First ride: Ducati Multistrada DVT 1200

Ducati's Testastretta-engined Multistrada has not really had any direct competitors since it was first released in 2010, as manufacturers like KTM and BMW have been concentrating on the more off-road range of motorcycles. But the success Ducati has experienced has not gone unnoticed and this year BMW released the S 1000 XR — a direct attack across the bow of the Multistrada.

Ducati is ready though, as the updated 2015 Multistrada range is a complete overhaul over its predecessor couldn’t have come at a better time.

From afar it does look very similar to its predecessor, admittedly slightly different in the styling department, but don’t let that fool you. At a quick glance the new Multistrada features a revamped engine with variable valve timing, more rider aids, redesigned frame, cruise control and new instrumentation clusters—just to name a few.
There are two models to choose from: the base 1200 and an up-spec 1200S, with Bikesales testing the former. The ‘S’ makes use of Sachs electronic suspension instead of the traditional mechanical spring units fitted to the base model, and other S add-ons include upgraded Brembo brakes, light-weight wheels, cornering headlights, full colour dash and a Ducati multimedia system.

Instead of marketing a number of models, which was the case with the previous Multistrada, the 1200 and 1200s can be fitted with unique personalisation packs, of which there are four:

Without doubt the biggest talking point with the 2015 Multistrada is the adoption of variable valve timing. The previous Multistrada engine loved to be revved and over 5000rpm power was vigorous and smooth, but below 5000rpm it was somewhat rough and angry. And on a touring motorcycle a lot of time is spent at the lower engine speeds.

One of the main culprits for this is intake and exhaust valve overlap. It is usually expressed in degrees and occurs when both valves remain open simultaneously. The lower the number the more linear the power will be — especially down low. The higher the number the more power you will make in the higher rev range. Ducati tried to smooth out the delivery of the previous Multistrada engine by reducing the overlap from 41 degrees (which can be found in the Ducati superbike engines) to just 11 degrees — hence the Testastretta 11° moniker.

Historically this figure is a fixed parameter, but not on the new Multistrada. Thanks to the introduction of a valve timing adjuster fitted to the end of each of the two camshafts the overlap angles can now change. The camshaft can now rotate independently to vary timing by up to 90 degrees from minus 37 degrees to a whopping 53 degrees.

This new system has totally transformed the engine into quite possibly the best one that Ducati has ever produced. Gone is the low down shudder of the predecessor, replaced by clean and smooth power from as low as 3000rpm. You can now labour the Multistrada out of corners in a higher gear without that annoying roughness. Twist the throttle and power builds into a meaty mid-range before surging into a high-end acceleration rush.

Other by-products of this new technology are a boost in power by 10hp to a claimed 160hp, coupled with an eight percent saving in fuel. On the dyno the Multistrada put down a peak power output of 137hp at 9800rpm and 113Nm at 7950rpm, but impressively makes almost 100Nm from 4000rpm. It pulls harder and importantly smoother everywhere in the rev-range than the previous model.

There are four riding modes that can be changed on the fly through the new look left-hand switch block. Finally gone is that very annoying combined blinker/engine mode button.

‘Sport’ mode is the full berries with a low amount of rider-aid intervention and the most direct throttle response; ‘Touring’ sees the throttle response dulled slightly, while traction control, anti-lock braking and wheelie control are all enhanced. ‘Urban’ mode cuts power to 100hp and again increases intervention, while ‘Enduro’ mode employs the 100hp engine map, but deactivates anti-lock braking on the rear wheel.

Sports throttle response is very direct, but not overly aggressive like on some other Ducati models — obviously aided by the variable valve timing. However, for all riding other than very spirited riding the ‘Touring’ mode is the pick. Initial throttle opening is just that little bit smoother and, as you can see on the attached dyno graph, torque comes on marginally softer. Urban throttle response is a little doughy for me; the lower power also makes dicing in and out of traffic a little more difficult.

All of the rider aids are now controlled by an inertial measurement unit (IMU), which measures roll, yaw and pitch — basically what the new Yamaha YZF-R1 has. The IMU allows the anti-lock braking to control lock-ups while leaned over in a corner, while it also controls the dynamic cornering lights on the ‘S’ model. It has also allowed the fitment of wheelie control.

The six-speed box is notch-free and the slipper clutch keeps the rear wheel stable in fast downchanges. Ducati is not new to quickshifters and, considering the S 1000X R has one, it would be a welcomed addition. This could possibly be the only oversight of the whole motorcycle. The hydraulic clutch is light, while offering good feel. Neutral is also easy to find.

The new trellis frame has been stiffened and employs a 48mm fully adjustable upside-down fork, while the rear makes use of a fully adjustable Sachs monoshock that features an easy to reach remote preload adjuster. The ‘S’ model uses electronic units that adjust accordingly with the riding mode chosen. Ground clearance has also been raised by 20mm to 180mm.

The Multistrada’s handling is sublime; tip-in is accurate and front-end feel is exceptional. Coupled with the wide handlebar for leverage and longer travel suspension to soak up any inconsistencies, there wouldn’t be many bikes you could punt along as fast as this on an average Australian road.

The Multistrada makes long days in the saddle enjoyable instead of a chore. The seat height is now adjustable to help with shorter riders, while the electronic cruise control allows your right hand to have a rest. The adjustable windscreen offers adequate weather protection and can easily be adjusted by one hand. The hands-free ignition enables the key to remain in your pocket, but unlike the BMW’s system the key is required to open the fuel tank. The test bike recorded an average of 6lt/100km, making 300km-plus jaunts possible.

The 1200 comes in at $23,990 plus on-roads, while the ‘S’ is $3000 more in red and $3500 in white. This is basically line ball with the S 1000 XR, which will start from $22,190 before options are added.

Ducati has pushed the envelope with its new variable valve timing engine, and combining that with comfortable ergonomics, advanced rider aids, touring capabilities and sportsbike potential it is my new favourite Ducati — in fact it could be my new favourite motorcycle.

MULTISTRADA DVT 1200 RANGE IN BIKE SHOWROOM

SPECS: DUCATI MULTISTRADA DVT 1200 (S IN BRACKETS)
Type: Liquid-cooled, variable-valve, Desmodromic L-twin
Capacity: 1198.4cc
Bore x stroke: 106mm x 67.9mm
Compression ratio: 12.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 160hp (117.7kW) at 9500rpm
Measured maximum power: 137hp (102kW) at 9800rpm
Claimed maximum torque: 136Nm at 7500rpm
Measured maximum torque: 113Nm at 7950rpm
Economy: 6lt/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet slipper

CHASSIS AND RUNNING GEAR
Frame: Trellis, tubular steel
Front suspension: Sachs upside-down 48mm fork, fully adjustable (Sachs electronic), 170mm travel
Rear suspension: Sachs monoshock, fully adjustable, (Sachs electronic), 170mm travel
Front brakes: 320mm (330mm) discs with four-piston radially-mounted Brembo calipers
Rear brake: 265mm disc with twin-piston Brembo caliper
Tyres: Pirelli Scorpion Trail II -- 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 232kg (235kg)
Rake: 24 degrees
Trail: 109mm
Seat height: 825-845mm
Wheelbase: 1529mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $23,990 ($27,990)
Colours: Red and White
Bike supplied by: Ducati Australia & New Zealand, ducati.com.au
Warranty: 24 months, unlimited kilometres