Menus
- V2, 1262 cm3, 158 hp at 9,500 rpm, 13.2 m / kg at 7,500 rpm, 235 kilos with full tank, from € 20,790
- More torque at the usual speeds for this big stylish and sporty trail
- Discovery
- In the saddle
- Engine and transmission
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption & autonomy
- Conclusion
- Video – Review of the Ducati Multistra 1260 S
V2, 1262 cm3, 158 hp at 9,500 rpm, 13.2 m / kg at 7,500 rpm, 235 kilos with full tank, from € 20,790
More torque at the usual speeds for this big stylish and sporty trail
To paraphrase the late Steve Jobs, “this is a revolution!”. Or rather: "this was a revolution!". Because in 2010 and after the stylistic errors of the Terreblanche period which led to the air-cooled Multistrada 1000 and 1100 launched in 2003, Ducati created its own revolution with the Multistrada 1200 by taking trail running into the world of hypertrail. On the program, the V2 1198 cm3 of the Superbikes of the time, a power of 160 horsepower (which will be reduced to 152 horsepower a little later) and the idea that the trail owner is not condemned to wrestle with not very funny motorcycles. Hence the positioning of Ducati which has brought power, fun and sportiness to this market segment..
Did it shake the coconut palm? A little, my nephew. Since then, let’s enumerate the stages: BMW stopped making boring GS to drive to make machines which pulsate and, stung to the quick, the Germans have also laid the S 1000 XR. For their part, KTM has released trails that equal the power of the Ducati and if Yamaha is a little behind with its XTZ 1200 Super Tenere, Triumph is trying to respond by now putting more than 140 horsepower and a lot of technology under the hood. of his Tiger 1200.
We can see it: the panorama has changed and the big trail user can be more demanding. If Ducati has never, any more than anyone else, succeeded in dislodging the R 1200 GS from its pedestal, it has done much more than figuration by selling almost a good ten thousand copies each year. around the world. A score that allowed it to be again last year the second best seller in the world on the big trails niche..
In fact, Ducati in turn had to evolve. The Multistrada 1200 therefore becomes Multistrada 1260 for its 2018 vintage. It is equipped with the X-Diavel engine, some technical and electronic details, as well as some modifications to the chassis, which inevitably are less visible. It is still available in four versions: the Standard model, the D / Air pre-equipped for the Dainese Airbag, as well as the Pikes Peak, which is equipped with high-end Ohlins suspensions, a specific presentation, carbon parts..
Ducati Multistrada 1260 S review
For this test we had the S version equipped with the Touring pack, with suitcases, central stand and heated grips..
Discovery
Those who like the Multistrada will not be confused: we are always in the presence of "trail" looking both sporty and stylish, objectively more slender than its competitors in this niche, with a more massive look (and we are not talking about KTM drawn square). This remains a hallmark of Ducati.
The look remains true to the Multistrada family
For the rest, we must recognize that it is necessary to play a little game of 7 errors to distinguish the news, in addition to the sign "1260" on the sides. A few clues, however: if we start from the rear, there are new LED indicators, new passenger grab handles, new wheels (responsible for a gain of 300 grams, which is not absolutely nothing in terms of improved handling), there are also new logos on the crankcases. Likewise, the dashboard is new and the interface of the controls too. The S version retains its LED lighting at the front.
The aesthetic differences are subtle
Another novelty, which brings the Multistrada 1260 into the era of trail 2.0: a new app, the Ducati Link App will be available soon (February 2018) and it will not only act as a real telemetry, allowing you to know everything about your settings and your runs (up to the cornering in curve and the speed), to share this on the social networks, to share your experiences and routes, but also to collect points at Ducati to be invited to events such as World Ducati Week and many others. In this era of full connectivity and sharing of customer experiences, the idea is good. But is she not asking the right questions in terms of data collection in a world where the Good camp (stupid speed limits and chaotic punishment, as evidenced by the latest media release of Prime Minister E. Philippe ), surrounded by totalitarian tarts at the mercy of associations of zealots and mourners erected as self-proclaimed experts, begins to lay nasty milestones against the camp of Evil, that of bikers who still like to have fun responsibly. In short, it raises debate…
In the saddle
The saddle, it is at a reasonable height for a big trail: from 825 to 845 mm. The driver of one meter seventy will therefore have difficulty putting both feet on the ground. We console ourselves with a weight that remains among the most contained in the category and a certain finesse in the crotch which makes it easy to feel at ease. Moreover, the ergonomics are good, with a natural driving position, legs not too bent, everything seems well calculated..
the driving position is natural
Once in the saddle, you just keep the transponder in your pocket to start the motorcycle without a key. It takes a little time not to confuse the start button with the power button of the machine, but we get used to it.
On the other hand, the new interface is more intuitive. On the new dashboard, you can both easily select the driving mode menus, or even go straight into these menus and directly refine the parameters instead of just using the default settings..
The new interface is more intuitive
Engine and transmission
Going from 1200 to 1260, the Multistrada does its shopping and borrows the engine of the X-Diavel. We remember that compared to the normal Diavel, the X-Diavel was intended to be more flexible and more torquey, more power-cruiser than drag-custom. The difference is size. To integrate the chassis of the Mutli, this engine has not undergone many changes: electronic management and injection parameters a little different and that’s it..
The 1260 wins especially in torque and availability
The figures speak for themselves: 158 horsepower is already quite impressive for a "trail". But this goes hand in hand with 13.2 m / kg of torque, but it is above all the distribution of this value that is important. Judge for yourself: 85% of torque is already available at 3500 rpm; at 5500 rpm, there is 18% more torque than on the Multistrada 1200; above 4000 rpm, no trail of 1200 and above offers as much torque as this machine. We therefore expect the Multistrada to come out of the pins like a cannonball: it does, even if the power is still dosable. And at high revs, let’s just say it, it’s a plane.
That’s not all: gearbox 6 is now controlled by an up & down shifter. The excellence of this system should be underlined, because during our test carried out mainly on small mountain roads at a fairly sustained pace, we quickly get used to not touching the clutch, even during downshifts. , even when entering the tight hairpins that you take first. A success that this new shifter !
In the city
To be fair, we did very little in the city in this test on the island of Gran Canaria. There is an urban mode which allows both to lower the power to 100 hp and to soften the response to the engine, the gearbox and clutch controls are smooth, the turning radius is correct and the weight is rather low. both less heavy and less high placed than in the competition. So it should. There remains one detail that will not necessarily please everyone (but which at the same time, the magic of humanity and its flamboyant diversity, will delight others): a Multistrada, like any Ducati with character, is a fairly loud machine. It’s up to you to see if you want to protect your neighbors; but at the same time, if you live near Anne H. from Paris, it may annoy him and we can only advise you to buy one (and rather the Pikes Peak with its Termignoni). No but !
La Multistrada has an Urban mode dedicated to the city
On motorways and main roads
A few quick portions during this test, enough to see the essential, that only a long trip would allow to refine. Basically: the bubble rises a few centimeters, handling is easy and can be done while riding. In fact, it protects the shoulders but more from the middle of the helmet in a large size. During a few peaks (say at the high edge, or even very high of the tolerance and approximations of the measurements), we did not notice any problem of stability: at the same time, the modifications made to the chassis go in this direction, with An extended frame angle of one degree (25 ° instead of 24), a wheelbase increased by 56 mm and a swingarm extended by 48 mm, it must be stable. It is.
No high speed stability issues
Otherwise, the engine is right in its torque zone (a good 4,500 rpm in sixth at 130 km / h) and the pickups are just as instant as they are copious. If necessary (but in fact, it is not necessary!), One downshifts: one spoke about the gain of couple, but higher in the revs, the power is still there and this machine deposits serious. Really serious: we send the second at 150 km / h, the 3rd at 190, the 4th at more than 210 and we continue to call it a "trail"! Mazette !
The power is always there
On departmental
At a small 3,000 rev / min in sixth, the big twin is on its threshold of flexibility and it wriggles a bit of the butt. This proves that the limits should not be lowered to 80 on the secondary network, because then we will have to drive in fifth and it is not good for the planet..
Ducati Multistrada 1260 S road test
Still, on departmental, the Multistrada 1260 S confirms its role as a Swiss army knife. First of all, because it is easy to take along. Then because both the behavior of the engine, the response to the accelerator, the handling of the suspensions and therefore the level of comfort are really impacted depending on the settings, settings which we will recall once again the intuitiveness and ease via the new interface.
La Multistrada is very easy to take along
In fact, in good touring machine, the Multistrada 1260 accepts a quiet rhythm on small roads, in duet with luggage. Its engine is round and flexible, the large ladle of additional torque can support the load without flinching, the suspensions are flexible and accommodating, in short, everything is fine. During maneuvers, the "hold control" function is also appreciable (just press the front brake to activate it).
The 1260 still performs well in touring mode
But let’s not forget: Ducati has also promised the "revolution" in the world of sports trails: there, we again count on a rigid chassis, an engine that sends strong, a braking that ensures. Led at a good pace on a tortuous route, the Multistrada 1260 S will give many sporty roadsters a lot of sweat, if only for its engine / braking combo which allows a high pace without really forcing, once again thanks to the efficient shifter in all directions. However, carried out to its limits and at a rate that probably 90% of buyers will never seek, we could ask for a little more: a little more feeling of the front axle, just to throw it on its supports without ulterior motive; a little more agreement at the level of the rear suspension which even in "Sport" mode with the settings pushed to "Hardest", with additional preload, with the "passenger and luggage" mode, still generates a little movement in transient phases. Yes, talking about a "transitional phase" is almost driving terms and here we are talking about a touring machine, but what do you want, on the one hand, the engine and the general ergonomics make us feels comfortable and wants to ask for more; on the other, Ducati speaks of its Multistrada as a sports car with a large handlebar. In fact, the test of a Pikes Peak version, without the piloted suspensions and with a nice Ohlins at the rear (and six kilos less in all) could be enlightening on the real potential of this machine..
We can quickly raise the pace without forcing
Finally, the cornering lighting function will be a plus for the use of this motorcycle at night, on departmental roads..
Part-cycle
As we have said, casually, it changes in its geometry: caster angle (+ 1 °, to go from 24 to 25 °), wheelbase (+ 56 mm, to 1585 mm), length of the swinging arm (+ 48 mm), everything evolves to give dimensions that favor stability. At the front as at the rear, the travel is 170 mm and the whole is managed by an evolution of the Sachs controlled SkyHook Evo suspensions, of which the amplitude of the settings has already been mentioned. So, of course, we are in the presence of a touring machine focused on comfort, (but which does not forget performance). From the morning, after a few kilometers on mountain roads in the wheel of Beppe Gualini, talented Ducati opener, I found that the machine was moving a lot on its suspensions, with pronounced heel and a general lack of feeling that prevents entry frankly. in bends. Everything was hardened during the first break and it was going much better, with the small reservations expressed however in the paragraph above.
Geometry evolves for more comfort
Finally, we will note the excellent original tire assembly, the Pirelli Scorpion Trail 2, which heat up quickly and offer good grip, with a 120/70 x 17 rise at the front and 190/55 x 17 at the back.
Brakes
Unlike the standard Multistrada 1260 which features the already convincing 4-piston Brembo on 320mm discs, the S version has a radial Brembo system with M 50 4-piston radial calipers on 330mm discs. The whole is largely convincing, by its power and its high level of dosage, but also because the bite is adapted to the philosophy of the bike, without the ultra aggressive side already seen on certain productions of Bologna. On our test, mainly mountainous and sometimes carried out at a fairly steady pace, no ABS activations (with turn function controlled by an IMU central) to deplore…
Braking has never been faulted
Comfort and duo
It’s comfortable, a Multistrada 1260: of course, the screen could protect a bit more in the high position, but it’s still very correct and much more accommodating than many high-performance roadsters. The riding position is natural, the legs are not bent too much even for a taller build like me, the saddle conforms without however offering the smoothness of a cloud (this is a metaphor, it is in fact impossible to squeeze). sit on a cloud). We did not bring a Canarian Geraldine, but she would surely have been happy with the new grab handles and to be able to take her small things in the side cases..
Multistrada 1260 S cases
Heated grips and cruise control are also there for the comfort of body and mind.
Heated grips and cruise control add to overall comfort
Consumption & autonomy
There are 20 liters in the Multistrada 1260’s tank and the dashboard includes both a fuel gauge, an indicator of remaining range and average consumption: it will have to be done on purpose to run out of fuel. On our side, at the end of a route where we did not often pass the sixth (neither the fifth, nor even the fourth, because we will say that more than two thirds were done in 2 and in 3 on small mountain roads), we get by with a rather reasonable value of 6.6 l / 100 on the on-board computer. We know from experience that the big twin can be satisfied with less than 6 l / 100 in ride mode, which gives a good 300 km of autonomy, which is correct, without being exceptional, in the genre. Those who want more will go for the Multistrada Enduro, which remains in 1200 but offers 30 liters of gasoline..
With 20 liters of fuel, the 1260 offers good range
Conclusion
As we can see, no revolution in the program but rather a culmination in this evolution of the Multistrada: the big benefit is obviously this good big ladle of additional torque which makes it even more effective in all situations, whether in ride mode or attack. Whatever the report, the recoveries are instantaneous and the riders who like the powerful machines and with the character will be filled. In fact and thanks to the range of adjustment of its suspensions, the Multistrada has a flying carpet side (express, the carpet), able to thwart all the traps of the road with great ease: in this sense, it has its place in the family of "big trails" of which this is the strong point, compared to traditional roads more bulky and more used when the road conditions become difficult.
As a good, very modern brand, Ducati makes it a point of honor that these machines are shielded with electronics. This was already the case in the past, it is obviously still relevant today. What matters, from a user’s point of view, is as much the amplitude of the settings which almost allows him to have two motorcycles in one, as the ease of management of the interfaces: on that, this Ducati Multistrada 1260 S is obviously convincing.
How is it repositioning itself in the world of big trails? If we take our recent tests in the category, it is undoubtedly more fun than the Tiger 1200 (but the latter, despite its high weight, has better control of its piloted suspensions). It still does not offer the incredible naturalness of an R 1200 GS and its softness on small roads, but in terms of looks and especially engine character and performance, there is no picture either. The Multi therefore remains the trail for backpackers with a sporty soul and sensitive to performance….
Ducati Multistrada 1260 S
Strong points
- Smooth, torquey, powerful, talkative motor: a treat !
- General ergonomics and driving position
- Excellent shifter
- Really different character depending on the settings
- Impressive equipment level
- Ease of navigation in settings and menus
- Overall comfort
- Neat aesthetics
- Sport / touring versatility
- A fun and sporty vision of trail running
Weak points
- Feeling of the nose gear on the attack
- SkyHook suspensions tuned to the attack
- Bubble that could protect a hair more in the high position
- The Big Brother side of the Ducati App ?
The technical sheet of the Multistrada 1260 S
Test conditions
- Route: 260 km, mainly on small mountain roads on the island of Gran Canaria
- Motorcycle mileage: 580 km
- Problem encountered: none
The competition: BMW R 1200 GS, BMW S 1000 XR, KTM Super Adventure 1290 S, Triumph Tiger 1200 XRt, Yamaha XTZ 1200 Super Tenere
Video – Review of the Ducati Multistra 1260 S
Related articles
-
399 cm3, 41 hp, 3.5 m / kg, 167 dry kilos, € 7,990 A variation intended for young people allowed, beginners, followers of the lifestyle… [scram-bler]:…
-
Ducati Multistrada 950 S motorcycle test
Time concordance A few generations of bikers have dreamed of the ultimate bike, one that adapts to context and mood, needs and desires. As our ancestors…
-
Ducati Multistrada Enduro test
160 hp at 9,500 rpm, 13.9 m / kg at 7,500 rpm, 4 driving modes, 257 kilos, € 21,390 A super sophisticated sports trail with proven versatility Let no one…
-
V2, 821 cm3, 109 hp at 9,250 rpm, 86 Nm at 7,750 rpm, 180 kilos dry, from 11,450 € Ducati’s mid-size roadster is getting a makeover and fine-tuning the…
-
Ducati Multistrada 1260 S Grand Tour test
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…
-
Ducati Multistrada range comparison
From 950 to 1200, from 113 to 152 hp, from 13,890 € to 23,390 € A close match to find the best proposition of the range… The big trail is in fashion:…
-
Ducati Multistrada 1200 DVT test
Spatialship After 5 years of existence, the Multistrada offers a facelift to face the BMW and other KTM, in a category in full swing. 100% new, packed…
-
For a few more horses Ducati overhauls its Hypermotard by giving it a little more boot with the 939 version. We were able to discover two of the three…
-
Ducati Scrambler Cafe Racer test
A more sporty version of the Scrambler with a neat look The Scrambler V2, 803 cm3, 75 hp at 8,250 rpm, 68 Nm at 5,750 rpm, 172 kilos, € 11,290 About 2000…
-
Ducati Panigale V4 S motorcycle test
The price of the exception V4, 1103 cm3, 214 hp and 124 Nm, 195 kg all full facts, 28,890 euros The bike that was being born was obviously exceptional:…