Top Test – Ducati Multistrada 1200 S

The Ducati Multistrada 1200 S, which was aimed not to be a GS-clone, carved out its own little niche and had an amazing ride. So good indeed, that even the Bavarians cloned it! We put the new Multi through our Top Test.

Ducati Multistrada 1200 S. Let us now dig into the machine’s history to better understand the third version of Ducati’s "One-for-all-motorcycle". The original Multistrada was introduced in 2003: with long-legged suspension, an air-cooled 1000 cm3 two-valve engine, and the polarising if not extravagant Terblanche design. The Multi 1.0. It was no best-seller but served the development of a new category for Ducati, and could rightly be regarded as the godfather of Yamaha’s TDM. The 620 and 1100 models followed, but it wasn’t until 2010, with the completely redesigned Multistrada 1200, that Ducati hit the jackpot.
Multi 2.0: A crowd-pleaser, whose looks lie closer to those of the beloved Ducati Superbike, and in fact, with the ultra-modern Testastretta powerplant, of any superbike. Burly 150 horses, which make a faint attempt to conceal their high-performance origin. Multi 2.5: From 2012 with dual ignition and thus significantly improved refinement. As part of the same facelift, the more expensive S-variant received the semiactive Skyhook suspension. Ok. Let’s settle on Multi 2.8 with the Skyhook. This would make the Ducati Multistrada 1200 S the best-selling Ducati for a while. What makes it so successful? Until the impending arrival of the BMW S 1000 XR, it reigns virtually alone in a class of its own creation. Long fork sport bikes with 148 HP and above, 17-inch road wheels, not too heavy, suitable for the grand tour or the wild evening ride in high-alert mode.

 

Ducati Multistrada 1200 and Ducati Multistrada 1200 S – version with 158 HP

Let’s introduce the Multi 3.0. Redesigned from scratch – even if hard to tell at first. The most important innovation: Desmodromic Variable Timing, DVT. The desmodromic variable valve should provide for a smoother running, increase torque and reduce fuel consumption along with exhaust emissions. For what is worth, car drivers have long enjoyed these goodies via the numerous valve-regulation systems available on the automotive market. Interesting.
At this point, we top-test the 18,490 Euro Ducati Multistrada 1200 S (add 200 Euro for white colour), which features an electronic suspension in its latest development stage (Skyhook Evo), 330mm discs, Brembo M50 saddles, TFT display, and a few other goodies. With 158 HP, both the MTS 1200 and Ducati Multistrada 1200 S shoot out as we press Start. Ducati has the deplorable practice of artificially restricting the peak power of its basic model (see Monster 1200), and the Multistrada is unfortunately no exception. As reference for the 2015 S: Ducati Multistrada 1200 S, 2014 model. Multistrada 2.8 against 3.0.

 

Really comfortable and fully suited for longer tours

In fact, the ergonomics of the new Ducati Multistrada 1200 S are largely found in the old model. And because that was such well-rounded bike already, this chapter can be summarised as follows: high, upright-comfortable position behind the high, wide handlebar, relaxed knee angle, with enough space for large drivers and passengers too. For smaller folk, the standard seat can be brought 20 millimetres down to 825 millimetres. Under 1.70, however, we would recommend taking a look at the lowered accessory seat. Improvements are in the details, as the new, slightly narrower tank, which makes for a pleasant, intimate contact with the machine. Because the seat of the Ducati Multistrada 1200 S is fitted with softer padding, it rightly deserves being described as "really comfortable and fully suited for longer tours".
The engine changes are more radical. While the Ducati Multistrada still borrows the L-Twin from the 1198 Ducati, the DVT gives its character a touring edge. The result is a noticeably smoother running engine, and a throttle response that is felt several hundred turns earlier than before. Thus, the 2015 model cruises without grumbling in fourth gear through villages that previous models would have traversed in third. The hard Desmo blow of the old MTS is out, although some people fancied it in the past. The MTS wins hands down as a touring motorcycle.

 

An automatic switching unit would work well in the Ducati Multistrada

And then the valve tightens at the edge of town, without downshifting. Oops, shouldn’t we have more torque there? Admittedly, the Testastretta was never a star performer in the lower range, but the view of the performance chart is worth a look: Where the 2014 scored with uniform torque and power increase, the 2015 DVT Ducati Multistrada 1200 S shows a puzzling hole up to nearly 6,000 rpm. As promising as the principle of variable valve timing appears on paper, this increased refinement fails to deliver all its blessings in this case. In the age of ride-by-wire, we have seen buttery smooth throttle responses on large V-Twins, even without DVT system. Especially since the latter has not necessarily improved the link between the throttle and the rear wheel. In fact, the hydraulic camshaft adjustment puts an extra element between the driver’s intent and the propulsion unit. Nothing serious, but feels a bit artificial at times.
However, something that certainly isn’t artificial is the, pardon my French, bloody spectacular firework that explodes from the twin engine beyond the 6,000 rpm mark. This is when the machine flexes its powerful superbike muscles. One moment Bruce Banner, the next a roaring Hulk rushing angrily towards the ignition cut-off. Well, we would have preferred to find the higher maximum torque a little further down the range. On the other hand, only 150 HP (148 on the test station) as per registration document remain of the 158 HP announced on the brochure. In the upper range, however, the Ducati Multistrada 1200 S stills wheezes past anyone – heftily Turbo-boosted Diesel company cars included, loosing them instantly in the rearview mirror.
The transmission has been significantly improved. The wonderfully rich, direct Ducati detent mechanism remains, but the notchy shift feeling is gone. Now it’s a real pleasure to shift through the gears. The Ducati Multistrada could really benefit from an automatic switching unit, maybe even with a blipper.

 

Chassis from firm to soft and spongey

Let’s talk about the four available driving modes: Touring, Sport, Urban and Enduro. According to their intended use, these modes combine preload (rear only) and damping settings of the Skyhook suspension with each matching power (158 or 99 HP), responsiveness (gentle, medium, direct), ABS (four levels), as well as traction and wheelie control (eight levels) settings. Using the extensive menu, these presets can be freely adapted to the driver’s preferences, for instance, by choosing five different damping levels – whether harder or softer. The +400-page manual of the Ducati Multistrada 1200 S explains in excruciating detail the endless configuration possibilities.
To put it in a nutshell, the semiactive suspension of the 2015 model works exceedingly well. If the old Multistrada was accused of having an excessively harsh tuning for an all-round motorcycle, the new Ducati Multistrada 1200 S provides softer springs for a significantly more harmonious and touristy riding, while preserving its drivability. The Touring mode, which was deemed too uncomfortable before, allows a comparatively more relaxed gliding on rough roads with this base setup. Those choosing on such basis a softer setting, will enjoy an extremely comfortable ride. On the other hand, the Sport mode open an enormous drivability range – from crisp to hard. Still, it feels somewhat reluctant to deal with fast, s-shaped bends. Overall, this suspension covers now a much broader range in all situations. Therefore, the 2015 model is rightly entitled to the Multistrada denomination.

 

The Multistrada delivers a confident performance with 2 riders

Regardless of all setting options, the basic handling is also remarkable, even if the DVT and a few extras (main stand) make the new model somewhat heavier, i.e. 249 kilos or 15 kilos over the old machine. In short, it offers a pretty homogenous drive at the front wheel, underpinned by precise and handy steering. Due to its design, bumps will budge the steering head somewhat when cornering, but never at the expense of stability. The semiactive suspension also adjusts suspension settings automatically according to current road conditions and driving situation. For example, by providing more damping power on rough surfaces, or by locking slightly the compression level at the front when braking, to prevent excessive deflection on the Ducati Multistrada 1200 S. You can clearly feel how these anti-dive and anti-squat function engage. Our advice: Don’t give it too much thought and let the electronics do the work, because everything runs pretty smooth overall.
A considerable part of the rounder handling can be attributed to the originally equipped Pirelli Scorpion Trail II, which also offer decent mileage, good feedback, and outstanding grip. These are also a must for old Multistrada owners. After adjusting the current load setting with the press of a button, the Ducati Multistrada 1200 S rides with a passenger with mind-boggling aplomb. As a whole, we’ve seen a significant leap forward in the suspension department. Further sporty but much more comfortable and, consequently, more versatile overall.

 

A clear pressure point, precise dosing, considerable bite

In terms of electronic aids, one call tell how much the Panigale’s know-now has paid off for Ducati. We particularly liked the eight-stage traction control DTC of the Ducati Multistrada 1200 S, with its reliable, transparent control behaviour, and subtly, hardy noticeable corrections. A tad less refined but still reliable, the eight-stage wheelie control DWC also did a good job. The ABS admits four modes. Standard mode, with lift-off protection and brake force distribution between the front and rear; Sport mode, without any of the frills above; Enduro mode, which only supresses the blocking of the front wheel, and finally turned off completely. The braking performance of Brembo’s monoblock on the 330mm discs is just outstanding: clear pressure point, fine sensitivity, and powerful bite even under intensive use. The ABS engages late, and also features a curve function to allow a screeching halt inside the curve.
We’re blown away by the possibilities. And how about the basics, how good is it for classic, everyday use? Not a problem. The consumption test of the Ducati Multistrada 1200 S measured 4.9 litres, which is around half a litre below the 2014 model – largely attributable to the DVT. Its 20-litre fuel tank capacity provides an excellent range. The windshield offers a smart, single-hand adjustment solution while driving. Although it deflects the airstream quite effectively, it produces a mild turbulence around the helmet. Clutch and brake levers can be adjusted with ease; mirrors are large enough and placed conveniently. Moreover, hand guards will keep grips semi-dry even under the rain.
The workmanship of the new Ducati Multistrada 1200 S is good; special emphasis was placed during design on clean surfaces, free of visible screws and cable connections. Mission accomplished, although the plastic panels around the cockpit give a somewhat soggy impression.

LED and cornering lights, cruise control, Keyless-Go-System

The LED light in the Ducati Multistrada 1200 S is among the best we’ve seen in motorcycling. Brilliant light and ideal illumination. An extra cornering light switches on as you hit a seven-degree lean angle. Another practical feature is the keyless-go system, which activates the ignition as soon as the key is within two meters of the bike. We put down the fact that we run out of battery on our testing unit – after some 2000 kilometres – to its special use as a press vehicle. Regrettably, the practical small tray of the old Multistrada, a great fixture to keep keys or credit cards, did not make it to the new version.
Menu navigation operates via push buttons on the left handlebar, which is illuminated like the remaining control elements. The operation is effortless even when wearing gloves, and the menu is fairly intuitive. Cruise control is also placed on the left handlebar. The TFT display in the cockpit of the Ducati Multistrada 1200 S only presents reading issues under the strongest sunlight, but otherwise shines with clarity and offers a broad, freely configurable information selection. You can pair your smart phone or GPS with the Multistrada via Bluetooth, and control individual functions via the buttons. Well.
So what’s the bottom line? The new Ducati Multistrada 1200 S is a more pleasing, less demanding, and more accessible motorcycle, which has especially gained in long-distance and everyday skills. This, however, is not necessarily attributable to the DVT, which leaves something to be desired in its current form. On the other hand, the finely honed basic settings make the best out of the semi-active suspension. This makes the Multi a real all-rounder.

 

Variable valve timing DVT

Variable valve timing has been a common practice in the automotive industry for years, albeit largely a marginal phenomenon in the motorbiking world. Now Ducati gives DVT a try.
Valve overlap. That is the term at issue here. This term refers to the point in time when the intake and exhaust valves are simultaneously open in a four-stroke internal combustion engine. Simply put, valve overlap massively favours peak power because outflowing combustion gases combined with fresh air-fuel mixture are virtually sucked into the combustion chamber. And more mixture in the combustion chamber means extra power. Unfortunately, there’s a catch: frequent valve overlap reduces refinement and power at low engine speeds. The previous Testastretta of the Ducati Multistrada 1200 settled this issue in middle ground: Eleven degree overlap – which might seem nothing compared to +40 degrees in sport engines. As a way to try and provide everything, i.e. refinement, low-range push, and peak power, under one roof, engineers came up with a trick: Inlet and exhaust camshafts feature hydraulically operated actuators, which can adjust the camshaft rotation angle by over 20 degrees depending on speed and load condition. According to the profiles published by Ducati, the resulting valve overlap ranges between zero and almost 50 degrees.
The result: a noticeably smoother and more frugal engine – about half a litre. Regardless, the DVT engine still presents that torque and power hole around 5000 rpm, and the link between throttle and the rear wheel feels somewhat weaker.

Conclusion

The new Ducati Multistrada 1200 S represents a significant development step. Although it keeps much of its sporty character, now offers more touring abilities. Even if the DVT is not yet the big hit, the 1200 S has dramatically improved its versatility, especially thanks to a more harmonious basic setup and further chassis adjustment options. The hefty price tag is at par with the machine’s extraordinary and detailed development. The stakes are high – high time for the BMW S 1000 XR to hit the market.