Trail – Test Ducati Multistrada 1200 DVT: the Italian Swiss Army Knife – Contact: increased handling and comfort

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Ducati Multistrada 1200 DVT test: the Italian Swiss army knife

Trail - Test Ducati Multistrada 1200 DVT: the Italian Swiss Army Knife - Contact: increased handling and comfort

Faced with the rise of competitors, Ducati is upgrading its Multistrada 1200 to a 3G version (3rd generation), equipped with the new Testastretta 11 ° engine with DVT variable valve timing and ever more efficient on-board electronics.. Test.

Contact: increased maneuverability and comfort

From the first turns of the wheels, the Multistrada 1200 DVT proves to be most accommodating, demonstrating great steering neutrality, good stability and increased handling. The turning radius in fact gains 4 ° of amplitude compared to the previous vintage, which facilitates all the escape maneuvers and U-turns on narrow roads..

It is also improving in terms of comfort, with a more ergonomic position suitable for long journeys, longer driver and passenger seats, a narrower frame (40 mm) in the legs, superior saddle comfort and new passenger grab handles. . The saddle height is now adjustable from 825 to 845 mm, but you have to tinker with a screwdriver to modify it while some competitors are doing better in this area (, and, in particular). For small riders, an adjustable low saddle from 800 to 820 mm is available as an option.

As before, the screen is manually adjustable (60 mm), even while riding. Bueno! Combined with a larger tank lining (40 mm) and more prominent scoops (20 mm), it contributes to a significantly improved protection, although the protection of the upper part of the body can still be improved at high speed..

The handlebars control is excellent, the new Multistrada taking advantage of a balanced weight distribution (50/50%) and a column angle of 24 ° to register on the angle frankly, but with a contained liveliness and perfectly controllable. In this regard, it benefits from the new tire assembly, developed in collaboration with Ducati to meet the specificities and desired versatility of the Multistrada..

These dual-compound tires combine the advantages of the previous Scorpion Trail and those of the Pirelli Angel GT, with new designs promoting water evacuation and a shorter and wider footprint, which promotes handling and longevity..

First, second, third, fourth, fifth: the gears are linked together with precision … but also surprising engine linearity. Has the Testastretta engine lost its character? Actually no ! It’s just that we are driving in a bundle, at night, and that the pace is not very high … In this context, the tachometer rarely exceeds 4000 rpm and the twin has trouble keeping up. fully express even in Sport mode with 160 horsepower under the tank.

Never mind: MNC lets the gap widen with his colleagues in front and returns to 3rd before opening the throttle wide to get back to the peloton … Wow! The rev counter instantly climbs to more than 5000 rpm and the Multi literally leaps in pursuit of the group … 4th, 5th: the tail of the peloton jumps in our face and forces us to give up our hand by suddenly applying the brakes !

The Multi stops easily, at the cost of excessive fork plunge which betrays the relative flexibility of the standard model’s suspension. A few additional runs of the same type confirm this first impression, allowing us to see that the front axle is very much lighter during acceleration, gradually losing contact with the asphalt … Not very troublesome in line, but potentially problematic during a vigorous go-around on the angle, despite the reassuring presence of the anti-wheeling, ABS and traction control systems.

By switching from the standard Multistrada to the "S", Site discovers a completely different motorcycle on the dynamic level: the semi-active DSS suspension is immediately firmer and smoother than the standard suspension, adapting instantly to nature. the coating encountered and the driving mode chosen.

Three accelerometers, a shock absorber travel sensor and the 5D IMU transmit their data to the BBS (Black Box) control unit housed under the saddle, which adapts the suspension hydraulics in real time to minimize diving of the fork when braking, limit the risk of tailgating on a big impact and better absorb surface irregularities.

This Evo version inaugurates a new strategy adapting to the chosen driving mode and the actual speed of the motorcycle, for more comfort in Touring mode, more firmness in Sport mode and increased stability in Enduro mode…

The result is quite impressive and we actually feel taken in hand by all this on-board technology, a priori well managed because very rarely faulty. Only once during this test did the suspension seem to work for a short time out of time, bouncing sharply on an uneven surface instead of calmly absorbing irregularities..

Another appreciable novelty of the "S" version: the curved DCL (Ducati Cornering Lights) lighting provides an obvious plus in terms of safety by illuminating the aisles when cornering, obviously without dazzling vehicles arriving on the road. face.

Derived from the automobile and released as a motorbike on the new, this technology could be the ideal complement to the adaptive headlights discovered on the, whose beam tilts and swivels in curves to illuminate the trajectory..

During this test, however, this automatic aisle lighting was not always activated despite a few attempts at more than a 7 ° angle. Probably due to a speed not high enough to activate it.

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