Table of contents
- Top test Ducati Multistrada 620 Hidden size
- Was there anything else?
- MOTORCYCLE measurements
- Technical specifications
- Scoring: engine
- Scoring: chassis
- Scoring: Security
- Scoring: everyday life
- Scoring: comfort
- Scoring: costs / environment
Top test Ducati Multistrada 620
Top test Ducati Multistrada 620
Just a mid-range motorcycle from Ducati or a real alternative to the 1000cc Multistrada? It’s not just about a good 20 hp and a price difference of 2900 euros, but also about the image. And about the very special qualities of the 620 that came to light in the top test.
Car buyers know one single point in the equipment list that does not cost any extra charge: »Elimination of the model lettering«. And there are two very different groups that like here
tick the box: buyers of large and powerful four-wheelers do without the Under-
statements because of the model name. And whoever chooses the entry-level model does not necessarily want to be immediately identifiable. Buyer of the Multistrada 620 are not even given a choice: The smaller version of the Italian fun bike comes without any lettering, while the big sister clearly identifies itself as the 1000 DS.
Those familiar with the subject are not to be fooled: Even without a sticker, the 620 can be identified from afar by the missing oil cooler and the conventional two-sided swing arm, which was preferred to the single-sided swing arm for reasons of cost. Did you also have to save on the paint? In any case, the new color, the red-orange of the test copy, looks as if the red pencil played a role in mixing the typical Ducati color. Other differences such as the non-adjustable fork and the
missing on-board computers in the cockpit are only noticed at a second glance.
Otherwise you feel on the
the first few meters with the little Multistrada reminds me of its big sister. Although the suspension travel is around in comparison
If the seat height is 20 millimeters shorter and the seat height is reduced by that same difference, the driver’s posture is extremely similar to that on the 1000. You sit upright and relaxed, clearly oriented towards the front on the bench that tapers towards the front; the distance to the handlebar is relatively small. While you get used to the special seating position quickly, the upholstery is too soft
Can be achieved especially on long stretches of the motorway if you don’t move much on the motorcycle. On the other hand, the windshield that is five centimeters higher than that of the Multistrada 1000 is positive and provides noticeably better wind protection than the 1000.
For occasional trips to the left lane is the 620 with a nominal 63 hp
adequately equipped from the air-cooled two-valve engine. According to the manufacturer, that’s enough for a top speed of 185 km / h, with the speedometer even showing an optimistic 200. It would probably go a little faster if the sixth gear wasn’t geared for a long time. Fortunately, the mirrors offer a good look back at maximum engine speed, so that you can spot jostling TDIs early and clear the left lane. At a reduced speed, on the other hand, between 3,000 and 4,000 revolutions, the strong engine vibrations cause the mirrors to vibrate in such a way that the traffic behind can only be guessed at. Although the 620 Multistrada certainly does
good for eating miles, their destination is elsewhere.
So get off the train and into the spring-like scented forests of the Swabian Alb. Before the freestyle, however, there is the compulsory program: driving country roads. So fill up and then the Ducati swing with the reins pulled over the specified consumption distance. And collect a lot of test impressions. It’s amazing how softly the small two-cylinder takes on gas from 2000 revs, shakes itself briefly but vigorously between 3000 and 4000 revs, so that apart from the mirrors, the otherwise very easy to read-
faucets only deliver a blurred picture, only to give them the cultured gentleman again afterwards. All of this is underlined by the typical Ducati thump that is in no way inferior to the sound of the 1000cc engine.
The gears engage easily and precisely? when upshifting. When downshifting, more force is required, and there is a doughy feeling when the gears click into place. Like the gearbox, the »APTC« clutch, which uses special lever kinematics to reduce the manual force required, also has its two sides. The extreme ease of movement is offset by a very short path and a late point in time when it snaps into place. Both make dosing difficult. Plus and minus there
it can also be seen on the front brake, which offers a very short travel and a crisp pressure point, but requires a lot of hand strength. The lack of adjustment of the brake and clutch levers is also to be criticized.
Consumption round ended, quickly fill up again, determine consumption, and off we go. But wait: 6.5
Liters per 100 kilometers, can that be? In the end, the 1000 series was satisfied with 5.2 liters. And Monster models with the 620 engine, except for the air filter box and the exhaust with the Multi-
strada engine are identical, with just over four liters. Maybe something went wrong when refueling, which can easily happen with this heavily fissured tank with its overhead and forward-facing noses, in which air bubbles can hold.
It doesn’t help, a control measurement is called for. Result: another 6.5 liters. This high consumption is later confirmed by a measurement of 7.0 liters at a constant 130 km / h. A request from Ducati did not provide any explanation. It remains to be seen whether the next test bike that will match the-
next competes in the large funbike comparison, uses fuel more frugally and can still convince of the performance characteristics as the current test copy.
The unusually high fuel consumption reduces the financial reserves, but not the driving pleasure that the 620 Multi-
strada mediated on the country road. The preferred area are small streets with many alternating curves, whereby the Un-
background may be a little wavy. The softly tuned spring elements do their job so well that you don’t miss the lack of adjustment options on the fork. The strut is flat-
if it is rather comfortably coordinated, it does not have to capitulate, even in two-person operation. The dresser seating position for the pillion passenger is limited by the handles that are too close to the upholstery. With the comfortable spring elements, which can also cope with coarser unevenness without complaint, and the classic two-cylinder growling from the two large end pieces under the seat, the little Multistrada of its big sister can not only be in the pillion-
Stand up to operation.
The last stage takes the 620 on the top test course. While the 1000 Multistrada had already cut a good figure there, the 620 can do it even better with 13 kilograms less and a 160 rear tire that promotes handling. With almost 110 km / h at the measuring point of the fast course, it outclasses the 1000 by a whopping 14 km / h. In terms of lap time, the two are tied with 20.9 seconds, as the big Multistrada can use its extra power when starting. In the slow slalom and in the circular path, the lean angle plays a decisive role, in this respect neither can shine. The little one is even worse off because of the shortened spring travel, which also minimizes the ground clearance. On the right side there is the non-retractable foot brake-
lever and on the left the side stand, which touches down pretty hard and marks the limit of lean angle and thus the speed.
One more hurdle remains in the MOTORRAD measurement program: the brake test, in which the last groove is decelerated. Which is a bit tricky on the Ducati because of the difficult dosage due to the hard pressure point and the
short way of the lever. The risk of overbraking the front wheel is always present when you decelerate heavily. With a little practice and a lot of experience, good values can still be achieved, the average deceleration of 9.7 m / s2 is impressive in this motorcycle class. The stable handling and the fork, which still has reserves, would probably enable an even better value. In normal road use, the Multistrada brake makes a good impression.
Overall, the balance sheet for the fun bike is more than decent. Even if
The fuel consumption and the seating position are still in need of improvement, outweigh the positive aspects. The impeccable chassis and the two-cylinder with its homogeneous performance characteristics as well as the typical Ducati sound inspire all along the line. So it’s high time to show greatness and commit to the 620 on the fairing.
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Was there anything else?
Large oil sight glass
Tire valves easily accessible
Wide range of accessories with
Suitcases, heated grips, main stands and
a comfort seat
Limited view in the rear-view mirrors
Poor tool kit
Brake and clutch levers not adjustable
Inadequate splash protection at the front and rear
Motor and shock absorber including linkage
are fully in the pollution area
in the test
Rebound 12 clicks open,
Spring pretensioned about 2 cm
Top speed * 185 km / h
0 ?? 100 km / h 4.4 sec
0 ?? 140 km / h 8.5 sec
60 ?? 100 km / h 5.1 sec
100 ?? 140 km / h 5.3 sec
140 180 km / h 8.9 sec
Effective (display 50/100) 47/96 km / h
Display red area 10000 / min
Effective 10100 / min
Consumption in the test
at 130 km / h 7.0 l / 100 km
Country road 6.5 l / 100 km
Theor. Range 231 km
Fuel type super
mass and weight
L / W / H 2110/915/1340 mm
Seat height 835 mm
Handlebar height 1050 mm
Turning circle 5300 mm
Weight with a full tank 207 kg
Load 183 kg
Wheel load distribution v / h 47/53%
Driving dynamics 1
Braking distance from 100 km / h 39.7 meters
Average deceleration 9.7 m / s2
Comments: As with its big sister, the brake is difficult to adjust in the limit area due to the short lever travel.
Handling course I (fast slalom)
Lap time 20.9 sec
vmax at the measuring point 109.8 km / h
Comments: The good handiness enables a very quick change of inclination. Engine power starting gently, especially after the turning point.
Handling course II (slow slalom)
Lap time 28.6 sec
vmax at the measuring point 54.2 km / h
Comments: The sensitive, responsive fork provides good feedback from the front wheel. Unfortunately, the non-retractable foot brake lever hits the right in front of the retractable footrest.
Circular path, Ø 46 meters
Lap time 11.1 sec
vmax at the measuring point 50.0 km / h
Note: Speed and time are limited by the side stand that touches down on the left. When braking in an inclined position, the front wheel folds in slightly. Only a slight tendency to erect when driving over the bump.
Engine: air-cooled two-cylinder four-
Cycle 90-degree V-engine, one overhead, toothed belt-driven camshaft, two valves per cylinder, desmodromic actuated, wet sump lubrication, injection, Ø 45 mm, uncontrolled catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated Multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 15:48.
Bore x stroke 80.0 x 61.5 mm
Cubic capacity 618 cm3
Compression ratio 10.5: 1
Rated output 46 kW (63 hp) at 9500 rpm
Max. Torque 56 Nm at 6750 rpm
Pollutant values (homologation) in g / km
CO 0.600 / HC 0.236 / NOx 0.131
Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable-
bare spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Pirelli Diablo tires tested
Dimensions and weights: wheelbase 1459 mm, steering head angle 66 degrees, caster 109 mm, spring travel f / h 145/121 mm, permissible total weight 390 kg, tank capacity 15 liters.
Service intervals every 10,000 km
Oil and filter change
every 10000 km / 3.1 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 7.5
Spark plugs RA 4 HC
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.1 / 2.2 (2.2 / 2.4) bar
Warranty two years
Colors yellow, red, black, red-orange
Price 8395 euros
Additional costs 250 euros
Little two has to hide-
cylinder by no means. On the contrary, the soft response, the twist-
joy and the classy sound
to compete with the 1000 engine. The 620 Multistrada has clear advantages with the better-
tuned chassis and great handling. If you can live with the lower performance, you can save the 2900 euros extra charge for the large one.
For an engine of this cubic capacity-
the Ducati is great-
Two-valve engine with a very even power delivery.
More points would be awarded for the easy-to-use clutch if its path was longer and therefore easier to control, and if it would engage earlier. Definitely too
long is the overall translation,
because already the fifth gear for
193 km / h is designed.
The 620 is characterized by great handling and high steering precision-
Landing gear off. With this tight yet comfortable ab-
mood nobody misses the lack of setting options
at the fork.
In the event of an emergency stop, during which the Multistrada remains very stable, the brake metering suffers from the short lever travel and the hard pressure point. Due to the relatively low power, a slap in the handlebar is almost impossible, whether-
probably the front becomes very easy over bumps. The view in the rear-view mirrors suffers in certain speed ranges from the strong engine vibrations, which sometimes even distort them.
Scoring: everyday life
The 620 loses a full ten points
in the theoretical range due to the high consumption and the
five liters compared to the 1000
smaller tank. The payload of 183 kilograms is very modest.
That somehow you sit differently on a multistrada, with that
can be arranged. That
However, seat cushions that are too soft are unreasonable in the long run. The higher disc brings advantages.
Scoring: costs / environment
The high country road consumption of 6.5 liters per 100 kilometers also costs the 620 another eight points in this chapter
on the big sister. On the other hand, the maintenance costs for the 620 remain within reasonable limits, which also has a positive effect on the price-performance ratio.
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