Ducati Multistrada 1200 DVT
Ducati Multistrada 1200 DVT | |
Manufacturer | |
---|---|
Production | 2015 |
Engine | Four stroke, 90° L twin cylinders,Testastretta DVT with Desmodromic Variable Timing, DOHC, 4 valves per cylinder |
Compression ratio | 11.5:1 |
Ignition | Marelli electronic |
Transmission | 6 Speed |
Frame | Tubular steel Trellis frame |
Suspension | Front: 48 mm fully adjustable Upside down forks Rear: Fully adjustable Sachs monoshock unit. Remote spring preload adjustment. Aluminum single-sided swingarm |
Brakes | Front: 2 x 330 mm Semi-floating discs, radially mounted Brembo monobloc Evo M50 4-piston callipers, 2-pad, radial pump with cornering ABS as standard equipment Rear: Single 265 mm disc, 2-piston floating caliper, with cornering ABS as standard equipment |
Front Tire | Pirelli Scopion Trail II 120/70 R17 |
Rear Tire | Pirelli Scorpion Trail II 190/55 R17 |
Wheelbase | 1535 mm / 60.2 in |
Seat Height | 825 mm / 32.5 in - 845 mm / 33.3 in adjustable |
Weight | 212 kg / 467 lbs (dry), 235 kg / 518 lbs (wet) |
Fuel Capacity | 20 Liters / 5.3 US gal / 4.4 Imp gal |
Manuals | Service Manual |
EngineEdit
The engine was a Liquid cooled cooled Four stroke, 90° L twin cylinders,Testastretta DVT with Desmodromic Variable Timing, DOHC, 4 valves per cylinder. The engine featured a 11.5:1 compression ratio.
DriveEdit
Power was moderated via the Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
ChassisEdit
It came with a Pirelli Scopion Trail II 120/70 R17 front tire and a Pirelli Scorpion Trail II 190/55 R17 rear tire. Stopping was achieved via 2 x 330 mm Semi-floating discs, radially mounted Brembo monobloc Evo M50 4-piston callipers, 2-pad, radial pump with cornering ABS as standard equipment in the front and a Single 265 mm disc, 2-piston floating caliper, with cornering ABS as standard equipment in the rear. The front suspension was a 48 mm fully adjustable Upside down forks while the rear was equipped with a Fully adjustable Sachs monoshock unit. Remote spring preload adjustment. Aluminum single-sided swingarm. The Multistrada 1200 DVT was fitted with a 20 Liters / 5.3 US gal / 4.4 Imp gal fuel tank. The bike weighed just 212 kg / 467 lbs. The wheelbase was 1535 mm / 60.2 in long.
PhotosEdit
OverviewEdit
Ducati Multistrada 1200 DVT
DUCATI MULTISTRADA 1200: SETTING A NEW STANDARD As soon as it was launched back in 2010, the Multistrada 1200 revolutionised the motorcycling world by offering, for the very first time, nothing less than four bikes in one: from super sport to long-distance tourer, from everyday runabout to enduro. Now, Ducatis technological expertise has produced a new generation of Multistradas, bikes featuring the latest Ducati Testastretta DVT (Desmodromic Variable Timing) engine and a state-of-the-art technological package that sets a whole new standard in its product segment. The new Multistrada 1200 is the multibike par excellence, with cutting-edge technology making it far more than just the 4-bikes-in-1 offered by its Riding Modes.
In what is a first for the motorcycle industry, the DVT engine features a variable valve timing system with independent control of both the intake and exhaust camshafts. This optimises engine performance throughout the power range in all riding conditions, thus ensuring maximum power at high rpm, fluid delivery, punchy low-rpm torque and low fuel consumption in full compliance with the latest Euro 4 regulations.
The new Multistrada 1200 also sets a new electronics benchmark thanks to the Inertial Measurement Unit (IMU) which dynamically measures roll, yaw and pitch angles as well as the rate of their change; with this information, the IMU enhances both performance and safety. For example, the presence of the IMU enables the ABS to include a Cornering system capable of controlling braking even on bends where wheel lock could otherwise cause skidding. On the Multistrada 1200 S it also enables control the Ducati Cornering Lights (DCL) in its full LED headlamp. Moreover, the IMU has allowed the introduction of Ducati Wheelie Control (DWC): this detects and corrects any front wheel lift to ensure maximum acceleration in complete safety. Like Ducati Traction Control (DTC), DWC features rider-settable 8-level sensitivity. Lastly, the IMU inertial platform also interacts with the semi-active Ducati Skyhook Suspension (DSS) Evolution (DSS) control system featured on the Multistrada 1200 S
All models now feature Electronic Cruise Control, which the rider can set as desired using controls incorporated in the switchgear on the left handlebar. On the S version a Bluetooth module is included as standard: this activates the Ducati Multimedia System and can connect the bike to a smartphone for user- friendly control of basic functions such as receiving incoming calls, notification of text messages, or playing music via the handlebar controls and on-dash info. Thanks to an iOS/Android app, the Bluetooth connection lets riders use bike data to activate other functions which enhance, extend or let them share their everyday riding or touring experiences; the app even allows interaction with the ducati.com website and social networks.
Main standard features on the Multistrada family Multistrada 1200 Colour: Ducati Red with black wheels rims
Features New Ducati Testastretta DVT engine IMU: Inertial Measurement Unit Bosch-Brembo ABS 9.1ME Cornering braking system o Electronic cruise control Riding Modes Ride-by-Wire Power Modes (PM) Ducati Wheelie Control (DWC) Ducati Traction Control (DTC) Height-adjustable seat LCD instrument panel
Multistrada 1200 S (and Multistrada 1200 S D air®) Colours: Ducati Red with black wheels rims (1200 S and 1200 S D air®) Iceberg White with black wheels rims (1200 S only)
Features
New Ducati Testastretta DVT engine
IMU: Inertial Measurement Unit
Bosch-Brembo ABS 9.1ME Cornering braking system
Front brake discs with diameter of 330 mm, Brembo M504 4-piston radial calipers
o Electronic cruise control
Ducati Multimedia System (DMS)
Lightweight machine-finished forged wheels
Riding Modes
Ride-by-Wire Power Modes (PM)
Ducati Wheelie Control (DWC)
Ducati Traction Control (DTC)
Height-adjustable seat
Electronic Sachs suspension (front and back) with the semi-active Ducati Skyhook
Personalisation Packs
Touring Pack: heated grips, panniers and center stand
Sport Pack: road-legal exhaust (homologated only for EU) Ducati Performance by
Termignoni and carbon fibre front mudguard, machined-from-billet aluminum brake
and clutch reservoir caps
Urban Pack: top case, tank bag with lock and USB hub
Enduro Pack: supplementary lights and Ducati Performance components by
Touratech: engineprotection bars, radiator guard, oil sump guard, bigger
kickstand base and off-road footpegs
The launch of the new Multistrada is enriched also by the Multistrada Link App: a smartphone app, available for iOS and Android, that further explains all content and new features of the bike. Through the app its possible to rate individual aspects of the bike, and submit ideas and comments directly to Ducati. Further, it will deliver easily accessible weekly updates of a variety of content.
Review
Seems like only yesterday Ducati summoned us to Spain to ride its new 2013 Multistrada 1200 with 11-degree Testastretta engine and Skyhook active suspension. So advanced. A scant two years later, that bike is so two years ago. The new Multistrada is completely overhauled, with nary a part carried over from the old one save the four sparkplugs. Lanzarote is an island 37 by 16 miles off the coast of Morocco in the Atlantic. Its too small to really need cruise control, but its a huge step forward that the new bike has it, in my book at least, when it comes to making the Multi a real cross-country travelling machine, which is one of the several things Ducati wants it to be. And the thing that makes the cruise control work so smoothly across the bikes widened powerband is another piece of new tech for Ducati DVT, Desmodromic Variable Timing. One valve per camshaft lets cam timing be advanced or retarded enough that valve overlap can be adjusted from a negative 37 degrees at low revs, all the way to 53 degrees up around redline. Among other things, that makes the big Twin way less rambunctious at low rpm: Ducati says DVT reduces surging by 78%, increases power by 7% and torque by 9% and the final benefit is supposed to be 8% better fuel economy. On top of that, valve-interval checks are up to 18,000 miles, and routine maintenance is down to 9000 miles, or 12 months. The claim is 160 horsepower at 9500 rpm in Sport and Touring modes, 100 in Enduro and Urban, and a maximum 100.3 pound-feet of torque at 7500 rpm. The only downside is that the engine gained 5 kilos (11 pounds), which is why the engine guy, Marco Sairu, says DVT will not happen on the Panigale. Adding weight at Ducati is normally a big no-no, but in the case of DVT on the Multi, they decided the trade-off was worth it. Claimed weight is 511 pounds with a 90% fuel load; the tank is supposed to hold 5.3 gallons. Ducati didnt invent this technology; its been around on automobiles for some time, but adapting it to the Ducati Twin is still a minor engineering marvel in its own right, and the video that shows how it works is a lot of fun too. In practice, you still need about 2500 rpm on the tach for the Twin to really run snatch-free, and after that its all thick gravy. The DVT engines character feels more like a torquey old 851, back before things became so oversquare, but an 851 with a supercharger bolted to it. Lanzarote in March is packed with German and British tourists on bicycles turning from white to pink before your very eyes and really too small to air the DVT out all that much, but there were a couple of deserted straights where we got a chance to bang the engine into its 10,500-rpm redline. Theres plenty of power up there, but the chunky midrange is what the DVT is all about: In Sport mode particularly, theres a delicious and audible surge at around 6000 rpm thatll get the yellow DWC (Ducati Wheelie Control) lights flashing if you happen to be coming over a rise. The six-speed gearbox is so fluid, up and down, you wonder why youd need a quickshifter. Once rolling above third, you really dont need the clutch, which uses Ducatis self-servo mechanism to keep lever effort light and acts as a semi-slipper. There were a few complaints heard about strange fuelling behavior (on one particular bike) and engine vibration felt through seat and grips, but the only one I noticed at all was a little more V-Twin vibe through the rubber-mounted handlebar than I remembered now and then at certain rpm not enough to bother me personally. But you know how some of you are with vibration. I was able to get feet balls on pavement with my 30-inch legs with the seat in its higher, 33.3-inch position, and removing the seats 0.8-inch base lets it be lowered to 32.5 inches. Theres also a thinner-padded optional seat that takes it all the way down to 31.5 inches.)
While they were keeping the seat low and
the fuel tank the same size, 5.3 gallons, Ducati also raised the
engine 20mm to 7.1 inches, supposedly for better off-road
ability. Gianfelice Marasco, Senior Designer of the Multistrada
project, says those conflicting goals made designing the waist
of the bike the area below the riders part of the seat the
hardest part.
Marasco worked at Honda Europe before
coming to Ducati in 2012, and the new Multi is his first Ducati.
Less bureaucracy and a smaller crew, he says, results in much
more responsibility but more satisfaction, too. He had a hand in
every part of the new bike, from handlebar switches to new
trellis frame to remote key, from initial drawing to final
production. The switches really are nice and easy to use,
especially the cruise control one, right next to your left
thumb. Theyre also backlit, which is smart, like the Mac
Powerbook Im typing this on in a dark airplane when I should be
drinking.
For 58 me, the ergos are really good. To
look at it, you might think taller riders would feel a bit
dished in, but I didnt hear any complaints. Ducati says it
spent lots of time working on the ergonomic triangle for both
rider and passenger and providing more fore and aft room for
both.
The widest part of the gas tank/fairing is
also 40mm wider than before and, together with the
height-adjustable windscreen, feels like it wouldnt be a bad
place at all to spend all day or a few days in a row. Not that
the old Multi was bad. Speaking of the windscreen, its the best
adventure bike one Ive sat behind in terms of smooth, quiet
airflow, and its easy to move up and down on the fly with one
hand.
The whole bike, in fact, is a smooth,
quiet ride, as well, whether you plump for the S version and its
new DSS EVO electronic suspension or the cut-rate regular bike.
Your Ducati Skyhook Suspension is pretty
dang convenient. Picking out Touring, Sport, Urban or Enduro
mode from the dashboard adjusts suspension preload and damping,
in addition to power delivery and ABS settings and wheelie
control, and it will probably defibrillate you if it senses you
need it. On the non-S base model, the computer adjusts all those
things except your suspension, which youll have to do with the
remote preload knob out back and the tools in the kit. Not that
hard really and both ends of the base model are fully
adjustable.
There are 6.7 inches of wheel travel at
either end, and the electronic Skyhook calibration has been
changed a bit with the addition of the IMU. In Touring and Sport
modes, the needle-and-seat valves that control the oil flow
dont move so much, but over bumpy pavement and when leaned
over, the electronics are more active than before. From the
saddle this translates to a semi-floaty riding-on-air feeling
much of the time, which firms up as soon as the road throws you
a bumpy curve.
For 160-pound me, the non-electronic S
version also served up a firm, beautifully well-damped ride that
just feels more analog than digital, not a bad thing in my book.
Sometimes, the S felt a bit too soft in Touring, but curing that
is probably a matter of pushing a few buttons to firm up the
damping, a thing I didnt have time to do in the heat of press
ride.
Both versions of the bike also get new
Bosch 9.1ME Cornering ABS, thanks to the new IMU, which should
make it even harder to lowside yourself. A combined braking
system, as on the last Multi, uses four pressure detectors to
allocate braking power between front and rear, with the amount
of bias dependent on which riding mode youre in. I didnt find
it intrusive, but I never got a chance to work the brakes hard.
Ducati expects its new Scrambler will be
its biggest seller going forward thanks to economic reality, and
the Panigale may be the flagship. But the Multi has been its
biggest seller since taking over from the Monster a few years
ago, and for serious motorcyclists whove been around the block
a time or two, its the Ducati that makes the most sense. So
this new one has to be right. Im thinking it is; the newfound
low-rev and midrange performance are a giant step forward, and
dont get me started again about cruise control. But we wont
know for certain if its enough to catapult the Multi to the
head of the pack. Lanzarote is a nice enough place but not much
like Texas or Montana. Well be forced to ride them all together
to declare a winner later in the spring.
Source
Make Model | Ducati Multistrada 1200 DVT |
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Year | 2015 |
Engine Type | Four stroke, 90° L twin cylinders,Testastretta DVT with Desmodromic Variable Timing, DOHC, 4 valves per cylinder |
Displacement | 1198.4 cc / 73.1 cu-in |
Bore X Stroke | 106 x 67.9 mm |
Cooling System | Liquid cooled |
Compression | 11.5:1 |
Lubrication | Wet sump |
Exhaust | Stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes |
Induction | Bosch electronic fuel injection system, elliptical throttle bodies with Ride-by-Wire, equivalent diameter 56 mm |
Ignition | Marelli electronic |
Starting | Electric |
Max Power | 117.7 kW / 160 hp @ 9500 rpm |
Max Torque | 136 Nm / 13.9 kgf-m / 100.3 lb-ft @ 7500 rpm |
Clutch | Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run |
Transmission | 6 Speed |
Final Drive | Chain; front sprocket 15; rear sprocket 40 |
Straight Cut Gear Ratio | 1.84:1 |
Gear Ratio | 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 22/25 |
Frame | Tubular steel Trellis frame |
Front Suspension | 48 mm fully adjustable Upside down forks |
Front Wheel Travel | 170 mm / 6.7 in |
Rear Suspension | Fully adjustable Sachs monoshock unit. Remote spring preload adjustment. Aluminum single-sided swingarm |
Rear Wheel Travel | 170 mm / 6.7 in |
Front Brakes | 2 x 330 mm Semi-floating discs, radially mounted Brembo monobloc Evo M50 4-piston callipers, 2-pad, radial pump with cornering ABS as standard equipment |
Rear Brakes | Single 265 mm disc, 2-piston floating caliper, with cornering ABS as standard equipment |
Front Wheel | Y-shaped 3-spoke in light alloy 3.50" x 17" |
Rear Wheel | Y-shaped 3-spoke in light alloy 6.00" x 17" |
Front Tire | Pirelli Scopion Trail II 120/70 R17 |
Rear Tire | Pirelli Scorpion Trail II 190/55 R17 |
Rake | 24° |
Trail | 110 mm / 4.33 in |
Dimensions | Length 2190 mm / 86.2 in Width 1000 mm / 39.8 in Height 1480 mm / 55.5 in |
Wheelbase | 1535 mm / 60.2 in |
Seat Height | 825 mm / 32.5 in - 845 mm / 33.3 in adjustable |
Dry Weight | 212 kg / 467 lbs |
Wet Weight | 235 kg / 518 lbs |
Fuel Capacity | 20 Liters / 5.3 US gal / 4.4 Imp gal |