Ducati Multistrada 1200 S Test Ride Dale Franks

11 Мар 2015 | Author: | Комментарии к записи Ducati Multistrada 1200 S Test Ride Dale Franks отключены
Ducati Multistrada 1200 S Sport

Ducati Multistrada 1200 S Ride

Ducati Multistrada S

Since its release last Ducati has made many about the new Multistrada 1200, it four bikes in one: A a commuter street bike, an and, not least, a sport That’s a pretty tall even for a pretty tall like the Multistrada.  Does it up to the Ducati hype?

Or to the hype Cycle World, which it the Best Open Streetbike of To answer that question, I up at Moto Forza in Escondido, to try one

The Multistrada comes in three configurations, but I got to take out the top of the line S with Öhlins suspension, Ducati Control (DTC), and the on-the-fly mode/ suspension setup.

the Multistrada looks like a big a tall one, too, a long-travel suspension to support its pretensions.  Despite looking a large, unwieldy bike, the tell a slightly different as the Multistrada weighs only 423 lbs and 478 lbs fully fueled and ready to That weight puts it in bike territory, and despite its it’s surprisingly light you’re sitting on it.

The center of is very low.  The Multistrada the same engine as the 1198 bike; the L-Twin cylinder, 4 per cylinder, Desmodromic, liquid power plant that Ducati racers on the podium. The has a power output of 150HP at and 87.5 fl-lbs of torque at RPM. In the Multistrada’s case, the is placed with one cylinder to the ground, so the weight of the both the and cylinder are placed as low as possible.

  makes the Multistrada very balanced, and easy to hold on tiptoes.

As you’d expect, the engine has been slightly from its superbike version, has a peak output of 170HP and of torque.  The compression ratio has similarly reduced from to 11.5:1. Still, the Multistrada’s output far outshines its GS-style most street bikes.

  By way of the FJR1300 outputs 145HP…and 200 pounds more.

The ergos are comfortable, from the well-cushioned seat, to the easy reach to the handlebars.  The ground was a bit of a reach for my frame and 32″ inseam. I couldn’t flat-foot the bike, so, shorter will certainly want to opt for the low seat which is 1″ shorter, sadly, not as well padded.

  The passenger seat also as a short backrest/support for the rider, and is you’ll be happy to have you open the throttle. The position of the foot controls is very and comfortable, and the upright seating is perfect for long-distance riding. everything, from the brake and levers, to the foot shifter are where you’d want to be, with everything in almost easy reach.

  It’s to see how Ducati could have a better job creating a bike caters to your creature

Ducati Multistrada 1200 S Panel

The instrumentation on the Multistrada is thought out, too. all electronic, with an LCD readout easy to read even in sunlight. The image to the left is a representation of what you see as a rider in daylight.

  As you can see, the entire is quite legible, with a speedometer readout on top, and the readout stretching all the way across the

You’ll also notice the “Set Up” readout on the right, that the engine output is set to with the suspension set to one rider luggage.  This “Set Up” is central to the Multistrada riding as it controls the engine’s output, the DTC and the suspension preload and rebound.

The mode has four settings. The setting limits engine to 60% of maximum, or 100HP, while the DTC at a relatively loose setting to for some power sliding (on unpaved or gravel roads, The Urban setting also the output to 60%, while up the DTC to provide more intervention traction is lost.

Both the and Urban settings provide linear, controllable throttle from the Mutistrada’s fly-by-wire system.  The Touring setting up the full 150HP available the L-Twin power plant, providing the same linear, throttle response of the previous two Finally, there is sport which unleashes the full of the engine, full DTC, and an responsive–but not frighteningly so–throttle.

In short, the mode control noticeably different ride It’s definitely not a fancy that costs lots of and does nothing.

Similarly, the control automatically adjusts the and rebound of the Öhlins suspension to a single rider, rider luggage, two riders, or two riders luggage.

In addition to the preset settings, you can also set the DTC, mode and suspension setup and you can store those personalized in order to call them up at this allows you to tailor the modes, DTC, and suspension to your personal preferences for types of riding.

Starting the is done via a keyless ignition that depends on the close of an electronic key fob. If you lose the however, all is not lost, as an alternate is available that allows you to the bike by entering a 4-digit Also, if you’re on the road, and you the fob out of a pocket or something, the electronic immediately flashes a message you that the fob is lost, which narrows down your area.

There is, by the way, a to be paid for all this electronic which is that there is a drain on battery power at all Leave the Multistrada sitting in the over the weekend, and you’ll be Leave it there for a week, and need to hook it up to a battery

Once the engine is running, the produces a throaty growl hints at the vast reserves of on tap. Clutch pull is easy, allowing for one-finger The friction point is also set close to full out, so the clutch engages with little pull.

Give it a throttle, ease the clutch and the Multistrada pulls right from a stop, without excessive revving.

Starting out in Escondido, I set the engine setup to and I was off.  The Multistrada is very in town, although, if you plan on traffic at stoplights, you need to be of the extra-wide handlebars. The Urban provides very controllable in traffic, and you can flick the bike lane to lane with

  There’s more than power to pull away traffic or for passing, but the 60% power ensures that it’s anywhere near the limits of the control.

Two minor shortcomings are in city driving. First, the hates anything under RPM.  It shudders, rumbles and

It’s nowhere near as as a sport bike, but it clearly want to stay in the low RPMs. that, however, the throaty smooths out, with little vibration. Second, the really wants to make easy to find when from 2nd gear.  Kicking the releasing the clutch, and being with a screaming rev and no power

  You need a firm foot to get it down to first.  It’s to learn, and it only happened to me but it was a bit of a surprise.

Prior to getting the I-15, to head towards my canyon road near I changed to Touring mode.  response was still very but you could certainly feel the in torque, as the acceleration pushes … back against the of the passenger seat. I told you be happy to have that seat back there, even in touring mode, the has a ton of acceleration.

  First gear on the gearbox is fairly short, but in the 10,500 redline allows you to hit in excess of 90MPH almost But be careful: when you hit the redline, the rev kicks in and it is not unobtrusive.  On the freeway, translates to 90MPH indicated in 6th At highway speeds, 6th gear is gutless, requiring a downshift to briskly.

The rear-view mirrors, having a noticeable amount of are still usable at highway

Ducati Multistrada 1200

Also, at highway speeds, you that the relatively small, adjustable windscreen comes up a bit in the wind protection department.  a lot of airflow over the shoulders and and noticeable buffeting on the helmet.  an optional, larger windscreen, but only about 1/2″ and 1″ taller, so I’m not sure how much of an that would provide.

  As long-range touring, while possible with the 5.3 gallon would get a little tiring the course of the day. Happily, Scientific already has an aftermarket to help solve that What can’t be helped is the high profile, which make it susceptible to freeway so it does do a little bit of a dance in situations.

Other than however, this is a very highway bike.  The ergos are so and the seat is so comfortable that the air management problem would the Multistrada a truly all-day What would make it more of one, would be to cruise control, and maybe turn signals, neither of seems like an unrealistic in a motorcycle with a $19,995

Getting off the highway to … the canyon road of Camino Del going into Bonsall, I set the up for Sport mode, and tightened the to the firmest setting. At the lower the long-travel suspension seems a bit too for serious sport riding, comfortable but lacking that sporty feel.  Once sufficiently, however, it transmits the of the road right to your and hands, and it turns the Multistrada a surprisingly–and highly–capable sport

Strafing the canyons on the Multistrada is a pleasure.  Its height makes it to lean, and gives you tons of clearance. Both 2nd and 3rd gears are wide, so you can pick a gear for the desired audacity of your If you choose 2nd gear, the Multistrada aggressively, and once the L-Twin plant hits 5,000RPM the is a rocket.

It can power through at a speed substantially north of the suggested speed, taking with a suggested speed of in excess of 80MPH. The throttle, noticeably more responsive in Touring mode, is aggressive being snatchy. Even in Sport mode, the Multistrada is a bike, and allows attacks on the to be far more aggressive than I can on my FJR1300.

Ducati Multistrada 1200 S View

Turn-in requires a bit input than you’d thanks to the Multistrada’s conventional, conservative, geometry. It’s not like an R1 or a Gixxer. So, initiating a requires some input on the or in body English.

It’s not a lot of but the Multistrada needs a little rider guidance than a sport bike. The upside to is that the Multistrada will an enormous amount of lean remaining rock-steady through the It is in no way as jittery as a CBR, with its aggressive geometry, and doesn’t constant inputs through the to hold a line. Instead, it a line like no one’s

Or like it’s on rails. your pick of metaphors. you hit the apex of the curve and roll on the it rockets out of the turn, once scrunching your … the front of the passenger seat. think a more low-slung bike would work the better.

You’d be wrong. The eats curves for lunch, and of tarmac for dinner.

It also from side to side well, remaining composed and Again, flicking from takes a bit more effort a dedicated sport bike, but extremely compliant, following the inputs to the letter. In short, the on ZX-10s will not be leaving you when the going gets

If you know what you’re quite the reverse may be true. And be far more comfortable throughout the with no sport bike to work out of your back you’re done. Did I mention the was comfortable?

It’s quite to get sport bike performance suffering through the tortuous bike ergonomics.

The canyons show off the power and reliability of the brakes.  The brakes simply loads of feel, and the response is and powerful.  They can get you out of trouble as fast as you can get yourself into it.

The key word, there, being

The ABS isn’t intrusive, nor is the DTC when you get serious sport mode.

back to Escondido, on the long of Old Highway 3, I switched back touring mode, and set the suspension to the single-passenger setting.  The suspension out the rather poorly maintained while the user-friendly throttle smoothed out the bike’s acceleration, not taking much of anything from its exhilaration.

There was one problem I noticed with the which is the annoying tendency of the to display triple-digit speeds, your seat of the pants is telling you that you are traveling slower. When it’s in or even  Touring, mode bike is, as our friends in Boston say, wicked fast.  You something more like the BMW in performance when you look at the

But when you ride it, you notice you’ve hit 90MPH…and haven’t to 3rd gear yet.  50MPH on the seems…painfully slow.

I didn’t the bike onto a dirt or fire road, so I can’t about its Enduro performance. I the 17″ front wheel would its Enduro ability, compared to the BMW GS, it’s 21″ front wheel.  But I can say for city streets or canyon-carving, has created a truly enjoyable, motorcycle in the Multistrada.

I would be happy to have this as a for the FJR. This is about the all-rounder I’ve ever

So, it seems like Ducati’s for the Multistrada’s versatility are not so much as…the truth.

2010 Multistrada 1200 S


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