Menus
- Alive, exuberant, Fantastic, earthy
- 2 cylinders in V, 1262cm3, Euro5, 158 hp at 9,500 rpm, 215 kg dry, 22,690 euros
- Discovery
- In the saddle
- In the city
- Motorways and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Convenient
- Consumption
- Video test
- Conclusion
Alive, exuberant, Fantastic, earthy
2 cylinders in V, 1262cm3, Euro5, 158 hp at 9,500 rpm, 215 kg dry, 22,690 euros
When we think of Ducati, we think of the roadster, then the hypersport and finally the trail, but with bolognese sauce. Because the brand has nearly twenty years of trails since the launch of the Multistrada 1000 DS in 2002, but not in the placid trail way, nor off-road trail but rather road trail with pep and more than simple sporting pretensions.. And beyond the engine, the manufacturer has taken care of the lines and continues to do so since the first model designed by Pierre Terblanche. Under the lines, we now find the twin-cylinder "Desmodue" open at 90 ° and dual ignition from the Monster which then develops 84 horsepower at 8,000 rpm for a torque of 85 Nm at 5,000 rpm. In 2006, the machine went to 1,100 cm3 and released 95 hp.
158 horses at rest
The complete transformation really took place in 2009. Ducati then presented the Multistrada 1200. Its aesthetic became more angular, its face complex and sported a nose … very long. But don’t laugh at it. Because the novelty can make you right. Powered by a brand new 1,198 cc engine with four valves per cylinder and liquid cooled, its block now releases 150 hp at 9,250 rpm for a torque of 11.8 Nm at 7,500 rpm. What to be careful about.
In 2012, electronics took the model by storm, notably with piloted suspensions in S version. Three years later, a variable admission system (DVT) improved engine availability. Finally, in 2019 the machine gained 62 cm3 by increasing the stroke, in order to maintain its character in the face of standards and to offer ever more pleasure. Now called Multistrada 1260, the Italian traveler is offering its S version this year in a Grand Tour series. Which is reminiscent of the Granturismo version of 2012 with similar provisions. But is it worth changing frames if we already had a previous version and how does it position itself against the competition, now severe in this segment? Trial … (video included).
Ducati Testastretta DVT with Desmodromic system of 1262 cmі
Discovery
No revolution on the horizon. The Ducati Multistrada 1260 S Grand tour is dressed in an elegant titanium gray and is equipped with a central stand, suitcases, specific upholstery, heated grips, additional LED lights, a gas cap. electronic opening gasoline and tire pressure sensor. A sum of correct bonuses for an additional 1,500 €. We will then find the specificities of the S version model.
The Ducati Multistrada 1260 S Grand Tour ideal for country walks
The incisive front of the Multistrada is open to conversation. Even mockery that we hardly dare to utter. The Italian admits a nasal appendage .. prominent. But his sharp gaze with multiple LEDs awaits any smirk about him. At least in the trail segment, there is something for everyone. At the editorial ‘, David likes. I am more circumspect.
Front specific to the Ducati Multistrada 1260
The whole is surmounted by a bubble adjustable in height by 50 mm. Intuitive, the system is efficient. On both sides, wide and angular scoops surround the high 20-liter tank. The lines then stretch to the rear in a marked camber of the rider saddle. The passenger seat is framed by aluminum handles which join together in a small luggage carrier. Concluded with an elegant double LED light, the stern rests on two massive cast aluminum plates bolted to the main frame. This strong tubular steel trellis element is supported by the load-bearing motor for optimum rigidity.
Ducati Cornering Lights (DCL)
Imposing, the Italian twin largely exhibits its volumes. Its mechanics open at 90 ° and controlled desmodromic valves admit 1,262 cm3 (106×71.5 mm) since 2019. These large bowls develop 158 hp at 9,750 rpm and 130 Nm of torque at 7,500 rpm thanks to the use of new connecting rods, a new crankshaft and new cylinders. Its variable intake system (DVT) acts by oil pressure on the camshafts (intake and exhaust) concentric with the drive pinion. By shifting the cam to a given speed, the timing is changed to increase or decrease the overlap, valve crossing, for spark advance and exhaust delay. We then benefit from a more torquey and accommodating mechanics at low speed while maintaining maximum power at the top of the tachometer. Thus, 85% of the maximum torque is already available from 3,500 rpm.
Ducati Testastretta DVT with Desmodromic Variable Timing system, L-twin, 4 valves per cylinder, Dual Spark, liquid cooling
Finally, the clutch is assisted and anti-dribble to control sport by dropping the reports to the quick shifter (up and down) of series and to have a more flexible lever. The breath of the twin files towards two silencer profiles with brushed aluminum coating.
Euro4 – Stainless steel mono-silencer, aluminum pots, catalytic converter and 2 lambda sensors.
The stud is under the direction of state-of-the-art chips, culminating in a three-axis (6-direction) inertial unit (IMU). This brain manages the piloting assistance, themselves preset differently according to four modes: Sport, Touring, Urban and Enduro. But for each profile, each help can be modified according to your wishes. In addition, Urban and Enduro limit the power to 100 hp to stick more to the required use. Modes also influence electronic suspensions (DSS). The preload is adjusted by a push button on the handlebars and the hydraulics will be refined if necessary on the screen. Intuitive, the settings are simple to modify the many aids: 8-level traction control (DTC) and anti-wheeling (DWC), 3-step ABS (adjusted to the central angle by its Bosch 9.1 ME control unit) and engine brake (DEB). The machine is also equipped with turn signal lights (DCL), automatic turn signals, cruise control and Hill Start Assist (VHC). Hard to do more.
The cycle part is just as complete. Both fully electronically adjustable, 48mm Sachs inverted fork with pressurized cartridge and same-origin shock absorber adjust continuously. The latter manages a massive aluminum single-sided swingarm. The 170mm travel is monitored by the Ducati Skyhook Suspension (DSS) Evolution system. The geometry favors a certain stability with a column angle of 25 °, a trail of 111 mm for a wheelbase of 1.585 mm.
With 5 split branches, the 17-inch rims fit Pirelli Scorpion Trail II in 120/70 and 190/55. To brake them, Brembo M50 monobloc front calipers with master cylinder and radial mounting with 4 pistons attack 320 mm discs. Opposing two-piston gripper bites a 265mm disc.
5 Y-spoke light alloy – Pirelli Scorpion Trail II tire
Enhancing, the Grand Tour version always adds more equipment to a machine already very well equipped on this point. Fit of elements and finishes are always at the highest level. However, the handguards seem to be perfectible (deflectors partly unscrewed by vibrations on our model) and not very covering. The appearance of the Twin is flawless, except again and again this ugly and big hose on the left side. A wrapping of this tube would be welcome. Good point for the enveloping aluminum shoe finishing the base of the machine. Regarding maintenance, simple overhauls take place every 15,000 km, the “Desmo Service” is to be carried out every 30,000 km. Note that Ducati guarantees 4 years, unlimited mileage this 2020 model.
Grand Tour for Grand Tourism
In the saddle
Although of high stature, the Cyrano Grand Tour version is affordable. Its 825-845 mm saddle height seems less as my legs find it easy on the ground, in slight flexion. The machine is particularly narrow but my meter eighty four would actually appreciate 20 or 40 mm more on the seat. On the other hand, David who is only 1.70m is comfortable on it. Not so much when stationary as for general ergonomics. High footrests, a little set back and a hollow saddle gives a somewhat strange position. We are in the machine, behind the prominent tank. A smaller pilot is more at ease.
Ducati Multistrada 1260 S Grand Tour test on departmental
Everything tilts on a wide handlebars ahead of an elegant cockpit. The fully sheathed fork well adds to the perceived quality. Under the eyes, a 5-inch TFT screen brings together plethora of information but correctly arranged. However, you get lost a bit if you change your driving mode. These modify the hierarchy of information and are represented by a colored tab: red for Sport driving mode, white for Touring, gray for Urban and brown Enduro. As a general rule, the bar-graph tachometer is not the most legible and it is absent from the Urban profile. Most of the indications are quite small but the highlighted engaged report is most readable. The TFT screen provides excellent visibility under the sun with its white background preventing glare. It automatically switches to negative at night or in tunnels.
Riding Mode, Power Mode, ABS Cornering, Ducati Traction Control (DTC), Ducati Cornering Lights (DCL), Vehicle Hold Control (VHC), Ducati Wheelie Control (DWC)
It displays speed, engine temperature, clock, fuel level, summarizes the level of assistance chosen for the current mode, that of the heated grips, remaining range, instantaneous and average consumption, average speed, air temperature, duration the trip and the ice alarm … in short, you know everything. Cruise control is of course standard. We only deplore the partially backlit stems and mirrors that are difficult to adjust on their magnificent micro-blasted aluminum supports..
Commodos
In the city
Well, Cyrano has the high verb and the easy apostrophe. As soon as you wake up, you know that you will have to deal with a strong personality. The Multistrada does the same, pounding the air with the heavy pulses of its big Twin. A little dry, the selection is precise with the clutch, sometimes less with the shifter which slams noticeably. You have a Ducati, it has to be seen. And so, let it be understood. Do not count on the discretion to its handlebars as its exhaust hammers your passage. Personally, I shut off the engine at a red light. The sound is really very (too) present. These sound vibrations are accompanied by their counterparts in the saddle and handlebars. These are real waves, not the tingling of operettas, which accompany the powerful mechanical life of our transalpine.
City
In Urban mode, it becomes more docile and pleasant. And the DVT system greatly improves its character. At least, as much as possible. Our character hardly knows the nuance and his flexibility is limited to 3,000 laps at 60 km / h. Below, the instruments stir frantically. But the urbanities are correct and the Ducati is placed in the eye and knows how to turn in a handkerchief. Ah, what did I say there … handkerchief, nose … Here she is pissed off … let’s take off.
Motorways and expressways
After 6,000 laps, the Multistrada 1260 S GT mutates into a rabid swordsman and unleashes its heavy cavalry. Perfectly stable and dignified, the whimsical Italian slices through the air at nearly 200 km / h without hesitation with weapons and luggage. In the high position, the bubble lets the flow slide over the top of the helmet while the ends of the arms are a little more exposed. But the whole is convincing and the damping excellent.
In legal terms, the engine strolls at 5,000 revolutions on the last report, still delivering its sometimes numbing vibrations. He then needs a little deep insult to get our dreamy athlete out of his deceptive torpor. By slamming two reports on his … nose. Oops … It’s won, the voice of stentor roars under the affront and fiercely takes the crew towards the horizon. It is therefore in the towers that the Multi prefers to be pushed. Her thing is the castagne, sports culture obliges. And it is time to settle the accounts, settle the insults that you have inflicted on it for too long on this so-called fast lane. His land will be yours. What ? What did you say ? The pif pafs …? Unfortunate…!
129 Nm (13.2kgm) at 7500 rpm
Departmental
You looked for it, you will find it. Sport mode on, it’s time for a road duel. The Multi throws the cloak of good manners and pulls out the sword to cut the curve. Her mechanical earthiness has little equal and the Italian knows how to use it to seduce the ears. Especially with the deep groans of its air box. If the mechanics paused around 4,500 laps, it was to better prepare their speech. From 5,500 to 10,000 turns, the twin is angry, angry but still efficient. Guided by a precise injection, his mood swings administer many corrections to the impudent who pass and to the asphalt which passes by. 130 Nm of torque surge on the asphalt at the exit of a curve. The electronics then greet the go-arounds of a ballet of diodes indicating a well-sent spike. Agile, the Multi 1260 chisels curves with the precision of a Toledo blade. But without excessive rigor and with this extra life in the front axle which makes the charm of the Italian. The machine goes from one angle to another without inertia, strongly towed by demonstrative mechanics. A support on the handlebars, the footrest and you are on the angle, set on a trajectory that can be refined at will.
Road holding and suspensions are excellent
The road “feel” is convincing. The electronic suspensions maintain good transparency of the movements of the front axle. A little lively with their rather sporty profile, the Pirelli Scorpion Trail II deliver flawless grip and contribute to driving comfort..
In the tight shell, we will keep the second, especially since the twin does not lack extension to strike precisely. At a sporting pace, the shifter ideally accompanies gear changes but can rarely be accompanied by a false neutral point. The devil is in the details…
The main playground is still asphalt
If my first passes with the 1260 were marked by disagreement with the suspensions, a reset of their electronics (on the dashboard) finally conquered me on the quality of its equipment and its efficiency in road contests. Stalled on its trajectory, the Multi can enter a curve on the brakes with little movement, without straightening up or freezing the steering, leaving full latitude to its pilot to correct his attack. These qualities of deceleration and precision are to the credit of a perfectly optimized chassis, efficient electronics and finely tuned suspension hydraulics. Mass transfers are also limited by electronics. Yet the Brembo M50 calipers are not there to decorate … but their sporting strength is like an iron fist in a velvet glove..
When driving more curled up, the Ducati on stilts is cheerful but still retains the sportiness inherent to the Italian brand. Comfort and efficiency are interdependent. In bumpy curves, the Italian thoroughbred always shows a little life. When the asphalt is smooth, the Multi 1260 is very sharp. It is a real roadster with character. You won’t take it on a bumpy and dusty road. Your Cyrano does not care about peasant ruts and much prefers a more civilized style. You just have to stand on the footrests to realize it. These are too short, the boots must be tucked in, the handlebars are too low … And the Multi admits a fairly significant weight on the front. In short, we are not at ease. To get off the road, order the Enduro version.
116 kW (158hp) at 9500 rpm
Part-cycle
With its rigid frame and high-end suspensions, the Multistrada 1260 S Grand Tour offers you sporty behavior AND road comfort. The whole gives an intuitive handling and an attractive pleasure. Efficient, the suspensions provide excellent comfort, are responsive to adjustments and compensate for a certain firmness of the seat..
The Multistrada 1260 S Grand Tour is fitted with Pirelli Trail II tires
Braking
Powerful, the superlative Brembo M50 radial-mount front calipers deliver an ever-flexible attack. Their control brings an excellent feeling of decelerations, even on the strongest. The rear element is just as flexible but less expressive.
2 semi-floating discs Ш 320 mm, Brembo M4.32 monobloc calipers with radial mounting with 4 pistons and 2 pads, radial master cylinder, Cornering ABS system
Comfort / Duo
The rider saddle deserves a more ergonomic cut and above all less hollowed out. The backs of the older ones become smaller and end up rounded off at the lower back. Too "seated", the same people may feel a little stuck in the machine.
Saddle rather dug
The efficient suspensions compensate with their comfort. For the passenger, it’s quite the opposite! The seat is comfortable and the footrests are calibrated rather for large sizes. The airflow protection is very good and the adjustable screen simple and effective. With its suitcases, the Multi 1260 S Grand Tour sees further but the luggage on the right is not very roomy to let the exhaust pass..
Two suitcases equip this model for traveling
Convenient
Traveler, the Grand Tour version of the Multistrada 1260 S is therefore equipped with suitcases. Partly in the tones of the machine, they offer a limited capacity (58 liters). Right side, the volume is cut by a good third to let the exhaust pass. Left side, we will place a full face helmet.
Side case
Their fixing, disassembly is not the easiest. A shot of lubricant greatly helps the maneuver but does not simplify everything. Indeed, the hind leg gets stuck quite regularly. Devoid of this paraphernalia, the Multi is visually sportier. Single-arm, silencer and rear wheel are then widely exhibited.
58 liters capacity
Consumption
With 6.2 liters per 100 km, the Italian traveler offers 250 km of autonomy without too many worries. When crossing swords, count a liter more to make pretentious peasants throat.
Maintenance intervals 15,000 km / 12 months
Video test
Conclusion
Sculptural, aesthetic and demonstrative, the Ducati Multistrada 1260 S Grand Tour is a vision of dynamic, even sporty travel. Compromise is not in the nature of the Bologna machines. The Multi, however, knows how to put poetry in its growling posturing. Because our character is an artist and a seducer. With its colorful verb and its hectic vocals, the 1260 S Grand Tour is an endearing traveler despite its inherent flaw in its origins. A straightforward personality, she will know how to get you to do some to discover her charms..
Back to reality, our Italian asks € 22,690 to beat the roads. That’s € 1,500 more than the S version and € 4,100 more than the entry level. If you were hesitant with the S version, this specific model seems more logical to us from a travel perspective. The most capped opponent of this machine seems to me to be the BMW S1000XR. Now priced at € 17,900, the German is a high-end road Concorde. It is also an outstanding swashbuckler with its 165 hp, able to respond to the peaks of our transalpine swordsman.
Characteristic and seductive, the Ducati Multistrada 1260 S Grand Tour is intended for long-distance sportsmen who see beyond the tip of their nose. whoops…
Strong points
- Attractive aesthetics
- Efficient cycle part
- Precise braking
- Natural dynamic behavior
- Quality of suspensions
- Personality and engine availability
- Configurable electronic assistance
- Inertial unit
- Global finishes
Weak points
- Partially backlit commodos.
- Piloting ergonomics for adults
- Center stand difficult to set up.
- Sensitive weight with engine off
The technical sheet of the Multistrada 1260
Test conditions
- route: 500 km winding roads with variable surface, dry.
- weather forecast: sun, 8 ° to 22 ° C
- problem encountered: ras
Test equipment:
- Dexter Adron Carbon Helmet
- DXR Roadtrip Package
- DXR Curbstones Gloves
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