Table of contents
- Top test Ducati Multistrada 1100 Turboprop
- Was there anything else?
- The S variant – The S variant
- MOTORCYCLE measurements
- Technical specifications
- Scoring engine
- Scoring undercarriage
- Scoring security
- Scoring everyday
- Scoring comfort
- Scoring costs / environment
Top test Ducati Multistrada 1100
Top test Ducati Multistrada 1100
Clear the start for the greatest air-cooled Ducati of all time. With the new, high-torque 1100 engine, the Multistrada is set to take off. The individual Italo bike now attracts with significantly more pressure, a regulated catalytic converter and reduced inspection costs for extended sightseeing flights.
The Antonov AN-2, rolling darkly towards the hangar of the Gera airfield, is the largest
single-engine biplane ever built. The nine cylinders of its radial engine have a displacement of 30 liters; they drive the 3.60 meter propeller with around 1000 hp. The almost 40-year-old flight veteran has dropped parachutists in the deep blue sky of East Thuringia.
Ready for take off, on the other hand, is the motto for the largest air-cooled Ducati ever built: four millimeters more bore with the same stroke lift the proven V2 engine with double ignition to 1078 cm3, 86 more than before. Furthermore, the clutch now runs in a mechanically and acoustically calming oil bath. New on board: the lambda probe, which turns the catalytic converter into a regulated one.
The design of the Multistrada remains distinctive and eye-catching. The fiery red Italian with the open-hearted tubular space frame and the single-sided swing arm continues to polarize. She is long-legged, but neither a travel enduro nor a supermoto. Not a classic tourer either, despite optional suitcases. Rather sporty, with the sitting position being upright.
The first surprise: Despite the lush 84 centimeters seat height, even smaller pilots can safely reach the ground with both legs. The very narrow seat at the front makes it possible. Towards the rear, however, the thin cushion increases dramatically in width, and so there is ultimately no precisely defined sitting position. The feet find support on notches placed far below, the knee angle is pleasantly relaxed. The 85 centimeter wide rudder is very close-
club, pardon handlebars, in front of the chest. Overall, ergonomics that best suit medium-sized people.
Last instrument check. Rev counter highlighted in white, digital speedometer and LCD displays light up: clock, inspection display, oil temperature, fuel level, average speed and consumption, remaining range, everything roger. Ignition! A quick press of the button is enough. The “servo starter” activates the starter until the crankshaft rotates fast enough, the 98 pistons flit through the cylinders with a lot of momentum and all four spark plugs spit fire.
Modified combustion chambers increase the compression from 10.0 to 10.5 to one in the drilled out 90-degree V-two-cylinder. This promises a higher degree of efficiency than the Antonov and, because of more efficient combustion, fewer pollutant emissions ?? Euro 3 sends its regards.
Start permit! The 1100 engine runs smoothly from the start when idling and takes on the gas well. The Multistrada storms off under V-staccato. For perfect concentricity, there should be at least 2500 revolutions, in fifth and sixth gear more likely 3000 rpm. At medium speeds, however, the engine catapults the 221 kilogram Duc tremendously powerful forward? just under eight seconds in sixth from 60 to 140. Wow, that’s superbike level. One is happy to forgive the somewhat flagging ease of revving beyond the 7000 tours.
The 17-inch front wheel likes to sniff the mountain air. If the hectic “low” flashing temperature display did not force the user to moderate, many kilometers after the cold start, there would be only one thing: pull up. High wheeling makes it easier
In addition to great midrange power, the high center of gravity and the rear-heavy weight distribution. The two huge tailpipes of the silencer peek out from under the pillion seat like cannon barrels? far above and behind the rear axle.
The 20-liter tank extends unconventionally until just before the underseat exhaust. It enables a theoretical operating radius of more than 400 kilometers for tame reconnaissance flights. The high air resistance takes its toll on fighter flights over the railway: up to ten liters of super per 100 kilometers. Despite a new second sensor for the fuel level, there is a risk of forced landings due to lack of fuel. When the generously dimensioned reserve is reached (6.5 liters says Ducati, around five liters says MOTORRAD), the remaining range display disappears, ergo when you need it most. An additional odometer starts up for this. Well, up to the complete ebb in the tank, the on-board computer calculated incorrectly anyway…
To travel with a great overview (and
to sprint) not removed from everything
Earthly. The chassis brings you
sometimes rudely back to the bottom of the facts. Hard springs and stiff dampers act uncomfortably, follow excessive sportsmanship. The very handy Duc accepts steering impulses almost too greedily, reacts exaggeratedly nervous to fickle; it is important to guide your handlebars with a light hand, not to initiate any too abrupt flight maneuvers. Because the impulses of the pilot are transferred one to one to the roadway ?? and vice versa.
Ironically, this high-decker begins to hobble on bumpy terrain. Air sovereignty? Are you kidding me? Are you serious when you say that. When tilted, asphalt faults bring the Multistrada off the targeted course. The badly appealing 43er upside-down fork from Marzocchi starts to stumble and lets the Multi noticeably move. Full adjustability is of no use either. And the Sachs shock absorber, which offers hardly any negative spring deflection due to the hard spring, forwards rough bumps unfiltered. It ar-
works better under load, for example with
Pillion passenger. However, the front wheel is then relieved even more. Also must
a potential passenger can first board the high seat and withstand the turbulent flow on the helmet at high speeds.
The crisp chassis set-up works great on perfectly level surfaces. Is the Multi-Strada more like a mono-Strada? In any case, we like the fine feedback on good roads, which is not diluted by the long suspension travel. Although the handlebars of the 1100 series are mounted in rubber, their steering precision is okay. In low flight the Ducatista screwed its way through the tumult of curves, in sensual intoxication runs the risk of chafing through the boots. The sticky Pirelli Scorpion Sync have a wide limit range, good-naturedly announce smear-off, and the four-piston Brembos brake the Duc again perfectly when approaching obstacles of all kinds. The rear stopper also does a good job. Only an ABS is missing.
Noisy Ducati 2007 there won’t be any 1100 monsters, but there will be the Hypermotard with this fine engine. Until then, the Multistrada, which is quite popular in southern Europe, is the only option. Nice that Ducati does not pay extra for the larger holes in the cylinders, the price remains unchanged at just a reasonable 11,545 euros. And extended inspection intervals now also make this multi interesting for frequent flyers.
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Was there anything else?
All hydraulic lines (clutch
and brake) are coated with flexible steel
Safe: immobilizer; practical: large oil sight glass and storage compartment on the right in the panel
High quality workmanship and details:
Painted over stickers, electrical cables
neatly laid, stainless steel exhaust system
The shock absorber and front cylinder lie
unprotected in the spray of the wheels
Drive chain is insufficiently covered
No main stand
Dipped beam is very dazzling and scatters too much,
High beam shines way too high
Qualitatively poor, quantitatively poor
Fork: spring base completely relaxed;
Rebound stage 21/2 of 4 revolutions open;
Pressure stage 2 of 3 turns open
Suspension strut: suspension base completely relaxed,
otherwise there will be no negative spring deflection;
Rebound 23/4 of 31/4 turns open;
Pressure stage 2 of 4 turns open
The S variant – The S variant
Noble spring elements from Ohlins ennoble the S version of the Multistrada, which is also available in black. On the 43 mm upside-down fork, the sliding tubes shine with a titanium nitride coating. Nevertheless, it does not respond very delicately either. The tautly designed shock absorber only has advantages for a very sporty driving style, the one centimeter wider footrests
S set up even earlier than the standard version. It also stands
the rear of the S is higher, which makes it even more wobbly. Conclusion: You can save the 1500 Euro extra price; Even aluminum handlebars and carbon for front fenders such as timing belt covers do not change that.
Top speed * 210 km / h
0 100 km / h 3.7 sec
0 ?? 140 km / h 6.5 sec
0 200 km / h 17.5 sec
60 ?? 100 km / h 4.0 sec
100 ?? 140 km / h 3.9 sec
140 180 km / h 5.7 sec
Effective (display 50/100) 47/95 km / h
Display red area 8800 rpm
Effective 8800 rpm
Consumption in the test
at 130 km / h 5.8 l / 100 km
Country road 4.8 l / 100 km
Theor. Range 417 km
Fuel type super
mass and weight
L / W / H 2120/930/1340 mm
Seat height 840 mm
Handlebar height 1050 mm
Turning circle 5450 mm
Weight with a full tank 221 kg
Payload 189 kg
Wheel load distribution v / h 47/53%
Driving dynamics 1
Braking distance from 100 km / h 40.6 m
Average deceleration 9.5 m / s²
Comments: slightly progressively increasing braking effect. If the deceleration exceeds 9.5 m / s², the rear wheel lifts off. The controllability increases as the temperature of the brake system rises.
Handling course I (fast slalom)
Lap time 20.8 sec
vmax at the measuring point 101.0 km / h
Comments: The Multistrada moves very easily around the pylons. Too little negative spring deflection on the shock absorber can cause the rear wheel to lift off when changing lean angles quickly.
Handling course II (slow slalom)
Lap time 28.7 sec
vmax at the measuring point 52.1 km / h
Comments: The Ducati falls light-footed to wobbly in greater inclines. Easy set-up moment when driving over bumps thanks to the tight chassis setting.
Circular orbit ø 46 meters
Lap time 10.6 sec
vmax at the measuring point 50.9 km / h
Comments: A little early, footrests and gearshift lever (left) and heat plate (right) touch the circular path.
Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, one overhead, toothed belt-driven camshaft, two valves per cylinder, wet sump lubrication, injection ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 98.0 x 71.5 mm
Cubic capacity 1078 cm3
Compression ratio 10.5: 1
63.0 kW (86 PS) at 7750 rpm
Max. Torque 94 Nm at 4750 rpm
Pollutant values (homologation) in g / km
Euro 3 CO 0.902 / HC 0.127 / NOx 0.024
Chassis: tubular steel frame, load-bearing motor, upside-down fork,
ø 43 mm, adjustable spring base,
Rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 320 mm, four-piston fixed calipers, disc brake at the rear,
ø 245 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Scorpion Sync tires tested
Dimensions and weights: wheelbase 1462 mm, steering head angle 66.0 degrees, caster 109 mm, spring travel f / h 165/141 mm,
permissible total weight 410 kg, tank capacity / reserve 20.0 / 6.5 liters.
Service intervals every 12,000 km
Oil and filter change every 12,000 km / 3.9 l
Engine oil SAE 10W40 or SAE 10W50
Telescopic fork oil SAE 7.5
NGK DCPR8E or Champion RA6HC
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.2 / 2.4 (2.4 / 2.6) bar
Warranty two years
Price 11295 euros
Additional costs 250 euros
The 1100 presents itself sovereign and powerful. The special
In the mid-rev range, very ample power delivery really counts
Live much more than minimal losses compared to the 1000s
the acceleration up out. The load changes fall slightly,
on the other hand, the operating forces from the clutch and transmission are high. A little long: the overall translation.
Hui and ugh. The light-footed handling is convincing, as is the straight-line stability and steering precision
perfectly fine. But the stable, but overly tightly tuned chassis requires perfectly flat asphalt in order to function well.
Much remains to be done. Although the brakes can be dosed well, Ducati should think of the two-wheeled tourists and give the Multistrada an ABS. And then maybe another front with more elegant and effective headlights. The arms of the “blinker mirror” have been longer since 2005, but the reflection in the mirror is shaky.
Fine companion. The equipment with immobilizer, on-board computer and fully adjustable chassis was extensive. Suitable for touring: the large range. Lean: the payload (189 kilograms).
There could be more. It is true that you sit with a relaxed knee angle behind a wide handlebar that is positioned very close to the driver. But the shape of the bench is not quite optimal, as is the windbreak.
Scoring costs / environment
Well done ground. Finally, Ducati no longer falls through with the inspection costs due to the inspection intervals being extended to 12,000 kilometers and the reduced maintenance requirements for all 2007 models. The purchase price is quite high, low
on the other hand the pollutant emissions.
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