Tuesday, September 24, 2013
Kawasaki Ninja 650R
- Aggressive Ninja styling
- Powerful parallel-twin engine
- Compact size and weight
- Low seat height
- 649cc twin-cylinder, DOHC engine
- Parallel twin engine is the most compact in its category. The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle
- Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response for negotiating city traffic
- Triangular crank and transmission shaft layout makes the engine very short from front to back, a semi-dry sump oil system reduces overall engine height, while narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width
- Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization
- 180-degree crankshaft plus balancer shaft for extremely smooth engine operation
- Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling
- Maintains consistent engine temperatures for long engine life and sustained power during hard use
- Allows closer engine tolerances for more horsepower
- Coolant is routed through the engine cases to reduce external hoses
- 38mm Keihin throttle bodies feature sub-throttle valves for optimum performance and rideability. The sub-throttles, located behind the main throttle valves, are controlled by the ECU so that the DFI system gives a more precise throttle response, similar to a constant-velocity carburetor
- Precise fuel injection plus exhaust catalyzer significantly reduce emissions
- Automatic fast idle system makes starting and warm-up easy
- Microprocessor-controlled timing never needs adjustment and is ultra-responsive to engine needs
- Spark plug mounted “stick” ignition coils are compact and help reduce weight
- Cassette-style transmission puts the transmission shafts and shifts into a compact layout that is easily removed as a single unit from the cases for easier maintenance
- High tensile steel trellis frame is small and light
- Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling
- Narrow at the knees and feet for rider comfort and control
- Braced swingarm and offset, laydown single rear and shock complement the frame design to create an integrated line flowing from the steering head to the rear hub
- Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling
- Petal design rotors offer improved cooling and warp resistance
- Same rotor design as found on the Ninja ZX™-6R and ZX-10R supersports machines
- With the same engineering as the Ninja ZX-6R and ZX-10R, the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced
- Low, narrow seat combined with the slim overall design allows riders to firmly plant both feet on the ground when stopped
- Carefully designed ergonomics result in a natural, comfortable riding position
- Textured seat cover helps keep the rider planted
- Stylish full fairing with aerodynamic windscreen cuts through the wind and helps protect the rider
- Integrated front turn signals with clear lenses enhance appearance
Todays story starts way back in 1987, when Honda introduced an unpretentious little motorcycle with a mildly-tuned, liquid-cooled 647cc V-twin engine in a rigid aluminum frame. Priced almost as high as its fully-faired and much more powerful cousin, the 600 Hurricane, the Hawk GT sold about as well as Ann Coulter t-shirts at a Phish concert. However, savvy enthusiasts quickly recognized that with a few choice suspension and engine modifications, the Hawk was an incredibly sweet-handling and fun bike that did double duty as a lightweight racer. Many racing clubs had classes filled completely with Honda Hawks, as no other manufacturer made a middleweight twin with the Hawks potential.
That all changed in 1998, when Suzuki introduced the SV650. With a stiff aluminum frame and swingarm and modern suspension and wheel sizes, the SV was virtually as good as a heavily modified Hawk right out of the showroom. The icing on this cake was a smooth, four-valve liquid-cooled 90-degree V-twin that made 68 hp with a stock exhaust, a power output that a Hawk could achieve only by being a heavily breathed-on grenade. By the end of the 1999 racing season, Hawks were winning races only in the hands of the most skilled and dedicated riders. The popularity of the SV as a street bike ensured a steady supply of cheap race bikes, and seven years later, club racing grids are packed with SV650s.
Sean went out on the Suzuki first to scuff in the new tires. When he came back, he was all smiles...
Last year, Kawasaki showed an interesting bike built for the European market. The ER-6n is a naked standard with a steel trellis frame and a sophisticated 650cc parallel-twin motor. Power output was claimed at 69.7 hp, clearly targeting the second-generation SVs 71.1 claimed hp. The weird styling and lack of full fairing meant this bike probably would never come to American riders.
Imagine our surprise when we got invited to the introduction for Kawasakis all-new for 2006 Ninja 650R. Petes day aboard the new bike revealed a nice-handling little bike that was let down only by budget suspension and braking components. We also found out that a unit would be available for a full test in just a few weeks.
We knew our readers would want to know how this bike -- the first serious competition for the SV available in the US -- would do against the Suzuki twin, so we called up Suzuki and begged for an SV650 to test as well. All we had to decide was which flavor SV to compare it to. Some of us felt the standard SV would be a closer match, as the Kawi has tall bars that would feel very different from the S models clip-ons on a racetrack, where the other school of thought held the majority of readers would feel only bikes with fairings should be compared, as a buyer in the market for a faring-ed bike wouldnt consider a naked, and vice-versa. In the end, the fairing people won, and Suzuki graciously and kindly gave up a fresh-from-the-crate 2006 SV650S.
Both Publisher Sean Alexander and I are club racers and trackday junkies with many miles on SV650s, so we wanted to see how the two bikes stacked up on the racetrack. A few phone calls secured us a trip to the Streets of Willow racetrack, courtesy of Hyperclub trackdays, and a call to Michelin got us two new sets of Pilot Power street/trackday tires.
After a week of all kinds of riding, from the track to the canyons, from bumpy LA freeways and city streets to the smooth sweepers of the Angeles Crest, we think we have enough data to have an intelligent opinion on who makes the best 650 twin streetbike. Does the Kawi have what it takes to unseat the SV from its middleweight-twins throne?
The Contenders
2006 Suzuki SV650S :: 71.15 hp :: $6,449 :: Friendly and Furious
Completely revamped for 2003, the SV650S is an awful lot of motorcycle for $6,449. It uses the same basic formula that was so successful in 1999 with just enough tweaks to keep it fresh and modern.
The heart of the SV is the liquid-cooled, four-valve per cylinder V-twin motor. It uses an 81 mm bore and 62.6 mm stroke and precise electronic fuel injection to pump out 71.15 hp at 9,000 rpm; an unheard of number from a stock 650 twin not so long ago. The Vincent Black Shadow -- one of the most feared bikes ever-- made less than that. Do you still dismiss this as a "beginner" bike?
If only a Vincent had such a good chassis. The SVs "truss"-style frame was all-new for 2003, with a boxier, more creased appearance than the old one. It retained the aluminum swingarm and linkage-type rear suspension of the old bike, along with a 41 mm damper-rod fork. The front and rear suspensions are adjustable for preload only. Wheels are 3-spoke aluminum jobs shod with Dunlop D220s, a 120/60-17 in front followed 56.3" behind by a 160/60-17 rear. Braking is handled by a trio of Tokico two-piston sliding-pin calipers and 290 mm front discs- the rear disc is 220 mm.
Perched on top is 1980s-esque bodywork with lots more sharp edges. Our 2006 was in a fetching shade of red, the bodywork contrasting nicely with the black frame and wheels. There are plenty of amenities, like a metal grabrail for your passenger and a hazard light. The LCD speedometer sits above the tachometer. As a bonus, you can view the coolant temperature and clock at the same time. The bike weighs in at a claimed dry weight of just 372 pounds.
Aside from the Duran Duran-esque fairing and five extra Ben Franklins, the S differs from the standard version of the SV650 by having higher and more rearset footpegs, low clip-on handlebars, a slightly shorter swingarm, and taller gearing. Its a complete package that looks like something much more powerful, expensive and sophisticated than it is, which partially explains the bikes continuing success. What does the Ninja need to surpass it?
2006 Kawasaki EX650R :: 65.65 hp :: $6,299 :: Meet The New Kid
Lest Petes endurance of the long tech briefing go in vain, check out his coverage of the 650Rs press introduction. If youd rather have me give you a quick rundown, well start with the motor.
Kawasakis engineers faced a daunting task: make a motor that matches the SVs power output without making a peaky mess that intimidates novice riders while saving enough money to keep the price competitive. One way to do this is to use a parallel twin powerplant. A single cylinder head saves money in many ways: theres only one cylinder block, one cam chain, one cam chain tensioner, two cam shafts instead of four, and so on. Additionally, its more compact, saving mass and making it easy to package.
To inform you cynics out there, its not a bored-and-stroked EX500 motor. With a very oversquare 83 mm bore and 60 mm stroke, its a much more compact and modern design, with a cassette-style gearbox, semi-dry oil sump and liner-less cylinders to make it smaller than the 500. A 180-degree crank and balance shaft keep it smooth, and 38 mm injectors directed by a microprocessor-controlled engine management system keep it precisely fueled.
The motor nests in a slick red-painted steel trellis-style tube frame thats designed to be narrow, light and compact. The most remarkable feature of the frame is the "laydown"-style rear shock adjustable only for preload (but incredibly easy to adjust- you dont even have to bend over). The 41 mm damper-rod fork is non-adjustable.
Brakes and wheels are nothing fancy. The six-spoke wheels sit just 55.3" apart and carry Bridgestone BT-020s, a 120/70-17 in front and a 160/60-17 on the back hoop. The brake calipers look just like the two-piston units on the SV, but with the fashionable "petal"-style 300 mm rotors like those found on the ZX-6R and ZX-10R.
Its wrapped up in a muted, sophisticated fairing with a chest-height windscreen and integrated turn signals. Large integrated footpeg brackets carry the rider and passenger pegs on one immense unit, which will be challenging for racers to modify. The seat is carefully styled to blend in with the bikes lines and is very narrow and low at the front, but thickly padded and wider at the rear. The handlebars are high and pulled back, but not too wide.
...For $6,299, this is a nicely-finished, good-looking bike.
Instrumentation is a bit spare, with no temperature gauge to distract the rider. There is a clock, dual tripmeters, and hazard lights as well. The build quality is just OK; the unit appears nicely designed, but the plastic is thin and some plastic panels have unsightly gaps and seams. Still, for $6,299, this is a nicely-finished, good-looking bike.
Monday, September 23, 2013
Ducati Hypermotard
Sunday, September 22, 2013
2011 Aprilia RSV4 Factory APRC SE Review
It takes courage to wear a motorcycle as a bicycle RS3 Cube MotoGP riding by wire as the first manufacturer to do so in MotoGP. He failed Aprilia GP packed her ambitions, restarted their computer and come back stronger than ever in World Superbike with RSV4 Factory and Max Biaggi.
Aprilia developed a three-cylinder cube from scratch and then discarded. Then he went to the construction of a new V-Twin engine, cast, and finally opted for a V-4. He built the V-4 from scratch at home and launched as soon as he could, with complications, but at the same time, with victories in the race. Finally, in 2010, Aprilia won the World Superbike Championship with Biaggi.
The TAP RSV4 Factory can be called a virtuoso in the field of motorcycle technology. A handset (but competition) efforts Aprilia, BMW and Ducati have the bloody nose, the Japanese seriously in recent years. Aprilia and Ducati have on the world circuit and BMW Superbike on the cards.
Now let me tell you how this bike is good. Kneeling Aprilia technicians first eight of us crammed level of traction control. I thought, "how boring they are ruining my fun that way!" However, they were right and I was wrong was the perfect way for me to get closer corners of Jerez in first gear, throttle and traction control allow to automate my curves.
There is no sound or chugging or anything, when the traction control kicks in. I felt when my rear tire slipped, but a trusted ATC immediately. Amount of rear wheel spin-allowed, predetermined, depending on the level you choose CT. I worked my way to the end of a level, but I did the whole session, using the level of four, which is well suited to me.
Each of us had five sessions of cycling the first of which was to test the traction control alone, the second session to test the traction control on the wheels, the third time to test the Launch Control and the last two sessions are free to explore. It s almost two full hours of hard diluted adrenaline pumping action.
AWC has three levels to choose from, which I doubt, in a single race. Some of lifting the front wheel is always permitted, provided that the rolls are not too high, you can still have a maximum acceleration levels. What is really good this year racer point of view is to keep the front down really fast between changes of direction in the low gears, at the same time keep the throttle open. Small rolls are then accepted at the time of the PIN and turn the wheel more than one side to another, landing just in time to lead the next queue. And be careful not to fall into this grace in front of more than a steering damper may be girometro handle.There s magic involved in this, not only the sensors between the two wheels.
The couples joy and misery of the bike. Too little boring and slow, while too much in the wrong place can be dangerous. Aprilia has almost 100% of the torque control system with SAD. The instrumentation is bipolar with a career mode and highway mode. In career mode there is no indication of speed and space is used to display a variety of information related to the place APR.
Training makes perfect, but my three races was a disappointment that I was a little too careful with the clutch pedal. Aprilia has been careful to inform you that the clutch was in need of serious cooling after every shot attempt, so we made a full turn between each launch. Imagine slowly tortured to 180 wild horses are released at once. This feature is not for road use, since you have to go 100 mph and second gear before the system is zero. And while in the execution mode traction control does not work.
For the factory Aprilia APRC said the near spaced six-speed transmission for better acceleration, more speed shifter makes it a formidable linearly dragster.
Pirelli Diablo tires Supercorsa 120/70-ZR17 200/55-ZR17 SP size and developed in the FIM Superstock 2010 championship. The main advantage with the 200 rear tire ultra large section is excellent cornering grip. The contact area is wider than ever and offers excellent levels of grip 180 horses want to destroy. The tires are approved for speeds up to 198 kilometers per hour.
Rubber able to cope with more heat and allows for a very long line up in turn four blacks at Jerez. The only thing that will give you more grip is a complete set of slick tires. Wait RSV4 Factory APRC SE features traction control, and self-adapts to the size of the ring is new and different adapt to a different final drive ratio. There is a professional high-end models for racing teams in the world, less developed than the road bike electronic RSV4 Factory APRC SE.
Suspension is fully adjustable from a top-spec items including Öhlins steering damper. RSV4 Factory receives a small but heavy feel that speaks of quality sleep. Öhlins shock and is soft enough to feel in slow corners and hard enough for ultra-fast corners.
The State 999.6cc V-4 motor function of the art, such as controlling the throttle body independently. Maximum power is 180 hp at 12,250 rpm still at 10,000 rpm and 115Nm, but the delivery of torque and better acceleration in the three gears. The new exhaust system also improves power delivery.
These changes RSV4 Factory to shoot a missile over the corners. Only a Ducati 1198 to compete with the exit angle of the war. The engine feels and sounds good, and a power plant there is little vibration. Mechanical friction to help stop the bike quickly, and only on two occasions during my day ends I did not hear any chatter when braking hard.
RSV4 Factory APRC SE can be visually distinct labels, especially in the lower fairing and the Tricolore. They are, find out about a new exhaust pipe, and that the 200 mm rear tire, too.
If the APR Special Edition (only 350 produced) proves to be a (inevitable!) technology for success will be directed down to the first R and RSV4 Factory RSV4. APR also expect the system to drop down the road for other products in which the Aprilia Dorsoduro 1200 was the first out.
Only two things Aprilia RSV4 Factory SAD can not be done, and those who fly and automatically tweets your legs. It is difficult to make sense of this bike on paper, but is actually riding and the number of features in the circuit only for the time they say hes a genius mechanics and technique.
Saturday, September 21, 2013
Aprilia RSV 4 Max Biaggi Replica Superbike
Aprilia RSV4 Max Biaggi replica superbike The bike is destined for the racing track and can be used as an entry-level WSBK race machine as it offers a heck more performance over the production street version and also meets FIM regulations.
The RSV4 Biaggi Replica features a 65-degree V4 with Weber-Marelli throttle bodies, two injectors per cylinder, adjustable height intake ducts and ride-by-wire throttle. The power of V4 is channeled to the track through an extractable six-gear transmission with a multi-disc bath clutch and mechanical anti-skipping system. It also features a 4-2-1 titanium sport exhaust with a single-side silencer in carbon and titanium.
When it comes to chassis, adjustability is key for tailoring a machine to every riders unique settings. The Biaggi Replica has an aluminum double rail frame with cast and pressed elements featuring an adjustable headstock position and angle, engine height and swingarm pin height.
As for suspension, found out front are an Ohlins fork with 43mm stanchions and tin-surface treatment, adjustable pre-charge, compression and extension. Out back is an Ohlins TTX36 mono-shock absorber with adjustable in spring pre-charge, offset, compression and extension with dedicated calibration. The suspensions operate via a progressive APS linkage.
Regarding electronics, the Biaggi repli-racer is loaded with the latest technology, including a digital APX on-board computer that uses advanced vehicle management strategies including: TCS traction control, QuickShift assisted shifting, Antibacklash system, engine brake and pit lane speed limiter. All the parameters of these gizmos can be modified with a push of a button on the handlebar or dedicated "Aprilia Racing Palm."
Stopping power is provided by Brembo, with radial attachment single body calipers and sintered pads that operate on 320mm front floating disks. To save weight, the system utilizes a lightened stainless steel braking surface and a flange in aluminum.
Where this power meets the pavement youll find radial Pirelli Diablo SBK tires, 120/75 on the front and 190/65 on the rear, wrapped around Marchesini forged magnesium alloy wheel rims with a seven spoke design and "anti slip" treatment.
Regarding looks, the RSV4 Biaggi Replica is available in the Alitalia livery of Biaggis machine, or a carbon look, and can be used as an entry level for the SBK class in accordance with FIM regulations.
Gigi Dall’lgna, technical and sport manager of Aprilia Racing says:
“With the RSV4 Biaggi Replica we offer the sports enthusiast a motorcycle which is as close as you can get to the RSV4 that Max rides on the track in World Superbike. In this project, which was developed in parallel to our re-entry into SBK, we poured out all of our knowledge and years of experience on tracks all over the world. This is the bike which came out of it, conceived and developed within Aprilia Racing to offer unique sensations to the shrewd user.”
Aprilia RSV4 Biaggi Replica | Motorcycle Specifications
Engine: Aprilia longitudinal 65° V-4 cylinder, 4-stroke, liquid cooling system, double overhead camshafts (DOHC), four valves per cylinder
Bore x Stroke: 78 x 52.3 mm
Total displacement: 999.6 cc
Maximum power at the crank: + 20 HP (more than production bike)
Maximum torque at the crank: +10 Nm (more than production bike)
Fuel system: Sealed airbox pressurized by two front dynamic air intakes. Four Weber-Marelli 48-mm throttle bodies actuated by "ride by wire" system, two injectors per cylinder and variable length intake ducts controlled and customizable by ECU device.
Ignition: One spark plug per cylinder powered by "stick-coil"-type controlled by Aprilia Racing Engine ECU APX2. Possibility of customization of ignition and injection tables and engine management parameters via ARES software. Light weight racing wire harness and dashboard showing laptime as well as main engine information.
Vehicle Management: Presence of enhanced vehicle management strategies: QuickShift, TCS, AntiBacklash, Engine Braking, Distance Based, Gear Power Reduction, Speed Limiter for Box Entry. Possibility of fast parameters modification with Aprilia Racing Palm system and handlebar switches.
Data Management: Acquisition of engine and vehicle working parameters for optimized vehicle management and strategies. Acquisition Data Management via ABM Lite software.
Starting: Electric.
Exhaust: Akrapovich titanium 4 into 2 into 1 with single lateral carbon-titanium silencer.
Generator: Flywheel mounted 420W alternator with rare earth magnets.
Lubrication: Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling).
Gear box: 6-speed cassette type gearbox 1st: 39/15 (2.6) 2nd: 33/16 (2,063) 3rd: 34/20 (1.7) 4th: 32/22 (1,455) 5th: 34/26 (1,308) 6th: 33/27 (1,222) with "quick shift" sensor.
Clutch: Multi-disc wet, with mechanical slipper system.
Primary drive: Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659).
Final drive: Regina Racing drive chain with final drive ratio: 40/16 (2,5)
Frame: Twin-spar adjustable aluminum frame, with castings and pressings. Envisaged adjustments: • headstock position and rake • engine height • swingarm pin height. Adjustable racing footrest. Racing handlebar and mount with conical coupling. Öhlins adjustable steering dumper with dedicated damping stack. Measure: wheelbase: 1440mm, steering angle: 24.5°, trial: 105mm, seat height 880mm.
Front suspension: Öhlins upside-down fork adjustable in spring preload, compression and rebound. 43-mm inner tubes (with Tin surface treatment) equiped with pressurized Ohlins Racing cartridges with dedicated damping stack and forged aluminum radial caliper mountings. Wheel travel: 120 mm with Racing upper triple clamp
Rear suspension: Twin sided aluminum swingarm; mixed low thickness and sheet casting technology. Öhlins Racing TTX36 shock adjustable in length, spring preload compression and rebound with dedicated damping stack. APS progressive linkages. Wheel travel: 120 mm
Brakes: Front: Dual floating disk with 320-mm diameter lightweight stainless steel rotor and 6 pin aluminum flange. Brembo monoblock radial callipers with 4 34-mm pistons and racing sintered pads. Radial pump and metal braided brake hose. Rear: 220-mm diameter disc; Brembo caliper with two 32-mm pistons with racing sintered pads. Pump with integrated tank and metal braided hose.
Wheels: Marchesini 7 spokes Forged Magnesium rims with "anti slip" treatment. Front: 3.5"x16.5" Rear: 6.25"x16.5"
Tyres: Radial tubeless Pirelli Diablo SBK. Ant: 120/75 R 420, Post: 190/65 R 420
Weight: 175 kg (in riding condition with empty fuel tank). Weight distribution 52% front, 48% rear
Fuel tank: 17 liters capacity with racing fuel cap
Fairing, seat, rear cowl and engine protections: Carbon fiber fairing, single seat and rear cowl. Carbon-Kevlar engine protection.
Other parts: Footrest Racing Kit, Handlebars Racing Kit, ECU handheld setting device, bike stand and Aprilia Racing bike cover.
Friday, September 20, 2013
Ducati Multistrada 1200 S
Make Model | Ducati Multistrada 1200S |
| Year | 2010-11 |
| Engine | Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder. |
| Capacity | 1198.4 |
| Bore x Stroke | 106 x 67.9 mm |
| Compression Ratio | 11.5:1 |
| Induction | Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies |
| Ignition / Starting | Marelli electronic / electric |
| Clutch | Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run. |
| Exhaust | Catalizzatore e 2 sonde lambda/Stainless steel muffler with catalytic converter and 2 lambda probes, alluminium tail pipes |
| Max Power | 150hp 110,3 KW @ 9250 rpm |
| Max Torque | 12.1kgm 87,5lb-ft 118,7Nm @ 7500rpm |
| Transmission / Drive | 6 Speed / Chain 5.30"; Front sprocket 15; Rear sprocket 40 |
| Gear Ratio | 1st 37/15 / 2nd 30/17 / 3rd 27/20 / 4th 24/22 / 5th 23/24 / 6th 22/25 |
| Wheelbase / Rake | 1530 mm / 25° |
| Frame | Tubular steel Trellis frame |
| Front Suspension | Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment, 170mm 6.7in wheel travel |
| Rear Suspension | Progressive linkage with fully adjustable Öhlins electronic monoshock. Aluminium single-sided swingarm, 170mm wheel travel |
| Front Brakes | 2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment |
| Rear Brakes | Single 245mm disc, 2-piston calliper |
| Front Tyre | 120/70 ZR17 |
| Rear Tyre | 190/55 ZR17 |
| Seat Height | 850 mm |
| Dry-Weight / Wet Weight | 192 kg - 423 lb / 220 kg - 485 lb |
| Fuel Capacity | 20 Litres / 5.3 gal |
| Related links | ashonbikes.com |
Exclusive interview: Ducati boss explains Multistrada active suspension
By Adam Child -
In an exclusive interview with MCN, Ducati boss Claudio Domenicali talks about active suspension on the Multistrada...
Latest news on the new Ducati Multistrada 1200
When did you decide on active suspension for the Multistrada?
Difficult to say exactly. We wanted it to be adaptable but active suspension was not available in 2005, so we added it when the technology became available. We had traction control from the start.
It has the same shock as the 1098R but with active electronics. Could we soon see active suspension on a sports bike?
I think that’s a clear possibility.
The active suspension must have taken extensive testing.
A huge amount of hours. Effectively we had to develop and test four different bikes in four different modes. Then there’s three different ride-by-wire combinations, eight different traction control settings etc.
Can riders choose their own settings?
Yes, for example with pillion or luggage, or they may want to change compression. You can choose your own personal setting and power output every time.
All this must make the new Multistrada the most advanced Ducati of all time.
By far. It’s a big step for us. It’s a much more rounded bike, but still exciting. For example, the clutch is very light, half the pull force of a 1098R. Only 696 has a softer clutch. Everything has been designed to encourage new riders.
Why didn’t you use a 19in front wheel for better off-road manners?
We really wanted to improve the off-road abilities of the old bike. That’s why we used longer stroke suspension, wider bars and why you can remove the rubber on the pegs for off-road riding. Some say it won’t be credible off-road with 17in wheels but we have specific tyres with Pirelli, which has given us dynamic behaviour off-road. On the road, 17in wheels are much better than 19s. And 90-95% of riders will stay on the road. So the aim was for riders not to get into trouble with light off-roading, but obviously not for full-on MX.
Source MCN
THE BEGINNING
A new biking concept. That was the brief given to the Ducati designers when they started work on the original Multistrada. It arrived on the market in spring of 2003 and created a new and exciting segment, typical of the Bologna manufacturer. A new vision which combined sports performance with trail-blazing capabilities while providing an extremely comfortable ride and unrivalled versatility.
Initially produced with the air-cooled 1000 DS engine, which was later upgraded to 1100cc in 2006, the Multistrada immediately made a name for itself with its bold personality. Thanks to an impressive technical specification it soon became synonymous with pure riding pleasure, being equally at ease on mountain roads and motorways, ideal for long distances while agile and manageable in town.
Now, Ducati have taken the concept further, with a design that satisfies all the demands of a motorcyclist combined into one bike: a Multistrada with the emphasis on Multi, a sportbike which is powerful and fun but also easy to ride and whose first priority is safety and comfort. The new Multistrada 1200 has arrived.
Ducati wanted to produce a motorcycle to tackle any kind of journey and road surface, a motorcycle that used technology derived from the Bologna-made race bikes in MotoGP and World Superbike. A bike without limits, which could transform itself to suit the riders needs and not the other way around. A motorcycle that is four bikes in one.
From a supersport to a tourer for long journeys with a passenger and luggage, to an everyday bike which could breeze through the daily commute and also tackle off-road routes with the agility of an enduro. The goal was a versatile bike able to achieve impressive levels of performance at all times and in all places. A bike that didnt exist until now!
Ducati have once again pushed the limits of motorcycle design by adding Italian innovation to the elegance, style and technology which characterises the motorcycles that come out of its Bologna factory. All it needed was a heart, the perfect engine to realise the potential of this new design. The obvious starting point was the World Championship-winning engine, the Testastretta, used on the Superbike 1198 and work started to create the perfect power characteristics for the Multistrada 1200. Engineers in Bologna have succeeded in harnessing the immense power of this engine, making it smooth and adaptable to suit to any occasion. They have created the new Testastretta 11° engine, a significant step forward in balancing performance with usability.
MULTISTRADA 1200: FOUR-BIKES-IN-ONE!
Four different motorcycles, available at the touch of a button, change the fundamental characteristics of the new Multistrada 1200. Power and torque delivery, suspension settings, and traction control can be changed - even while riding - to enable the motorcycle to adapt to the needs of the rider and not the other way around. With the Multistrada 1200, Ducati introduce the concept of four-bikes-in-one with four Riding Modes: Sport, Touring, Urban and Enduro.
The Sport Riding Mode provides the rider with an adrenalin-fuelled ride, where 150hp and incredible torque delivery are combined with a sports-oriented suspension set-up. To impart precise and focussed handling like a sportbike, it also slightly reduces Ducati Traction Control intervention to level 3 for expert riders whose comfort zone is closer to the limit.
The Touring Riding Mode is still programmed to produce 150hp; however, the power characteristic is designed in a touring configuration with much smoother torque delivery, but ready to respond when needed. Safety is enhanced with the most advanced ABS technology and with the Ducati Traction Control system set to level 5 (intermediate intervention), specifically intended for a stable and relaxing ride. The suspension set-up is ideal for touring, ensuring maximum comfort for both the rider and passenger.
Navigating through the urban jungle requires an even more manageable motorcycle that can be used 365 days a year, whether travelling to work or grabbing a coffee in town. Selecting the Urban Riding Mode instantly changes the power to 100hp, and the suspension to the perfect setting for tackling the maze of city streets full of speed bumps and drain covers. The traction control level is set to 7, providing high system intervention so the rider can enjoy enhanced safety even in the most chaotic of stop-start traffic.
Should the journey aboard the Multistrada 1200 leave the beaten track, it has the capability to take off-road routes in its stride. Agile and lightweight and with high, wide handlebars, serrated footrests and specially designed tyres, the Multistrada also features an Enduro Riding Mode which instantly transforms the bike with a smooth 100hp engine, higher suspension, and the option to disable the ABS. Traction control is reduced to the minimum of level 1 for almost no intervention.
The four-bikes-in-one concept uses three technologies which interact to instantly change the chassis set-up and character of the Multistrada 1200. Fitted as standard equipment on all versions, the electronic ride-by-wire system administers three different engine mappings to change the character of the engine, while Ducati Traction Control (DTC) uses eight levels of system interaction to enhance control. For the S version, Ducati Electronic Suspension (DES) instantly configures the suspension set-up to suit rider only, rider with luggage, rider and passenger or rider and passenger with luggage.
RIDE-BY-WIRE
The ride-by-wire system is an electronic interface between the throttle grip and the engine which decides the ideal power delivery of the engine depending on the Riding Mode selected and the riders throttle input. The throttle grip no longer uses a throttle cable, but instead delivers a signal to the control unit, which in turn operates the throttle body butterflies.
The ride-by-wire system enables three different engine mappings to adjust the total power output and the way in which it is delivered. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery and 100hp also with progressive delivery.
DUCATI TRACTION CONTROL (DTC)
The racing-derived DTC is a highly intelligent system which acts as a filter between the riders right hand and the rear tyre. Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerable increasing the bikes safety and performance. The system offers eight levels of sensitivity, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed Riding Modes on the Multistrada 1200; however, its setting can be customised by the user.
Öhlins SUSPENSION WITH DUCATI ELECTRONIC SUSPENSION (DES)
The S versions of the Multistrada 1200 are equipped with the latest generation 48mm Öhlins suspension featuring the innovative Ducati Electronic Suspension (DES). The brand new fork technology enables spring pre-load and rebound and compression damping adjustments electronically controlled via the instrument panel. The Öhlins rear monoshock is also adjusted electronically in spring pre-load and rebound and compression damping.
The electronic suspension adjustment can either be made by using the pre-set riding modes, which have been developed by Ducati test riders, or in independent mode, which allows riders to use their own personal settings. Adjustments made via the instrumentation send a signal that initiates electronic actuators mounted on the suspension units.
TESTASTRETTA 11° power and control, the ideal travelling companion
The starting point for the complex and innovative Multistrada 1200 project was the engine. As a prestigious model the motorcycle had to be powered by the most advanced, evolved twin-cylinder engine to come out of the Ducati factory. It had to be the Testastretta Evoluzione used on the world-beating 1198.
The challenge, however, was to produce an engine that would be enjoyable to use in all conditions and able to adapt to the riders character and not the other way around. Making the best ever L-Twin performance engine smoother and more user-friendly was indeed a challenge, but Ducatis innovative designers and engineers met the challenge by creating the revolutionary Testastretta 11° engine.
WHY 11°?
For a motorcycle intended for touring, the smoothness and user-friendliness of the engine is key to achieving an effortless and comfortable ride. The main engine characteristic that enabled this configuration was the valve overlap angle.
The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.
On the new Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to just 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions. Unburnt hydrocarbon emissions (pre-catalyser) are reduced by up to 65% and specific fuel consumption (and consequent CO2 emissions) by up to 15% (Euro3).
With its 150hp and 12.1kgm (87.5lb-ft) of torque, the new Testastretta 11° sets a new standard for Ducati twin-cylinder engines. Tests on fluid dynamics through the ports and in the combustion chamber have resulted in a modified power delivery profile and specifically the torque. New intake and exhaust ports combined with a radical adjustment of the cam timing and slight reduction of the compression ratio have enabled Ducati to achieve a favourable torque curve at low rpm, which remains strong through a wide range. This particular characteristic considerably enhances the Multistrada 1200s ridability.
The gearbox and final drive ratios have also been optimised to enable the use of a higher-ratio 6th gear. This solution not only enables reduced fuel consumption, but also achieves increased riding comfort by reducing vibration. To give a practical example, if the 1198 reaches its top speed in 6th gear, the Multistrada 1200 is able to reach it in 5th gear and maintain it effortlessly in 6th.
The Multistrada 1200 features an oil bath clutch with slipper function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed, the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like slipper action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.
189kg sets a new benchmark
Constantly reducing weight is part of the design brief for all Ducati models. Less weight enables maximum performances both in terms of dynamic behaviour and safety. A lighter motorcycle will brake in a shorter distance, accelerate faster and be easier to steer. Every single component of the Multistrada 1200, therefore, has been designed to achieve weight reduction without compromising its load-bearing capacity. With a dry weight of just 189kg (417lb) the Multistrada 1200 is lighter than any other road enduro, touring or sport touring bike currently available. The light weight combined with an excellent chassis set-up ensures exceptional handling, a key factor for sports, touring, urban or enduro riding.
This weight saving is the result of applying new technologies to Ducatis design and engineering of all major components. Crankcases are now cast using Vacural® technology and frame components use welded Trellis tubes, cast alloy elements and hi-tech polymers. Further savings have also been made with the single-sided swingarm in aluminium and the fuel tank has been developed using blow moulding technology in pursuit of the best compromise between capacity and weight.
Furthermore, the layout of the exhaust system, which is simple and minimalistic, uses two primary manifolds flowing directly into the triple chamber single silencer. Apart from carrying out the 2-1-2 compensator function, the silencer also contains the catalyser and sound-absorbent materials. The two compact and lightweight aluminium alloy end pipes depart in a low, lateral configuration to keep the overall weight to a minimum.
ERGONOMICS AND COMFORT
The Multistrada 1200 has undergone an extensive ergonomic study using both CAD and repeated prototype testing, in order to guarantee a high level of comfort with a fully loaded bike for long-range touring.
The ergonomics triangle of handlebar, seat and footpegs has been designed for both the rider and passenger, in order to optimise comfort while providing a commanding and upright riding position. The Multistrada 1200 feels spacious and seats two people in complete comfort, even with the top case and panniers in place. Underlining its multi-tasking intention, ergonomic attention was even applied when designing the riding position while standing on the footpegs, off-road style.
The wide, tapered steel handlebars have been designed for maximum comfort and ensure a commanding riding position enhanced by a generous steering lock of 76° (38° left and right). In addition, the handlebars have been mounted on anti-vibration isolators, specially designed to balance riding comfort with precise road feel.
The Multistrada 1200 seat immediately transmits a sense of comfort. Constructed in two separate sections for the rider and passenger, they were designed with particular focus on form and cushion density to ensure maximum comfort during long journeys. A confidence-inspiring passenger grab-handle offers a secure and comfortable grip.
The footpeg position represents part of the optimum ergonomics triangle for both the rider and passenger with added consideration to ground clearance during maximum lean angle and position of pannier luggage. The footpegs have rubber inserts that insulate vibration, removable to expose a motocross-style serrated edge that provides enhanced boot grip when riding off-road.
The Multistrada 1200s rear view mirrors have both vertical and horizontal adjustment and increased surface area to provide the most efficient visibility.
Two handy onboard stowage areas are built into the motorcycle, one suitable for mobile phones or toll road tickets situated in the right cockpit side panel and a larger 3 litre area situated under the passenger seat.
IDEAL FOR LONGER JOURNEYS
The Multistrada 1200s screen is designed with 60mm of vertical adjustment to ensure efficient wind protection for all rider heights and effortless high-speed riding over long distances.
The fuel tank has been developed using a new moulding technology which enables a favourable balance between capacity and weight. Subject to riding style, the 20 litre (5.3 gallon US) capacity provides more than 300km (186 miles) of riding pleasure between fuel stops.
Two 12V power outlets situated on either side of the area below the riders seat can be used to power up to 3A (fused) accessories such as thermal apparel, intercoms or mobile phone chargers. A special connection point for powering the GARMIN satellite navigator (optional feature)is situated near the instrumentation.
DESIGN: "Character" of the Multistrada 1200
EXHAUST: style and sound
For Ducati, design is not just creating an attractive look. It is about knowing how best to combine exciting appearance with intelligent function and outstanding performance. The Multistrada 1200s exhaust tail pipes are a feature that perfectly demonstrates this concept.
Their innovative design is well integrated with the motorcycles overall shape and positioned so as to improve overall weight distribution. The tailpipes are short so they do not impinge on the space needed for the large panniers. The internal structure of the silencer is designed to achieve the characteristic Ducati sound without compromising compliance with sound and hydrocarbon emission standards (Euro3).
The frontal air intakes, which are carbon fibre on the S Sport version, are not just a characteristic design aesthetic, but carry out the important function of acting as air flow conveyors, one to the oil coolers and the other to the airbox to feed the engine.
The single-sided rear swingarm is also a good example of Ducatis blend of design and functional engineering. It is made using a single piece casting, with fabricated and welded sections creating a strong, hollow and lightweight component that contributes considerably to the Multistradas surefooted handling.
The headlight is a characteristic feature of the face of the Multistrada 1200; its symmetrical layout uses four halogen lamps, two for low and two for high beam to provide excellent illumination. In addition, the front and rear side lights use LEDs, and feature a special shape of intense white light guidance, which both improves road illumination and makes the motorcycle more visible to other road users.
CHASSIS SET-UP: frame, brakes and suspension
All components used on the Multistrada 1200 are of the highest quality both in terms of design and build, and technical specification. Their selection and subsequent assembly is the result of a design brief based on uncompromised performance.
Chassis geometry, such as wheelbase, swingarm length, and rake, trail and offset is the result of a quest for the best balance of stability at high speeds and dynamic agility. The chassis is designed to achieve lean angles of up to 45° and the combination of reduced weight and generous steering lock of 76° (38° left and right) makes tight manoeuvres at low speeds very easy to manage.
FRAME
The Ducati signature Trellis frame uses large diameter, light gauge tubing with two central cast aluminium sections and a Trellis rear subframe. The frame has 19% more torsional rigidity than the Multistrada 1100.
The high pressure, die casted, magnesium front subframe reduces the high, frontal weight and contributes to chassis feel and control. Even if the front subframe is hidden below the fairing, it is precious and beautiful designed: why? Because we want our bikes to be beautiful inside as they are outside.
TYRES
Pirelli worked alongside Ducati as its technical partner throughout the project, developing the new Pirelli Scorpion Trail tyres specifically for the Multistrada 1200. They represent the first dual compound tyre for on/off road use with the central section of the tyre a harder compound than the outer sections. Combined with a special tread design and carcass structure, their 190/55 section delivers racing performance on the road in terms of grip and lean angles, while ensuring high mileage for touring and good off-road performance. The new generation tyres are purposely designed for the four-bikes-in-one concept.
BRAKING SYSTEM
The front brakes use twin radially mounted Brembo four piston, two pad callipers actuated by a master cylinder with an adjustable lever. The front is fitted with 320mm discs, while a single 245mm disc on the rear is gripped by a single Brembo calliper. Typical of all Ducatis, these components ensure high performance braking and set the standard in this segment. The Multistrada 1200 is also equipped with a Bosch-Brembo ABS system, optional for the standard version and fitted as original equipment on the S version. It delivers outstanding braking performance in all conditions and provides a major contribution towards performance safety. An option to disable the ABS is available via the instrumentation, but is automatically reactivated at the next ignition-on.
SUSPENSION
The standard version Multistrada 1200 uses 50mm Marzocchi front forks, featuring a special forged fork bottom and full adjustability in spring pre-load, rebound and compression damping. The rear is controlled by a Sachs monoshock adjustable in spring pre-load, and rebound and compression damping. Both front and rear have 170mm of travel, the extra-long movement
providing excellent comfort even when fully loaded and even if the rider decides to leave the asphalt for an off-road route. The S version features the Ducati Electronic Suspension (DES) system, developed in conjunction with Öhlins.
TECHNOLOGY
HANDS FREE
The Multistrada 1200 ignition is not actuated with a normal key. Instead, an electronic key in the riders pocket communicates with the Multistrada within a distance of approximately 2 metres, recognising the dedicated key code and automatically enabling the ignition. Pressing the key-on switch then activates the motorcycles electrics and the engine can then be started.
The electronic key, which consists internally of a circuit with two radio systems, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electric steering lock, which is actuated by pressing a button, is automatically disabled upon the next ignition-on.
ON-BOARD COMPUTER
The on-board computer system is made up of a large, high visibility LCD with the main data and a dot-matrix circular LCD which visualises various functions according to whether the bike is stationary or moving.
The main LCD displays speed, rpm, gear, total mileage, trip 1 /trip2, tyre pressures (as standard on the S version Touring package), engine coolant temperature, fuel level and time.
When the motorcycle is in motion, the dot-matrix LCD displays the selected riding mode, remaining fuel/distance, current fuel consumption, average fuel consumption, average speed, air temperature, trip time, and freezing conditions alarm. When stationary, it enters a setting menu from where adjustments to the various functions can be made.
The Sport, Touring, Urban or Enduro Riding Mode can be changed while either stationary or in motion, as well as the load settings for rider only, rider with luggage, rider and passenger or rider and passenger with luggage.
S VERSION
The main features of the S version consist of the ABS system and the innovative Ducati Electronic Suspension (DES) system, developed specifically for the Multistrada 1200 by Öhlins in partnership with the Ducati engineers. The S version is available in the two equipment options of Sport Edition and Touring Edition.
SPORT EDITION
The Sport Edition is enhanced with special carbon fibre components which further accentuate the distinctive character of the Multistrada 1200. They consist of front air intakes, cam belt covers, rear hugger and lateral air extractors.
TOURING EDITION
The Touring Edition focuses on comfort and convenience. A centre stand not only provides parking practicality, but is also essential in the event of tyre maintenance during a long distance journey. Easily connected heated grips are controlled via the instrument panel to three settings and are a must for any tour where adverse weather conditions threaten rider comfort.
Stylish luggage panniers, designed together with the bike, offer a load capacity of 57 litres (or 77 litres with large lid versions) and use a fast and secure attachment system that blends perfectly when the panniers are removed.
TAILOR-MADE ACCESSORIES
With its wide range of potential uses and benchmark performance, Ducati decided to manage the development of some key Multistrada 1200 accessories in cooperation with both the product development and the design departments. This integration right from the start of the project has optimised both style and performance.
Accessories such as the Garmin GPS system, a lower seat, panniers with capacity-increasing lids, a matching top case, an anti-theft alarm, electric filler cap, carbon fibre spray guards and front mudguard and a tyre pressure monitoring system.
The current collection of accessories is in addition to those already included on the Sport and Touring Edition, which are also available individually. They include carbon fibre air intakes, cam belt covers, rear hugger and lateral air extractors, panniers, heated grips and centre stand.
Garmin GPS
The synergy between Ducatis experience in the world of motorcycling and that of Garmin, the leading producer of satellite navigation systems, has led to the creation of a navigation system which offers advanced performance and perfect integration with the Multistrada 1200. Its various customisation options include the addresses of the entire official Ducati dealer network in addition to the main MotoGP and World Superbike circuits, which are pre-loaded into the system. The Ducati navigation system has an anti-glare touch screen, 18 bit LCD display, a lithium battery which remains charged for up to 8 hours, and a microSD expandable memory. It includes a mounting kit and dedicated plug-and-play cables.
Low seat
The lowered seat reduces height by 25mm and provides sure-footed confidence when fully loaded. Top case
With 48 litres of capacity, the top case is able to hold two full-face helmets. Combined with the side panniers it provides the ideal way to pack for long journeys, or when used on its own, ideal for the daily commute. It comes with a soft cushion to provide passenger comfort with a backrest and an integrated fixing system that makes it easy to attach. When removed, its support plate acts as a practical luggage rack.
Anti-theft alarm
Ducati has developed an integrated anti-theft system, including movement, anti-tamper and lifting sensors, as well as a sound alarm to act as a further deterrent.
Electric filler cap
Thanks to the hands-free system, the Multistrada 1200 can be started without the key leaving the riders pocket. With the electric filler cap there is also no need to use the flip-key or remove gloves as it is opened simply by raising a tab and closed by pressing it down. At every power-down, the hands-free system allows 60 seconds for the electric filler cap to be opened.
Carbon fibre spray guards
From a protective part to a designer accessory - the carbon fibre spray guards on the rear wheel not only carry out their traditional function but also make the bike lighter and add enduro style details.
Carbon fibre front mudguard
The carbon fibre front mudguard with its criss-cross pattern enhances the aggressive beauty of the front end.
Tyre pressure monitoring system
As well as the ABS, DTC and ride-by-wire, Ducati offers an additional safety tool. The system is made up of two sensors inserted inside the special tyre valves which communicate via the radio system inside the hands-free electronic key. This real time communication displays temperature and pressure information on the instrument panel and signals any problems.
VERSIONS
• Standard
• ABS Package
• S - with ABS and Öhlins suspension fitted with Ducati Electronic Suspension (DES) in Sport Edition or Touring Edition version
| MULTISTRADA 1200 S | |
| SPORT EDITION | TOURING EDITION |
| Carbon fiber engine covers | Side Bags |
| Carbon fiber front air intakes | Heated handgrips |
| Carbon fiber rear mudguard | Center stand |
| Carbon fiber spoilers | |
COLOUR SCHEMES
The new Multistrada 1200 will be available in the two color schemes: red or arctic white for the standard version, while the S version will be available in red, arctic white or diamond black.
Giant adventure tourer showdown
With the release of the 2010 Yamaha Super Tenere and the Ducati Multistrada 1200, theres now five serious adventure tourers competing for your round-the-world budget. Weve broken them down by their performance figures to help you decide which ones best.
All these numbers come straight from the manufacturers. Weve chosen to use dry instead of wet weights since the relatively large difference in tank sizes would artificially skew the comparisons. While these arent the weights youll experience as you try to navigate across a sandy slope, they do lead to the fairest comparison possible. Weve italicized what we feel is the winner in each category; in the case of rider aids, this is a bit subjective, feel free to decide which setup works best for you. Weve thrown the originator of the current adventure tourer archetype, the 1980 BMW R80G/S into the mix just to give you an idea how far things have come.
| Power BMW R1200GS: 110bhp @ 7,750rpm Ducati Multistrada 1200 150bhp @ 9,250rpm Yamaha Super Tenere 110bhp @ 7,250rpm KTM 990 Adventure 105bhp @ 8,250rpm Suzuki V-Strom 1000 98bhp @ 7,400rpm 80 BMW R80G/S: 50bhp @ 6,500rpm Torque BMW R1200GS: 88lb/ft @ 6,000rpm Ducati Multistrada: 88lb/ft @ 7,500rpm Super Tenere: 85lb/ft @ 6,000rpm KTM Adventure: 74lb/ft @ 6,250rpm V-Strom 1000: 74lb/ft@ 6,400 rpm 80 R80G/S 41lb/ft @ 5,000 rpm Tank Size | Dry Weight BMW R1200GS: 203kg (448 lbs) Ducati Multistrada: 189kg (417lbs) Super Tenere: 244kg (538lbs) KTM Adventure: 209kg (461lbs) V-Strom 1000: 207kg (456lbs) 80 R80G/S: 186kg (410lbs) Power to weight (bhp:kg) BMW R1200GS: .54:1 Ducati Multistrada: .79:1 Super Tenere: .45:1 KTM Adventure: .50:1 V-Strom 1000: .47:1 80 R80G/S: .27:1 Torque to weight (lb/ft:kg) Rider Aids |
As you can see, the new Multistrada comes out on top in terms of performance, but its 17" front wheel, street-biased tires and lack of engine or frame protection means its off-road capability is extremely limited. This comparison is very unflattering for Super Tenere; its the heaviest bike here by 77lbs and, thanks to the strong Yen, itll likely be the most expensive too. That weight, combined with the 19" front wheel and non-defeatable ABS is also going to limit its ability off-road.
All that means the BMW R1200GS and KTM 990 Adventure are, in our minds at least, still the leaders in this category. Both are genuinely capable off-road, fast on it and comfortable over long distances. If the high prices put you off, the Suzuki V-Strom looks like a bargain. Sure itd need a couple grand in modifications before it could hit the dirt, but even with the add-ons, itd still be the cheapest of this group.
Source Hell For Leather
1200 S Roadtest
Surrounded by razor sharp volcanic rock formations, and with a thundering big Desmo twin underneath me, I feel satisfied with things. Ducati anno 2010 is a completely different company than it used to be. It takes blood, sweat and tears to come up with something as good as the Multistrada 1200. The old air-cooled Multistrada, the ST4 and ST3 lie dead in the ground. Rising from their ashes come a completely different beast, a beast that can do everything they did and more.
When Ducati launched its full-race traction control on the 08 1098 R WSBK homologation superbike, nobody suspected just how fast Ducati would apply this technology to ordinary road bikes. Then Ducati launched the 1198 S, followed by the Streetfighter in 2009, both with a road-adjusted version of its eight-stage traction control (DTC). In 2010, weve come full circle in the Multistrada 1200 S, which is a sport touring dream come true.
The traction control, a superbly powerful 1198cc L-twin engine, a three-stage ride-by-wire system and electronically adjustable suspension equals superiority in at least two different motorcycle segments--Im thinking sport touring missile and urban assault vehicle first and foremost.
When I first take a seat in the comfortable saddle, there are a few new things to remember. First obstacle for new owners will be the keyless start-up procedure. Harley-Davidson owners will be familiar with the whole keyless operation, but on the Multistrada the start-up procedure is different. The "key" needs to be within six feet of the bike, and when in that proximity the Multistrada is ready to be started by sliding the ignition on/off button down, then up, to reveal the starter button. The hands-free ignition also includes a conventional key for the fuel filler cap and panniers. The actuation of the steering lock is electronic on the Multistrada, so all you need to do is to place the handlebar fully to either side and slide the off button a second time.
That sorted, Im off riding in the Touring mode. This enables the full 150 horsepower, but with a smoother torque curve than in full on Sport mode. I find myself in a commanding seat position, due to the wide handlebars and leg-friendly 33.5-inch seat height. The soft and very un-Ducati-esque mild clutch operation allows me to move from first gear with great ease. Out onto the motorway, Im accelerating my way through the six-speed gearbox in a smooth manner. The adjustable windscreen gives me quite a lot of buffeting to my helmet in its lower position at high speed, but at its highest level this improved a great deal. The hand guards with integrated indicators protect from the cold morning breezes, whilst the three-step heated grips provide extra warmth until the sun starts warming.
We had lots of side wind during the day touring the island, and even with the panniers on I had no problems pointing the Multistrada to where I wanted to go--it wasnt a struggle fighting the winds even at high speed. I am immediately impressed by the practical elements of the Multistrada 1200 S Touring Edition package. I will mention this straight away, as all content in this test involves the Multistrada 1200 S, which is a whole lot more than the standard version than whats usual from Ducati. For instance, you dont get electronic suspension at all and ABS is only optional, which renders the four riding modes toothless compared to the S model.
What also impressed me was the immense power available from as early as 4000 rpm and superb acceleration from 5000 rpm up to the redline. When approaching the mountain roads, I changed from Touring to Sport mode, which is done by scrolling through the modes using the indicator cancel button. When Sport was selected, I closed the throttle and held the button in for around three seconds. I could then attack the many corners with a more aggressive throttle than in Touring mode.
With all this power and great handling to go, it feels like the Multistrada 1200 S could take on the most serious sport tourers and win with ease. As you all know Ducatis 1198cc engine is its top-shelf liquid-cooled superbike-derived powerplant. The detuning of the full on superbike motor involves reducing the degree of valve overlap angle to 11 degrees compared to the full on 41 degrees on the superbike. As the low-end power delivery is more important than the top end on the Multistrada 1200, this was done to provide a rich and meaty midrange that is a lot smoother when shifting up at lower rpm figures.
Despite the Multistrada 1200 S being a smooth customer, itll also do a fine wheelie or two. After all, theres 150 horsepower on tap and the claimed dry weight is only 417 pounds. The smart-looking exhaust and double mufflers are Euro 3 approved with a good margin (also helped by the 11 degree valve overlap). The mufflers that only stretch slightly in front of the rear tire have been specially designed to provide ample space for the pannier on the right hand side. To be on the safe side, Ducati has also protected the right pannier with a heat-absorbing layer. The powerful Testastretta II engine sucks air into the airbox via two ram-air ducts at the front that double as the obligatory Adventure-style front beak. This latest version of the Testastretta engine provides a touring worthy 15,000-mile service intervals, which Ducati is very proud of.
The traction control and three engine mappings enable me to swap with ease between four different riding modes on the go. After playing with the Sport and Touring modes, which both provide 150 horsepower but with different suspension, engine (aggressive or smooth throttle), and traction control settings, I switch to Urban as we enter a village. When I hit the Urban button the suspension softens up a bit, the engine mapping changes to the 100 horsepower one and the traction control changes to setting 6 (5 in Touring; 4 in Sport) which is a high intrusion for maximum safety over manhole covers and dusty patches.
Add the powerful ABS brakes to this, and the Multistrada 1200 S turns into one very safe city center vehicle. Over little bumps, curbs, and speed bumps the Multistrada behaves like a supermoto on steroids with all safety features known to man, bar only a seat belt. I was a bit worried at first that the engine might feel completely sedated in 100 horsepower mode, but it didnt, It was more than enough as there are so many other things to concentrate on riding in the city.
I took the Multistrada for a very short off-road section. When selecting Enduro, which I did miles in advance to see how it worked on the road, the engine map stays on 100 horsepower, just like the Urban mode. The suspension however softens further and the traction control setting automatically changes to level 2. On the road, the Multistrada in Enduro mode changes character completely. When switching from the Sport mode to the Enduro mode, the feeling is almost as if you suddenly had a tire puncture--thats how much the suspension softened.
When hitting the gravel, trying to do a few slides, the traction control kicks in way too early, even on level 2. If I were to ride off-road over a longer period, I would head on deeper into the menu and customize the Enduro setting to level 1 or turn traction control off all together. Its important to know that you can personalize the four different riding modes to your liking. If you find that you have messed up the settings that you liked, you can return to the default settings with a click of a menu button.
What I would do for off-road riding is to turn off both DTC and ABS. ABS will turn itself on again automatically after turning the ignition off and then on again though, which is a required safety feature from one or more of Europes babysitting governments. This is awkward if youre in the middle of Africa with days and days of graveled roads. For that reason, Id like a separate ABS button, as on the BMW GS, to make it easier to re-de-activate ABS. Im not suggesting that the Multistrada 1200 S would be suitable for such a trip, but Id be willing to try.
Interestingly Ducati have worked with Pirelli to come up with the worlds first 190mm trail rear tire. I spoke to Fabio Sabbioni about this and several other technical features on the Multistrada 1200 S. The main reason the Multistrada 1200 features a 190 section rear tire is that the engine produces 150 horsepower and anything less than 180 would simply not be safe riding on the extreme side in Sport mode. These new Pirelli Scorpion trail tires have a ZR rating safe up to 168 mph.
Back on the gravel, the rear tire would slide at half- throttle. But, as soon as I applied full throttle and held it there, traction control kicked in, even at level 2. The Enduro standard mode is only suitable for complete newbies on the rough stuff, but for everybody else Id recommend turning all electronic aids completely off for the best off-road experience. The automatic suspension setting Id like to keep, though. Another useful enduro feature is the solid aluminum engine protection should you bottom out the suspension jumping out of one of those dried out river beds or similar.
On top of the trail-spec superbike tires sits fully adjustable and even electronic rebound and compression Ohlins suspension. The fork is a 48mm USD version, with a small electric motor fitted to the top of each fork-leg. When changing modes on the menu whilst riding, these tiny electronic wonders changes rebound and compression damping according to a preset setting suitable for that particular riding style. I was looking for the sensation of this actually happening and as I changed from Sport mode to Enduro mode, which are the two extremes.
The shock is a high spec TTX electronic version that does the same as the front, but with mechanical preload. Both front and back suspension carries an adventure worthy 6.7 inches of travel. Within the menu system you can even set up whether youre riding solo, with passenger, or with passenger and luggage--the electronics will do the rest for you. The system results in much more noticeable the changes than on a BMW.
Nearly needless to say, the results are of a Multistrada handling supremely well under a variety of conditions dictated by the roads you want to ride. The tubular trellis frame is in place, as always, and the Multistrada handles easier than its more-hardcore sport siblings. Having a wide handlebar obviously helps with the directional changes, but just as important is the sheer lightness of the whole package. The radial Brembo ABS brakes work well in all situations apart from off-road where the ABS should be turned off.
The 2010 Ducati Multistrada 1200 S should be every sport touring riding motorcyclists dream bike--thats just how good its at the touring bit. There are many different features and modes to play with, but it doesnt take long to learn how to use them. The instrument panel is packed with easily read information. The capacity both when talking about the engine, load, and capability on all surfaces known to man and ace suspension is truly unrivalled. BMW GS watch out, shaft drive and dealer network may be your only advantages now.
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