Video Road Test: Ducati Multistrada 1200 S Touring

20 Май 2015 | Author: | Комментарии к записи Video Road Test: Ducati Multistrada 1200 S Touring отключены
Ducati Multistrada 1100 S

Video Road Test: Multistrada 1200 S Touring

Road Test: Ducati 1200 S Touring

We’ve looking forward to this for a looooong time; this is a significant motorcycle. Ducati has its authority on the Adventure bike in the only way it knows how. The new 1200 S is vastly more and exciting than anything in the segment. In fact, it’s powerful and exciting than an lot of pure sportsbikes.

What’s with its traction control, fly-by-wire throttle mapping and suspension adjustments it boasts the technologically advanced computer we’ve ever seen on a — while still marvelously simple to ride. Loz and Noel McKeegan strap the on for the latest in our HD Video Road Enjoy!

The big bore Adventure segment is starting to look crowded at the moment — got grandpa Beemer, the big KTM, the ugly but practical V-Strom, proto-beemer Super Tenere, Tiger, Guzzi’s Stelvio. with its own mix of off-road capability on-road touring practicality.

Multistrada has always sat just this category, somewhere on the Chunky-looking, comfy, quick and entirely road focused, the old really sat better under the or sports touring umbrellas. probably do just about as in the dirt on, say, an FZ1 — and be substantially less worried scratching the paint.

The new Multistrada S has paint just as shiny as the old but it’s a complete rethink of the concept from the engine The old bike made a useful, if not 92 horsepower from its 1100cc, 2 per cylinder L-twin engine. The new one tarmac with a gigantic 150 out of a lightly revised 1198 engine with 4 vales per

This figure alone you where the MTS sits in its class it’s the bully. Half as power again as a KTM 990 Adventure, and a 40 ponies over the much BMW. It’s an absolute on the road, revving like and throwing the front wheel every time you jerk the in the lower three gears.

its powerful, radial Brembo Ohlins TTX suspension and relatively weight at 189kg (420lbs), the has taken a gigantic leap from its predecessor as a roadbike. In it steers so fast and true in the and explodes so violently out of apexes, there’s very few bikes on the that will get away one if it’s well ridden. If it for some minor ground issues, this would a pretty convincing sportsbike and it’ll take a heck of a to find its limits at the racetrack.

But 150 is a recipe for disaster in the dirt, and the suspension that you need for traction on a smooth twisty would rattle your out on a bumpy dirt road and this is where the true of the 1200 S comes into

Riding mode switches been popping up on fuel motorcycles since the 2007 GSX-R1000, as manufacturers realized the stratospheric horsepower of today’s bikes is simply too much for riders under some Early efforts like the 07 simply offered different maps, restricting the bike to horsepower.

The Multistrada takes the mode to unprecedented levels, and allows to fit an incredibly broad electronics into a bike that’s … simple to ride.

The MTS switch (built into the cancel button) toggles 4 riding modes: Sports, Urban and Enduro. Each has a custom (and customisable) that includes peak output, throttle response, level from the Ducati Control system, ABS settings, and electronic suspension setup.

In mode, for example, the suspension is set firm, with added compression and rebound damping at ends. The power output is set to the 150 horses, and the throttle mapping is to the track mode on Aprilia and BMW — that is, power on strong and immediately with throttle movements. Traction is set to allow a reasonable degree of out of corners.

It’s a tough to ride in — your control has to be godlike to avoid spikes of power, so you need to be 110% to get the most out of the bike.

mode is a softened version of mode — you get all 150 horses, but the mapping is backed off to a softer This means you have to the throttle a little further to get big down, but it’s much less aggressive and easier to hard. Traction control is up to allow less wheelspin, and the is softened off so that your miles are more comfortable.

Urban mode cuts power to 100 horses, and retains mode’s gentler throttle Traction control is maxed and the suspension setup feels to Touring mode, or perhaps a more comfort focused. horsepower sounds like a neutering of the 1200cc powerplant, but in all Urban mode still brutally powerful when you the throttle round far enough.

The still leaps forward, with ease and obliterating and speed limits.

Enduro sets the suspension long and gives you the same soft 100 throttle map as Urban mode, and off the traction control so you can steer the with the rear wheel a bit in the

The new Multistrada (especially the Ohlins-equipped S feels much more in the dirt than its older It’s quite light and not uncomfortable to ride standing up, and the fairings rattle a bit, the does a fairly good job with ruts, holes, branches and other light debris. You wouldn’t go too hard it — ground clearance is more roadbike than and if you tip it over you’re risking the of four regular dirt but for gravel and light trails it itself pretty well.

The ABS system is excellent on the road, and effective on dirt or gravel. actually quite shocking to see how it will stop you when conditions are low.

Of course, Ducati sells the control and ABS systems as safety — but we riders know Armed with the ability to right at the limits of traction extreme speed, you tend to into corners harder and later. Safe in the knowledge you’re not going to highside, you morally obliged to wind it out to the stop as soon as you see a corner

Ducati Multistrada 1100 S
Ducati Multistrada 1100 S

Finesse be damned, you can ride thing like a neanderthal if you — it just pays to that traction control and ABS save you if you run into a corner too hot and with the cataclysmic grunt of 1200cc engine firing you one corner to the next, your points are going to be further than you’re used to. So

In terms of complaints, well, the does give us a few niggles. are magnificent things, but the Multi’s is the first thing to drag in a and this isn’t helped by the that when you put your up on the pegs, your heel into it and pushes it down So when the pace really heating up, it becomes a bit of an issue.

The while adjustable, is absolute It forces a concentrated stream of straight into your wherever you set it. You’re best off it wherever you leave the winter for all your jackets.

There’s no option for cruise which is just about the thing stopping the MTS from a top flight tourer. It’s enough for big miles, you can get 400km a tank if you’re cruising, and you can key in adjustments for pillions and/or in each mode with a few of the left thumb. Cruise is sadly absent, which is because the bike is so overwhelmingly governed.

Surely with many sensors, fly by wire and all the other computers, cruise be an easy thing to add.

And the which are lockable, waterproof and with the S Touring model, are in my poorly designed. They do a job on the bike, but when you take off, you need to rest on pillows if you don’t want to scratch. Hard luggage on a needs to be able to take a — it needs to be able to be like a suitcase. We treated it fine China, and we still to scratch it enough for a horrific bill to come our way.


The gearbox, straight from the seems to have picked up a or two in its new home. Shifts don’t as solid or precise as they and false neutrals happen even if you shift with a boot. It’s a disappointing

But it’s not a deal breaker. you’ve got a bike so overwhelmingly in so many different capacities, onto a real winner. The can genuinely out-sports a lot of sportsbikes on the it’s blisteringly fast. But also comfortable, practical, to ride and endlessly flexible.

It feels like one of the great of old, a Swiss army of a thing that will itself admirably in all sorts of All-rounder might be a dirty in this day and age, but I’m it out here as a big compliment. The Multistrada S is probably one of the most exciting, and capable motorcycles on the market now.

It’s a beauty.

is an eye-watering AU$29,990 for the Multistrada S or S Sport (which ditches the and heated grips for a few bits of fibber) — or you can lose the Ohlins suspension and trade to the standard MTS1200 for AU$23,990. a lot of money, but take one for a test and it’ll be obvious where the has been spent.

Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S
Ducati Multistrada 1100 S


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