Top test: Ducati Multistrada 1200 S Touring

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Top test: Ducati Multistrada

Ducati Multistrada 1200 S Touring

Electrically adjustable suspension, oven different driving modes, ride-by-wire throttle, ABS and traction control – Ducati wants to transform the brand new Multistrada with concentrated electronics into a universal talent.

A short press on the reset button of the indicator switch and the setting "Enduro" it is confirmed. Start of service for the electronics of the Ducati Multistrada. The servo pump hums and presses oil into the hydraulically adjustable spring base of the monoshock, lifting the rear of the Multistrada by two centimeters. At the same time, small servomotors change rebound and compression damping on the shock absorber and fork, the traction control allows more slip of the rear wheel, the engine management limits the peak power from 150 to 100 HP and reduces the progression of the electronically controlled throttle valve.

In a total of four speed levels – Sport, Touring, Urban and Enduro – bits and bytes vary the chassis and engine settings of the Multistrada. If you want, you can fine-tune the whole thing with another four different settings for various load conditions. Imposing, but not new. Because individually there are already such setting options and driving aids. The only new thing is the combination of all elements under one roof. There is a reason why the concentrated electronic use was implemented on the Multistrada of all places: The completely redesigned model is intended to represent an unprecedented range of uses, transforming itself into a tourer, enduro, fun bike or city runabout at the push of a button. Which raises the simple and fundamental question: Is that possible?

Top test: Ducati Multistrada

Ducati Multistrada 1200 S Touring

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On the wrong track: The Multistrada is unsuitable and too good for off-road excursions.

The sitting position was also pleasant. The flat seat, the open knee angle and the wide handlebars convey a mixture of a relaxed travel enduro feeling and a sporty fun bike attitude, allowing the first careful balancing act between the concepts. But as soon as the clutch is engaged, the direction changes. What an engine! Like an electric unit plugged into a high-voltage current, the Vau-Zwo pushes ahead with phenomenal force from 3000 rpm to the red area at just over 10000 rpm. The combination of a suitably selected flywheel mass, successful mapping and measured 147 hp peak performance conveys a punch that no travel enduro and only a few fun bikes can convey. If there is one element of the Multistrada that supports its pursuit of universality, it is this water-cooled four-valve engine.

Especially since that too "Touring"-Attitude meets this requirement. Gentle response at full power – the rougher onset brings, but ultimately no more power generating "Sports"-No advantages mode. The engine characteristics are only drastically changed by the only 98 hp "Urban"- and "Enduro"-Mapping. From the 5000 mark onwards, the propellant is discreetly restrained. A vote that is tantamount to blasphemy with this wonderful motor, which is so easy to dose and powerful even at full power.

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Servomotors in the rear and on the fork and strut regulate spring preload and damping.

Change of focus on the chassis. Tight curves, asphalt pitted from winter. Travel enduros can cope with that, as do fun bikes if they are well coordinated. The Italian pulls like a line on the newly developed travel enduro tires from Pirelli, the Scorpion Trail through the bends. Whether the first-class feedback from the front end, the barely existing righting moment when braking in an inclined position or the refreshing maneuverability in reversing curves despite the wide 190 rear tire – the combination of tires and chassis geometry immediately creates enormous trust and makes the universal Duc has lively fun mobile. Even if the proclaimed sensational dry weight of 189 kilograms ultimately climbs with a full tank, water and oil to an acceptable, but less effective, 234 kilograms. However: Not only super sporty natures will complain about the harmony of the suspension setup when cornering. While the Ohlins fork, which is by the way extremely appealing, is too soft at the front for hard changes of direction or sharp braking, the shock absorber from the same company works on the stiff side in every driving mode. After all: Dedicated Multistrada owners – equipped with a manual and patience – cannot fundamentally exchange this relationship via a separate setup menu, but they can correct it.

Top test Ducati: Part 2

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With case, heated grips, main stand, ABS, traction control plus lots of electronics on top – fully equipped touring version. A proud price: 18,000 euros.

Speaking of cornering. Whether traction control brings decisive benefits in everyday operation will probably remain a topic of discussion for a long time. But the fact is: if you put in a lot of effort, the Ducati traction control (DTC) signals even in the "Touring"-Mode when accelerating in an inclined position via the said frost breakouts, their secret help with a red flashing LED ring in the display.

In contrast, the benefits of ABS remain indisputably sensitive. If the noble radial brake system from Brembo shines in normal operation with excellent controllability and brutal deceleration, in extreme cases there is still room for improvement. More on this in the box below.

Interim report. Funbike class goal: achieved with a commendation. Refueling. The Multistrada sucks in 6.3 liters per 100 kilometers of country road at a moderate speed. It is not economical – that is also a tradition at Ducati. Slope changes. Federal highways, motorway. Now is the time. How far does the conceptual balancing act really go? Driveway onto the train, thread. Finally a Ducati with practical rear-view mirrors. Only after 7000 tours do the vibrations distort the images. Acceleration. And again the Vau-Zwo experience is superimposed on all other impressions. Thrust, nothing but thrust. Even at 180 km / h, it still pushes the Ducatist against the step in the seat bench when pulling the gas in sixth gear designed as overdrive. splendid!

But the wind behind the narrow shield pulls hard on the shoulders, even in its highest position, and pushes tall riders against their helmets. That would be fixed quickly with a few more square centimeters of Plexiglas. The Ducati accessories program does not list retrofit disks. Instead, a comfort bench – not yet available at the time of the test – that could transform the pleasantly shaped but somewhat hard seating furniture into a fluffier place in the long run. That the social security community should also demand soon. Despite the comfortable knee angle and the well-placed headband, the slightly sloping seat cushion is annoying.

The rest of the work fits in with high-speed use. Top straight-line stability, excellent light, acceptable consumption (6.2 liters at a constant 130 km / h), 20 liter tank, standard case and lots of information in the cockpit – great. Next interim report. Touring suitability: two plus. Some tutoring in seating comfort and wind protection – that’s all it would take for another slap on the shoulder.

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Holding bracket for jacking up Ducati has also provided a foldable jacking lever for the standard main stand in the touring version. The part helps immensely with the not too heavy lifting of the Multistrada.

That is unnecessary off the road. Even if the complex "Enduro"-Mapping with more ground clearance, smoother throttle response, reduced power and less restrictive traction control, the Multistrada will never be an off-roader that can do more than ride graveled dirt roads. In view of the finely profiled tires and the clearly road-oriented 17-inch front wheel, this is only a logical consequence. Interim report three: Exempt from calisthenics in the field.

And what matters in the city? Seat height: standard 840 millimeters. Roundness: despite "Urban"-Mapping slight constant jerking at 3000 revolutions. Coupling: needs a strong hand in the long run. Dimensions: not lightweight and because of the wide off-road handlebar, bulky to snake through. Interim report four: still satisfactory.

Which proves that the Multistrada is not an all-rounder that can be changed at the push of a button. But with a grandiose engine, an excellent chassis design and a sense for the essentials, the Italian manages the balancing act between an adventurous, handy fun bike and long-distance tourer at the highest level. The fact that the elaborate electronics – which probably contribute their part to the steep tariff of a good 18,000 euros – does not play the key role may well be considered an irony of fate. Or as a hot tip to tackle the Multistrada experience with the 3,000 euros cheaper basic version without electronic chassis adjustment options.

Technical specifications

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Successful design: the slim exhaust of the Ducati Multistrada 1200 S Touring.

Engine:
Water-cooled two-cylinder, four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic, wet sump lubrication, injection Ø 64 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery, hydraulic actuated multi-plate oil bath clutch, (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 40:15.
Bore x stroke 106.0 x 67.9 mm
Cubic capacity 1198 cm³
Compression ratio 11.5: 1
rated capacity 108.8 kW (148 hp) at 9250 rpm
Max. Torque 119 Nm at 7500 rpm

Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 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, rear disc brake, Ø 245 mm, two-piston fixed caliper, ABS.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the Pirelli Scorpion Trail test

Mass and weight:
Wheelbase 1530 mm, steering head angle 65.0 degrees, caster 104 mm, suspension travel f / h 170/170 mm, permissible total weight 430 kg, tank capacity / reserve 20.0 / 4.0 liters.

Data service:
Service intervals 12,000 km
Oil and filter change every 12,000 km 3.3l
Engine oil SAE 10 W 50
Spark plugs NGK MAR9A-J
Idle speed 1200 ± 100 / min
Air pressure v / h (loaded) 2.5 / 2.5 (2.8 / 2.8) bar

guarantee two years
Mobility guarantee two years
Colors Red, black, white
price 17,990 euros
Price test motorcycle 17,990 euros
Additional costs around 255 euros

Brake test

Drawing: archive

This is how the deceleration curves of the BMW R 1200 GS and the Ducati Multistrada 1200 S Touring look.

Both during the presentation of the Ducati Multistrada (MOTORRAD 7/2010) and during the top test, the Italian’s braking system caused irritation. During heavy braking maneuvers, the deceleration performance can suddenly drop significantly. MOTORRAD suspects: In order to exclude the latent risk of rollover in machines with a high center of gravity and long suspension travel such as the Multistrada, the Ducati technicians are on the safe side when coordinating rollover detection. In the event of heavy braking, the electronics limit the maximum braking power before the ABS control process begins. In order to check both this assumption and the general control behavior, MOTORRAD decelerated both the Multistrada and a BMW R 1200 GS from a speed of 85 km / h on a sequence of five sand fields, each 85 centimeters wide (see drawing below). The result: The ABS control behavior of BMW clearly shows the changes in the friction coefficient in the deceleration curve. The Ducati ABS works much slower in comparison. Only the first and last jump in the coefficient of friction are clearly visible in the deceleration curve. The intervals in between are only reflected in consistently reduced braking power. After passing the last strip of sand, the BMW exceeds its starting level of 10 m / s². At Ducati, the assumption made by MOTORRAD is confirmed at this point. In order to avoid a rollover on the surface, which has suddenly become grippy, after the control processes on sand, the electronics limit the initial braking power of 10.1 m / s² to a value that fluctuates around the mark of 8 m / s².

Noticed

positive

  • Checking the oil through the sight glass Even if the oil consumption is usually no longer an issue in modern engines – the checking view of the oil sight glass is simply reassuring.
  • Holding bracket for jacking up Ducati has also provided a foldable jacking lever for the standard main stand in the touring version. The part helps immensely with the not too heavy lifting of the Multistrada.
  • There are two sockets for navigation systems, mobile phones or intercom systems on the side of the rear frame

negative

  • The storage compartment on the right side of the panel is extremely puny. There is no room for ordinary purses.
  • Windshield setting. Almost everything on the Multistrada works electrically. The adjustment of the disc, of all things, remains manual work.
  • License plate holder The rubber mounting of the license plate holder turned out to be quite unstable. The license plate is constantly excited to vibrate on uneven slopes.

MOTORCYCLE measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

The two mappings for Urban / Enduro and Sport / Touring differ drastically in terms of maximum performance. The easily adjustable power output of the engine makes the power-limited mappings hardly necessary in everyday operation. The graph does not show the smoother response in the "Touring"-Mode compared to the rough "Sports"-Mapping.

Mileage:

Maximum speed (manufacturer information):
245 km / h

Acceleration:
0-100 km / h 3.3 sec
0-140 km / h 5.2 sec
0-200 km / h 10.1 sec

Draft:
60-100 km / h 4.1 sec
100-140 km / h 4.3 sec
140-180 km / h 4.9 sec

Speedometer deviation:
Effective (display 50/100) 48/98 km / h

Tachometer deviation:
Display red area 10200 rpm
Effective 10200 rpm

Consumption:
at 130km / h 6.2 l / 100 km
Country road 6.3 l / 100 km
Theor. Range road 317 km
Fuel type super

Mass and weight:
L / W / H 2200/910/1400 mm
Seat height 840 mm
Handlebar height 1120 mm
Turning circle 5100 mm
Weight with a full tank 234 kg
Payload 196 kg
Wheel load distribution v / h 50/50%

Driving dynamics

Drawing: archive

Brakes performance diagram: Ducati Multistrada.

The Multistrada remains stable when braking, but the fork dips deeply. The initial delay is okay, with the delay level settling at a lower level after the first control processes.

Values ​​from the brake test from the three best driving tests averaged; Reference: motorcycle from the respective category with the previous best values.

Handling course I (fast slalom):

 Lap time  19.9 sec
 Reference Triumph Tiger  20.3 sec
 Vmax at the measuring point  108 km / h
 Reference Triumph Tiger  103.7 km / h

Due to the soft tuning of the front fork, the Ducati has a tendency to understeer. It must be kept under tension in the fast course. When rounding the reversal point, the ABS does not always regulate the same. This creates uncertainty when braking and costs time.

Handling course II (slow slalom):

 Lap time  28.7 sec
 Reference Triumph Tiger  28.3 sec
 Vmax at the measuring point  53.8 km / h
 Reference Triumph Tiger  57 km / h

The speed in large and long arcs is limited by attaching parts. Here, too, the soft tuning calls for concentration. Still a good time.

Circular path (Ø 46m):

 Lap time  10.6 sec
 Reference Triumph Tiger  10.4 sec
 Vmax at the measuring point  52.4 km / h
 Reference Triumph Tiger  54.2 km / h

It is no longer possible, limited by the side and main stands that are placed on top. When driving over the transverse joint, the chassis remains stable.

Brake measurement from 100 km / h:

 Braking distance  42.9m
 Reference BMW R 1200 GS  39.4m

Conclusion

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The Multistrada’s handling and steering precision are at a high level and underline the concept of the machine: a fun bike with distinctive travel qualities.

The serve sits. With the Multistrada, Ducati manages the balancing act between an exciting fun bike and a long-distance tourer at the highest level. Now that the Italians are still fine-tuning details such as more efficient wind protection, higher seating comfort and lower fuel consumption, the assembled competition from travel enduros and fun bikes has to dress really warm.

Score 688 out of 1000 points:

Category engine:
The engine is clearly the chocolate side of the Multistrada. The driving performance is good, the smoothness and, above all, the elasticity of the V2 engine are impressive. Also pleasing: the low load change reactions. Unlike the 1098, the clutch, which runs in an oil bath, is particularly appealing thanks to its anti-hopping function – even if a lot of manual force is required to pull.

Category chassis:
The precise steering behavior and crystal-clear feedback ensure a lot of confidence in the chassis. Very good: the fork’s sensitive response. The overall set-up of the chassis could, however, be more homogeneous. The fork was too soft, the strut a little too tight. Caution: If the lean angle is sufficient for solo use, the left arm of the main stand keys down very early in two-person operation.

Category everyday life:
The touring variant’s equipment, including the topcase, leaves nothing to be desired. The only point of criticism remains the windshield that is too low for drivers over 1.80 meters. In addition, the pane turned out to be quite narrow. The light is excellent, luggage storage has been given a lot of attention with standard suitcases that can be expanded from 58 to 73 liters with retrofit lids and several lashing hooks.

Category Security:
Apart from the abnormalities during heavy braking maneuvers, the brakes can be controlled very well. Excellent: the Pirelli Scorpion Trail’s minimal tilt when braking in an inclined position.

Category costs:
The fans of the new Multistrada are pleased with longer inspection intervals (12,000 kilometers) and cheaper inspections. The high road consumption is less.

Price-performance rating 3.1:
688 points are a lot, but also a list price of 18,000 euros. More than grade 3.1 is therefore not possible for the Italian.

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