hearty bite

When it comes to electronic helpers, you can feel that Ducati has acquired a lot of know-how at the Panigale. The eight-stage DTC traction control of the Ducati Multistrada 1200 S was particularly appealing with its reliably transparent control behavior and very soft intervention. The wheelie control DWC, which is also adjustable in eight levels, is not quite as polished, but still reliable. The ABS offers four modes. In standard mode with lift detection and brake force distribution between the front and rear wheels, in sport mode without, plus the enduro mode, in which only the locking of the front wheel is prevented, and finally completely deactivated. The braking performance of the Brembo monoblocks on 330 mm discs is exemplary: clear pressure point, extremely fine controllability, solid bite even with the umpteenth braking. The ABS regulates late, and there is even a cornering function on board, which enables crash-free emergency braking in an inclined position.

Phew, lots of options. And the basics, classic everyday uses? That’s true too. The test consumption of the Ducati Multistrada 1200 S is 4.9 liters, around half a liter below the 2014 model; the DVT apparently has a positive effect here. With a 20 liter tank capacity, this results in a very good range. The windshield can be cleverly adjusted with just one hand while driving and keeps the wind well off, but it causes slight turbulence around the helmet. The clutch and brake levers can be adjusted for practical use, and the mirrors are large and well placed. And the handguards keep the pen halfway dry even when driving in the rain.

The workmanship of the new Ducati Multistrada 1200 S is good, the developers placed particular emphasis on clean surfaces, free of visible screws and cable connections. Mission accomplished, even if the plastic around the cockpit looks a bit saggy in places.

LED and cornering lights, cruise control, keyless go system

The LED light in the Ducati Multistrada 1200 S is one of the best there is currently in a motorcycle. Brilliantly bright and with ideal illumination. In addition, a cornering light turns on from an incline of seven degrees. The keyless go system, which activates the ignition as soon as the key is within two meters of the motorcycle, is also practical. The fact that the key battery in our test copy was empty after a good 2000 kilometers was attributed to its special use as a press vehicle. It is a shame, however, that the old Multistrada’s practical small compartment for keys or credit cards fell victim to the red pencil.

The menu operation takes place via buttons on the left end of the handlebar, which, like all control elements, are illuminated. Operation is effortless even when wearing gloves, and the menu navigation is quite intuitive. The cruise control is also operated via the left end of the handlebar. The TFT display in the cockpit of the Ducati Multistrada 1200 S is only a little difficult to read in the worst of sunlight, but otherwise shines with its clarity and a wide range of freely configurable information. A smartphone or navigation system can be linked to the Multistrada via Bluetooth, and individual functions can then be controlled using the buttons. Oh well.

What is the bottom line? The new Ducati Multistrada 1200 S is the more pleasing, less demanding, more accessible motorcycle, it has especially gained in long-distance and everyday competence. However, not necessarily through the DVT, which is not yet completely convincing in this form. The much more successful basic set-up now brings the best out of the semi-active chassis. This makes the multi a real all-rounder.

Variable valve control DVT

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Pictures: Ducati Multistrada 1200 S in the top test

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Conclusion

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Technical specifications

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Ducati Multistrada 1200S on sale in Germany

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Used Ducati Multistrada 1200 S in Germany.

Compared to the German or Japanese competition, Italian travel enduros still enjoy a minor exotic status, but the availability of the Ducati Multistrada 1200S on the used market is surprisingly good. Accessories are usually built in, the prices are similar to those of the competition. Here is a current overview: used Ducati Multistrada 1200S in Germany.

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