Trail – Test Ducati Multistrada 1200 DVT: the Italian Swiss Army Knife – On the road: power contained but still present

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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 - On the road: power contained but still present

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.

On the way: power contained but still present

The next day, a 200 km route on the roads of Lanzarote allows us to get to know the beautiful Italian better. Return to the standard model and group departure at a still relatively slow pace, because the Guardia Civil is never far away on this island…

Strangely, the suspension of the standard Multistrada n ° 26 which has been allocated to us immediately appears firmer and offers a better feeling than the day before. MNC then takes advantage of this more rigorous behavior to test the skills of the bike again, discreetly making the yoyo between our two forerunners….

By forcing the rhythm, pronounced fork dive under braking and tendency to shed the front load when going around reappear, confirming our impressions of the day before. We miss the efficiency of the "S" version with semi-active suspensions !

On the engine side, the adoption of the DVT actually brings more at low speed, allowing the Ducati twin-cylinder to resume lower than previously without knocking excessively, even in voluntary under-revving in sixth at 3000 rpm. On the other hand, we lose the kick effect in the bottom of the previous model, despite the ever-frank revs and energetic revivals beyond 5000 rpm in Sport and Touring modes..

It is in Rain mode, with power reduced to 100 hp and intrusive traction control, that the response to acceleration is most limited, the electronics immediately preventing the slightest overflow of power. In Enduro mode, power is also limited to 100 hp, but with rear ABS, cornering ABS, anti-wheelie and rear wheel anti-lift functions disconnected, for more off-road efficiency..

The mode change is easily done on the handlebars, but with a little setup time and a minimum of concentration with your eyes riveted on the screen. Not terrible, therefore, while driving … In Touring mode, you can already wind at a good pace when conditions allow and benefit from effective revivals on intermediate speeds. For more vigor when accelerating, it is advisable to opt for the Sport mode, which allows to lower the level of responsiveness of the driving assistance, in particular the traction control, and to let the horses pass..

Beyond 6000 rev / min on the 4th or the 5th report, the power of the twin-cylinder is finally expressed fully and surges vigorously to the edge of the red zone at more than 10 000 rev / min. We finally find the virulent character of the Multistrada and its angry vocals at high speeds! Difficult to pass 6th on these winding roads, this gear ratio being a priori more suitable for motorway journeys.

With either of these two Multistrada, braking is excellent, both in terms of power, progressiveness and feeling at the lever. The M50s of the "S" version associated with a PR16 racing-type master cylinder certainly offer an additional zest of bite to the attack of the pads, but this remains very subtle to detect.

The Bosch 9.1 ME ABS is for its part efficient and not very intrusive, regulating the braking power according to the angle of the motorcycle in order to allow the rider to maintain his trajectory in a curve, while also limiting the risk of lifting. rear wheel when braking hard from the front. Braking all the more effective as the grip of the Pirelli Scorpion Trail II was easily matched to the abrasive surface of the roads traveled. A grip felt when cornering on the road, but much more difficult to discern on clay.

A small incursion on a dirt road, the time of a "symbolic" all-terrain photo, indeed allowed us to identify the limits of these tires in this "stony" context, prompting immediately to exercise caution. extreme and at the same time damaging the supposed "off-road" skills of the Multistrada concept…

However, the ground clearance increased to 180 mm and the suspension travel of 170 mm seemed sufficient to allow some escapades on well groomed tracks. When standing, the positioning of the boot on the footrest on the left side can however be a little more difficult, because of the larger frame bulge on this side..

We also did not have the opportunity to measure actual consumption, but at the end of this test the average consumption indicator of the motorcycle indicated 6.5 l / 100 km, which suggests that a range of about 300 km including reserve. Finally, note that the service intervals are extended to 15,000 km (or 12 months) for oil changes and to 30,000 km for checking valve clearance..

Verdict: a more docile Multistrada

At the end of this rapid first test, we have to admit that the Italian "all-rounder" has lost nothing of its splendor, except of course the heightened virulence of its Testastretta 11 ° twin-cylinder, which has become more docile, but still capable. beautiful flights and performance well above the speed limits imposed on our roads.

More consensual, more pleasant to use, more maneuverable, more comfortable, safer with its improved on-board technologies, the new Ducati Multistrada is back in the race with panache and serious arguments to convince.

However, it will have to deal with particularly sharp competitors, and in the lead…

The Ducati Multistrada 1200 DVT should be marketed in April 2015 at a price of € 17,590 for the standard model, € 19,890 for the red “S” version and € 20,090 for the white “S”. You must add 1079 euros to benefit from the Touring pack, the price of the other packs still to be specified. A Multistrada 1200 S will also be offered from summer 2015 (in Europe only) by integrating sensors connected to the marketed by Dainese.

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