Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S

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Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S
Jahn

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test &Technology: Endurance test interim balance of the Ducati Multistrada 1200 S

Endurance test interim balance of the Ducati Multistrada 1200 S
Ducatis Tourer in the 50,000 km endurance test

A Ducati, full of electronics – that didn’t always go well in the past. Can the Multistrada refute old prejudices with its electronically controlled chassis?

Gert Thole

06/06/2012

It runs, actually it always ran – that in advance. So far, it has not stopped once, the endurance test Ducati Multistrada 1200 S sport. Skeptics had expected otherwise. They still remember the unfortunate 999 when they did Ducati tried for the first time on the then state-of-the-art Can-Bus electronics, which gave the owners some funny and less funny surprises, such as motorcycles honking at the blink of an eye or lamp fireworks in the cockpit. Can-bus electronics, in which networked control units control the electrical components, has long been standard, and Ducati gradually got the initial problems under control by the 1098 at the latest.

But now, with the Multistrada, Ducati is venturing into new innovative territory again. The S version is the first machine in which an electronically controlled chassis has been combined with the engine control – i.e. throttle response, performance characteristics, assistance systems. Turn the machine into an athlete, tourer or off-road device at the push of a button, at least that’s what the advertising suggests. If that works? Technically, at least, there have been no problems with the endurance test machine to this day.

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Ducatis Tourer in the 50,000 km endurance test

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However: As wonderful as the world may appear, the bits and bytes promise, the setting variants are not used that often in practice. Most of the time, the drivers just left the touring program on the road. After all, within each program, additional damping and spring preload can be adjusted to the load at the push of a button, which can be particularly helpful on tours.

The fact that some people do not make use of the unexpected possibilities is certainly also due to the fact that the operation is not that easy despite the logical menu structure; the Panigale, for example, is already further. When something was tried out on the Multi, many drivers looked for a way to soften the engine’s rough response.

Switching to sport mode exacerbates the problem to such an extent that it was only used by a few hard-nosed drivers every now and then. The urban or enduro mode is also not an alternative, as the power is reduced to around 100 hp. Which brings you back to touring mode. The Desmo-Twin behaves in a less civilized manner, especially below 3000 revolutions. In the partial load range the V2 jumps quite hard on the gas, in the speed range between 50 and 70 km / h many drivers complain of annoying constant jerking. 


Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S


Army car

It is possible: Offroad is certainly not the strength of the Multi.

Action team instructor Daniel Lengwenus is a good example of the fact that praise and criticism were always very close at the Duc. First he complained in detail about various shortcomings in the logbook, to finally sum up: “This motorcycle makes every road an experience.” That he lost a suitcase on the way, that the menu operation confused him, that he found the steering behavior to be quite stubborn – Forget everything in the face of a heartily gripping engine.

Above all, the sporty riders among the colleagues always got their money’s worth with the power fun bike. For example tester Ralph Schneider, who came to a surprising conclusion: “The machine is surprisingly quiet even at 250 km / h on the track.” Tester Gerhard Eirich, who draws subtle parallels to Bavarian products, also appeared positively surprised: “An astonishingly good one for a Ducati GS. ”

Almost all drivers praise the good ergonomics and the exciting driving dynamics, which result from the enormous torque and low weight. Online editor Benjamin Pfalzgraf euphorically “likes to do without cruise control and heated grips if there is sound and power for them”. There is more criticism from the tourist clientele. Tester Rolf Henniges recognizes subtle but noticeable differences to the technically closely related Diavel engine, “with which the throttle response is noticeably better”. The bony gearshift receives a lot of criticism from all sides.

While there are few comments on the complex chassis and engine electronics, as I said, opinions are divided on another electrical gimmick, the keyless ignition via transponder. The comments in the logbook range from “useless frippery” to “extremely practical in short-haul operation”.

However, there were no functional problems in this regard either. However, the battery in the remote control key had to be replaced twice. However, the display reported in good time when the juice was running low. The battery consumption may have something to do with special usage conditions. For example, the key was lying next to the machine for a long time at a trade fair, and there may be permanent radio contact. Tip: Do not leave your keys within a few meters of the machine, for example in the garage.

Speaking of emptying: fears that the complex on-board electronics would empty the battery within a short period of time while stationary were not confirmed. When the 1200 Multistrada came onto the market, individual customers reported that the machine would not start after just a few days of idle time. As a precaution, MOTORRAD ordered a charger right away, but it has never had to be used. It should be noted that so far last winter there was a maximum downtime of around two weeks, after which the two-cylinder resumed its service without any problems. Although the starter permanently gives the impression that it was whistling out of the last hole, the Duc started reliably in the last, harsh winter even with 15 degrees of frost.


Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S


Jahn

This is how the Duc feels at home: a sporty ride accompanied by an Italo super sports car.

A real annoyance are the two rockers that are sharpened by worn chains. A few clarifying words are needed for this. The accusation of negligent maintenance on the part of the editorial team cannot be completely dismissed, but Ducati itself and the workshop in charge are not entirely unaffected by this faux pas. In defense, drivers and fleet managers point out that such an incident has so far not happened on any machine from another manufacturer, but it did on the last three endurance test Ducatis. The Multistrada had also been in the workshop shortly before both incidents, but a worn chain was not noticed. In the case of the recent, second damage, the lower swing arm guard had been replaced around 1,500 kilometers beforehand, but without taking a closer look at the chain.

If you want to avoid such an annoying incident, you should definitely keep an eye on the chain tension, but above all the wear and tear on the chain set. Even slight saw teeth on the pinion obviously lead to the lower chain strand being pulled up and running against the rocker arm. The grinding protection can only prevent this for a very short time.

While the prudent owner can get this problem under control, his or her control over gasoline consumption is limited. Because a careful driving style certainly reduces consumption, but the level always remains quite high even with a gentle hand throttle. In plain language: the V2 actually always fed at least 6.5 liters per 100 km with a careful pace, upwards it can also be ten liters. The comparison with a BMW F 800 GS is certainly not entirely fair: colleague Mini Koch moved both machines in parallel on a tour, with the BMW consuming 3.9 liters more than 2.5 liters per 100 km less, mind you with the same driving style. Long ranges are of course not possible with the 20-liter tank, after a good 200 kilometers you should gradually aim for the next tank.

Conclusion: The Multistrada has done bravely so far, many drivers have had a lot of fun, some have not liked it. A few quirks, a few minor damage, a few rough edges – the fans are happy to forgive her in view of her hearty character. Only 10,000 kilometers to go until the end of the endurance test – the Duc should master that with ease.

Accessories put to the test


Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S


MPS photo studio

Accessories: bench.

Windbreak
More pane area means more wind protection, of course. Nevertheless, the high touring screen (141 euros) cannot be recommended without reservation, as it reduces the field of vision and causes more turbulence, especially for tall drivers.

Electronic fuel cap
The ease of use is only perfect with the expensive hands-free tank lock (258 euros). This means that the tank cap is automatically operated by the remote control key in parallel with the ignition lock.

Benches
As an alternative to the standard seat (height 835 mm), Ducati offers a higher enduro driver’s seat (860 mm, 203 euros) and a low seat (815 mm, 180 euros). Very tall pilots achieve a comfortable knee angle with the high seat, but this makes wind protection and driving stability somewhat worse. The low bench reduced
the seat height is comparatively little. The Comfort pillion seat padded at the front (122 euros) keeps the pillion at a distance – if that’s what you want.

Luggage system
When it comes to luggage, Ducati still has room for improvement. The 705 euro 58-liter suitcase is shapely, but relatively impractical, also not very solid and difficult to attach. One even fell off on the way.

Footrests
Ducati has a heavy-duty version (714 euros) in its range as an alternative to the rubber-reinforced, street-oriented series pegs. Elaborately processed, pretty to look at, adjustable in many ways and very robust.

Main stand
The touring version has the main stand as standard, the Sport version it is an option (203 euros). Jacking up is very easy thanks to the hand lever supplied, the freedom of inclination is only insignificantly restricted.

charger
Since rumors initially circulated that the complex electronics sucked the batteries empty, MOTORRAD ordered the Ducati charger at the same time. This has proven to be superfluous so far, the battery always had enough juice even in winter.

Tire recommendation


Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S


MPS photo studio

Bridgestone BT 016 Pro.

Bridgestone BT 016 Pro
After a short warm-up phase, the BT 016 offer decent stability with very good grip and self-damping. The erection moment remains low in an inclined position. The stiff carcass makes the machine a little restless during hard braking maneuvers. The bottom line is a sports tire that fits the Multistrada with its balance and good performance.

Conti Road Attack 2
After just a few meters, the Conti builds trust thanks to its very good cold grip. It turns in easily and offers good self-damping. The stable carcass results in a neutral, confident steering behavior. The maximum adhesion does not quite reach the level of the Bridgestone, but the limit area is gently heralded. The Conti reacts inconspicuously when braking.

Dunlop Sportsmart
A tire with a lot of grip once it has reached its operating temperature. The low rolling comfort over bumps proves to be a bit annoying. The Dunlop requires a little effort when turning in, the righting moment is in the middle. Stability and accuracy can convince due to the good self-damping.   

Metzeler Roadtec Z8
Even when cold, the Metzeler offers a lot of grip. The soft carcass is trimmed for comfort, but it kinks in an inclined position at the front and rear, which dilutes the feedback. This makes the Ducati difficult to control at the limit. The rolling comfort is excellent, the erection moment is low. And on the brakes, the Duc remains stable on course.

Michelin Power Pure, rear specification “C”
Until the Michelin warmed up, it caused a slight wobble. The grip level is good, but the tire seems unstable at the limit. The greater the lean angle, the more the front wheel folds inward. Braking stability and self-damping can convince. A tire to be prepared for. 

Michelin Pilot Road 3
Thanks to its very good adhesion when cold, the Michelin initially gives a feeling of security. But even the Road 3 tends to collapse in an inclined position despite the more stable carcass, which results in a somewhat indifferent driving experience. The ABS doesn’t go particularly well with the Michelin. The control processes are long, as is the braking distance.   

Pirelli Rosso II
Until the operating temperature is reached, the front wheel folds inward when cornering, but the grip is decent right from the start. After warming up, handling and steering behavior are in the good midfield. The strengths are stability, accuracy, good feedback and a low set-up moment. A balanced tire that goes well with the Multistrada.

Pirelli Scorpion Trail
The Scorpion Pro also needs a little time to warm up. In an inclined position, it pleases with good steering precision, low set-up torque and neutral driving behavior. At maximum lean angle, the rear wheel greases away relatively early, but announces this in good time. A decent original equipment tire that cannot offer the maximum grip of a sports tire.

Conti Road Attack 2
After just a few meters, the Conti builds trust thanks to its very good cold grip. It turns in easily and offers good self-damping. The stable carcass results in a neutral, confident steering behavior. The maximum adhesion does not quite reach the level of the Bridgestone, but the limit area is gently heralded. The Conti reacts inconspicuously when braking.

Defects in the test


Test & technology: Endurance test interim balance of the Ducati Multistrada 1200 S


MPS photo studio

Defective exhaust flap on the Ducati.

So far there has been no failure, no breakdown, no serious damage – after rather mixed endurance test results with the two super athletes 999 and 1198, this could give a decent result for a Ducati in the endurance test this time. If the engine doesn’t explode for the last 10,000 kilometers. At the moment there is nothing to suggest, the two-cylinder runs mechanically even after more than 40,000 kilometers. Nevertheless, there were a few small repairs in the meantime.

Transmitter battery empty
The hand-held transmitter of the radio control needed a new battery twice, which is shown in the display in good time as the “low battery” error message. The keyless operation was otherwise reliable, even if not every test driver liked it.

Hand protectors torn
The practical handle shells are not particularly stable at their attachment, there were cracks in the plastic after 25,000 km from the screw connection. The replacement is extremely cheap at only 15.50 euros.

Ground swingarm
The worn chain grinded the swing arm twice in such a way that it not only crumbled the sanding block located there within a very short time, but also the swing arm was badly sanded. Damage that had already happened to other endurance test Ducatis.

Defective exhaust flap
The error message EXVL appeared several times in the display, after 27500 km the exhaust flap got stuck irreparably, the complete silencer had to be replaced. Outside the warranty period, it costs a proud 920 euros.

Oil sight glass milky
A sight glass is much more practical than a dipstick – as long as you can see the oil level as shown in the picture above. That was sometimes difficult with the Multistrada. Especially when the warm motorcycle has been parked. Then a milky foam formed temporarily on the sight glass, the oil level could hardly be read.

Gear sensor defective
The gear indicator in the display also had its problems several times. After 31,000 km she jumped back and forth between the gears, finally the idle lamp went on permanently. The engine jerked briefly, but then ran normally again. The workshop quickly found the cause: the aisle sensor was defective. 

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