Ducati Multistrada 1200S

Why such a thank you in the first place? Products like Multistrada (not even very new in cold September) deserve it. To be frank, not because he personally would be an ardent dukatist who masturbates while clutching a dry muff and has a heart attack when Stoner is overtaken by competitors on the keyboard, but because this is not a product built on the principle of “Hey, we have to send something new to the market, is there anything else useful in stock? '. Because it is more than clear that the Italians have spent time thinking, developing and testing to create a second generation Multistrade, thus creating a machine that can set an example for other manufacturers on the threshold of the second decade of the third millennium. For us motorcyclists, this is an indescribable pleasure.

I haven't ridden the previous generation Multistrade, but I've seen it both live and in photos (the last one just a few minutes ago) and I subjectively judged that it's been made bigger because Ducati also had a product that, according to some the criteria belonged to the "GS" class. I'm not saying that with that fixed part of the front grille, it was anything special and, according to those who have ridden it, just an enjoyable ride, but nothing more. The new Multistrada is something more. Ducati is capable of more than most riders and competitors dare to believe.

The exterior is a light year warmer, better to say hotter than the competition. The depiction of the animal can be horrific, but you must admit: the Bavarian is a real (otherwise experienced) old man compared to the Italian, as is the Honda Varadero. Triumph Tiger is closer with its sharp shape, but still too simple in detail and less thought out. In fact, it mostly competes with the TreK Benelli in terms of form, and despite its very "eternal" form, it goes gray next to the Multistrada.

KTM SMT? Well, yes, too. . Let's say you don't like the protruding air intake, which, when you look into a pair of sharp eyes, excuse me, lights up, the imagination makes it even easier to draw a giant hornet on wheels instead of a motorcycle, but this is the only thing that is right - Appearance should show that it is not only about updating an already known model.

When to start? Let's move on to the transmission. Installed a liquid-cooled 11 ° Testastretta (intake and exhaust valves open 11 degrees at the same time) with a 90-degree cylinder angle, borrowed from the 170 and 180 hp 1198 superbikes. In a steel-aluminum frame. Of course, it has been redesigned to accommodate "Only 150 horsepower" and 13 Nm of torque less than 1198 (that's 131 Nm), both are 4 rpm lower.

That's 40 more than GS and Super Tenerejka, 56 more than Varadero, 44 ​​more than Adventure, 45 more than Stelvio, and 37 more than Tiger. I just see you Ducati fans laughing at you. You know, when cornering on a highway at full throttle in second gear, the front wheel still rises. ... If friends of motorcyclists at the riders just mentioned accuse you of not being able to follow, you can still switch to a city program or an enduro program.

After briefly pressing a switch that would otherwise disable the direction indicators, the round screen will display four programs: Sports, Tourism, City and Enduro. In the first, the engine offers full power, also in the second, but then the throttle response is more progressive, less explosive, and in urban and enduro programs there are only a hundred "horses". Short press to select, three seconds to confirm, and behold, 50 stallions are sent to the stable. You can also change the program while driving, but then you will need to follow the instructions on the dashboard (close the throttle to activate) to turn it on and close the throttle lever completely.

But not only the engine changes its character when switching programs. In the S version, the suspension and the operation of the traction control system and ABS also change from sporty to more comfortable. Modern technology makes this possible - why not take advantage of it? I think adjustable suspension (will be) in wider ranges of motorcycles is only now becoming useful (and being used).

Don't lie, please - how many of you will stop in front of the rubble, open your tool bag and adjust the preload and damping of the front forks and rear shock? Or this “fresh one” says before taking her on a trip: “Wait a minute, baby, let me list the springs.” In Multistrada (and in GS, even if you pay extra for the ESA system) this is not necessary. Press and hold the switch and the icons for a helmet, hard hat and suitcase, two helmets, two helmets and a suitcase will appear on the screen. Short click to select, long click to confirm.

An engine, especially a cold one, needs one or two more revolutions to come to life. The transmission sometimes makes a loud squeak in first gear, sometimes not, otherwise it's great - short and precise, the clutch lever (it has an anti-slip clutch to prevent jerking) is quite stiff when waiting for a green light. The handlebars are wide and positioned so that the rider sits straight, but still slightly further forward than on true touring enduro bikes. Between the legs of the motorcycle is narrow, despite the 20-liter fuel tank, the seat is large, long and moderately hard.

The pedals have rubber on both the front and back. There are good handles for the passenger, which will push the thick ones into them, since they are located rather narrowly together. With a seat height (850 millimeters) and manually adjustable windscreens, young and middle-aged people will be happy and giants will blow too hard on the pumpkin. My 181 centimeters were already slightly above the (Italian) standard, as even with the windshield raised all the way around the helmet there was too much noise. The arms are well protected from wind and rain by guards with integrated turn signals, and in cold weather they are also available in three levels with heated levers. Turn them on by pressing the engine start button. The lowest rate should be less hot in early autumn evenings.

150 sports "horses" are too nervous for the city. The rough responsiveness of the two-cylinder is annoying until we switch to one of the more relaxed modes of operation, and even then the Multistrada fell short of the quiet responsiveness of its competitors (we mean the GS and Tiger especially). With Triumph, for example, we can open the throttle without hindrance already at idle speed, and the engine will accelerate smoothly, while the red test rocket requires three thousand rpm to accelerate without vibration. It is then that a usable range of exceptional power and torque begins, which gives the driver true sporting pleasure. Acceleration at wide open throttle is exceptional, and when combined with an excellent frame and suspension components, the ride can be truly sporty.

The fear that the Multistrada might nervously tumble into a corner like its Hypersport sibling did dissipate in the first corners: it drops quickly and without resistance, especially when the buttocks are on the inside of the seat and the car remains stationary – but not in the same way as the GS. because, unlike the winner of our comparison test, the Multistrada is more receptive to driver commands during a quick change of direction when cornering. But how does the anti-slip system work? Big! Speed ​​and performance are comparable to the BMW S 1000 RR and much better than the ASC on the GS or RT.

Because the test bike was fitted with excellent Pirelli tires, and because the bike has an additional electronic angel called the DTC, we drove miles much faster than we were taught in driving school. ... On the highway, the speed on the (really great!) Fully digital armature at 240 was still growing. And this is with suitcases that are aerodynamic and tidy, but less useful due to their non-square shape and are even worse sealed. Yes, Multistrada still has such bugs, despite the seemingly very high quality build.

Neither the fact that the rubber levers on the steering wheel are already noticeably worn out after 15.000 km can not be considered a plus for them (Italians), nor for a screw on the shield (beautiful and unique!) For the muffler and Czech plastic cover for entering personal PIN codes if a smart card with a hidden classic key is lost. In this case, you can start the engine after entering the code, but you cannot open the fuel tank and suitcases, you know.

Another thing - Ducati Multistrado advertises as four motorcycles in one: sports, travel, city and enduro. We approve the first three options, not the last. Have you ever seen an enduro bike with a low muffler under the engine and a 190mm 17" rear tire? We, too. An enduro program with suspension up or down is about as much enduro as a Honda CB 1300.

Fuel consumption depends entirely on your requirements. Surprisingly, with a comfortable ride in a pair, it can be less than six liters (5, 8), and when chasing it drinks almost ten liters per hundred kilometers.

Is Multistrada better than GS? Of course, for fast road drivers, but not on rough terrain, but on a combination of road and off-road. The price is also such that you won't see many examples on the road. Six of them were allegedly sold to us. The basic version without ABS and electronically adjustable suspension is already available for £ 15.654, but if so, choose S.

Test car price: 19.845 EUR

engine: two-cylinder, four-stroke, liquid-cooled, 1, 198, 4 cm? , electronic fuel injection, 4 working programs.

Maximum power: 110 kW (3 km) @ 150 rpm

Maximum torque: 118 Nm @ 7 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: Consists of die-cast aluminum and steel bars.

brakes: two coils ahead? 320mm, four-rod brake calipers, rear disc? 245 mm, twin-piston caliper.

Suspension: front telescopic fork with electronic adjustment? 48mm, single shock at the rear, aluminum swingarm.

Tires: 120/70-17, 190/55-17.

Seat height from ground: 850 mm.

Fuel tank: 20 l.

Wheelbase: 1.530 mm.

Weight (dry): 192 kg

Representative: Nova Motolegenda, Zaloška cesta 171, Ljubljana, 01/548 47 68, www.motolegenda.si.

We praise and reproach

+ motor

+ gearbox

+ brakes

+ suspension

+ driving performance, maneuverability, stability

+ high comfort for driver and passenger

+ transparent and complete dashboard

+ the ability to select engine and suspension programs

+ rich equipment

+ work of the anti-slip system

+ brakes

+ smart card instead of a key

+ sound

– wind protection for adults

– shape and closing of suitcases (sealing)

- hard clutch lever

– the weakest heating level of the levers is too hot

– Vibrations during acceleration below 3.000 rpm

- unsuitable for work in the field

– price

Errors during the test

Exhaust muffler bolt loose

Matevž Gribar, photo: Aleš Pavletič

• Basic data

  Test model cost: € 19.845 XNUMX €

• Technical information

  engine: two-cylinder, four-stroke, liquid-cooled, 1,198,4 cm³, electronic fuel injection, 4 working programs.

  Torque: 118,7 Nm @ 7.500 rpm

  Energy transfer: Transmission 6-speed, chain.

  Frame: Consists of die-cast aluminum and steel bars.

  brakes: front two discs Ø 320 mm, four-pole brake calipers, rear disc Ø 245 mm, two-piston brake calipers.

  Suspension: Front telescopic fork Ø 48 mm electronically adjustable, single rear shock absorber, aluminum swingarm.

  Fuel tank: 20 l.

  Wheelbase: 1.530 mm.

  Weight: 192 kg

• Test errors: Exhaust muffler bolt loose

We praise and reproach

engine

Transmission

brakes

podcast

driving performance, maneuverability, stability

high comfort for driver and passenger

transparent and informative control panel

choice of engine and suspension programs

rich equipment

anti-slip system operation

smart card instead of a key

sound

wind protection for adults

construction and closing of the suitcase (sealing)

hard clutch lever

too hot lowest level of heating of the levers

vibrations when accelerating below 3.000 rpm

unsuitable for use in the field

price