Ducati Multistrada 1200 Enduro
Ducati Multistrada 1200 | |
Manufacturer | |
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Also called | Multistrada 1200 S Sport, Multistrada 1200 S Granturismo, Multistrada 1200 S Pikes Peak, Multistrada 1200 S Touring, Multistrada 1200 S D-Air, Multistrada 1200 Pikes Peak, Multistrada 1200 S D Air, Multistrada 1200 S, Multistrada 1200 Enduro Pro, Multistrada 1200 Enduro |
Production | 2016 |
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: Sachs 48 mm fully adjustable usd fork. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS) Rear: Fully adjustable Sachs monoshock unit. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS). 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 R19 |
Rear Tire | Pirelli Scorpion Trail II 170/60 R17 |
Wheelbase | 1594 mm / 62.8 in |
Seat Height | 870 mm / 34.3 in |
Weight | 225 kg / 496 lbs (dry), 254 kg / 560 lbs (wet) |
Fuel Capacity | 30 Liters / 7.9 US gal / 6.6 Imp gal |
Manuals | Service Manual |
Engine[edit | edit source]
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.
Drive[edit | edit source]
Power was moderated via the Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
Chassis[edit | edit source]
It came with a Pirelli Scopion Trail II 120/70 R19 front tire and a Pirelli Scorpion Trail II 170/60 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 Sachs 48 mm fully adjustable usd fork. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS) while the rear was equipped with a Fully adjustable Sachs monoshock unit. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS). Aluminum single-sided swingarm. The Multistrada 1200 Enduro was fitted with a 30 Liters / 7.9 US gal / 6.6 Imp gal fuel tank. The bike weighed just 225 kg / 496 lbs. The wheelbase was 1594 mm / 62.8 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Ducati Multistrada 1200 Enduro
Design The elegant and sporty design of the Multistrada has been given an all terrrain twist with the Enduro. The front is designed to integrate the new 30 litre tank. The front beak has been lengthened to better protect the rider from mud, in addition to the newly-designed front mudguard. The two side tank covers are created in anodised aluminum with visible screws. Looking at the bike in profile, you immediately note the upward curving line that starts from the swing-arm all the way to the front headlight, giving the impression that the Multistrada 1200 Enduro is an animal ready to pounce. The muscular but light shapes of the front marry with the lightweight rear end, designed to facilitate riding while standing. Optimised Riding Modes The Multistrada 1200 Enduro is equipped with the Sport, Touring, Urban and Enduro Ducati Riding Modes, adapting power, suspension, ABS and Traction Control to the selected riding style. For this bike, the Touring and Enduro Riding Modes have been optimized to better respond to off-road requirements.
Ducati electronics
The Multistrada 1200 Enduro is
equipped with all the Ducati technology you can imagine.
Cornering ABS controls braking, maximising safety even when
the bike is leaning; DucatiTraction Control regulates rear
wheel sliding. And thats not all: the Ride By Wire system,
Ducati Wheelie Control, semi-active Ducati Skyhook
Suspension (DSS) Evolution. Attention is also paid to
comfort: Cruise Control, Hands-Free ignition and back-lit
handlebar switches greatly enhance the riding experience.
Ducati Multimedia System
Thanks to Ducati Multimedia System
technology, you can connect your smartphone via Bluetooth to
your bike, and answer calls using the buttons on the
handlebar. You can also listen to music and receive
notification when an SMS arrives. And thats not all: with
the Multistrada Link App, you can record your performance
and trips, winning rewards and sharing everything with your
friends.Download the Multistrada Link App now and discover
just how much you can do!
Full LED lights
Ducati Cornering Lights (DCL) is a
system designed to ensure greater active safety during night
riding or when there is little light. On approaching a
corner, the dedicated LED light positioned inside the
headlights will light up in the direction of the road
according to a set lean angle, ensuring better lateral
visibility.
5 TFT display
The new Multistrada 1200 Enduro is equipped
with a 5" Full-TFT display. The configuration of the display
is variable and adapts automatically depending on changes in
light and the selected Riding Mode, showing, in each case,
the most useful data with which to manage the selected
riding style. In addition, the display can be set up by the
rider according to requirements.
Review The world is too big and beautiful a place to not continually be exploring, and with its Multistrada 1200 Enduro, Ducati suggests its built a better bike for doing exactly that. Who really wants to have to turn around the second a paved road turns to dirt anyways? If the steadily growing adventure-touring category has proven anything, its that the answer to that question is very few. Or at least that a large majority of todays riders want a bike that doesnt feel completely out of place the second the pavement ends. Now more than ever, people want to be able to rack up the miles on any kind of road, in comfort, and on a bike with no shortage of features. For years now, Ducatis Multistrada 1200 and Multistrada 1200 S have delivered on two of those points, but regardless of what their beaked front ends suggested, they were not go-anywhere, do-anything motorcycles. Consider them more like sportbikes with an adventure-bike façadebikes that were willing and able to go the distance, but on pavement and not much else. Ive personally gone against that point and taken two separate Multis off road. One came back with an error code for its Skyhook suspension, and the other with a few less warning lights flashing, but still a general sense of displeasure. Theyd gotten me as far as Id wanted to go into the unknown, just not with the same grin Id go on to get from the more adventurous bikes in the adventure touring category. Point taken. The new Multistrada 1200 Enduro is a different animal, with Ducati having used 266 new or updated parts to turn the bike into something thats more capable as an off-road machine. Ducati staff says that list doesnt include little things like bolts, washers, or nuts either, but rather 266 real, major components. That list starts with a larger, 19-inch spoked front wheel and 17-inch spoked rear wheel, plus updated suspension with an additional 30mm of travel front and rear. The bike has a claimed 205mm of ground clearance (35mm more than the Multistrada 1200) and while the Ducati Skyhook Suspension systems hardware is identical to that on the Multi, it has been re-calibrated to better handle the abuse this bike will be subjected to in the dirt. Can you say, jumps? The Enduros geometry has been updated as well, Ducati having recognized that a bike making 160 horsepower and being ridden off road needs to be more stable. Point in mind, Ducati has offset the front axle by an additional 16mm (to 37mm), increased trail by 4mm (to 110mm), and increased rake angle by 1 degree (to 25 degrees). For like benefits, a dual-sided swingarm has been made longer, stronger, and stiffer, in the end growing total wheelbase by 65mm (to 1594mm, or 62.8 inches, total). Ducati recognizes that another key to going anywhere and everywhere is comfort, and so its updated the Multistrada Enduros riding position to better suit both on- and off-road riding styles. Biggest changes here are a new seat and handlebar, which has an updated bend and sits 50mm higher than the one on the Multistrada 1200, so that you can stand up and not be reaching down for the bar. Because in this riding stance you run the risk of hitting your forearms on the mirrors, Ducati has also updated the mirror stem design. The non-adjustable seat is now 34.25 inches tall (versus 32.5 33.3 inches on the Multistrada 1200), and that very well could be the only detriment to the Enduros more off-road focused design. In other ways, Ducati has done everything it could to make the Multi a more worthwhile competitor for bikes like the BMW R1200GS Adventure, KTM 1190 Adventure R, Triumph Tiger Explorer XC, and Yamaha Super Ténéré ES. Its raised the exhaust silencer exit for example, increased the wading depth by 77mm (3 inches), extended and reinforced the skid plate, outfitted the bike with sturdier steel levers (brake pedal is height adjustable), and even grown the fuel tank by 2.6 gallons, to 7.9 gallons. New, aluminum side panels are intended to keep that precious, mile-eating fuel load safe, too. The Multi Enduros 1198.4cc Testastretta DVT engine is essentially the same as it is in the standard Multistrada, hold for updated EFI mapping and an updated transmission, which uses a shorter first gear ratio for easier riding in slow, more technical off-road sections. The changes, combined with a shorter final gear ratio (43/15 sprocket setup versus 40/15), should allow the Enduro to grunt off corners and up hills with a little more ease. Electronics are intended to help you along the way, with the Enduro featuring everything from traction control and ABS (Level One allowing the rear wheel to lock up in the dirt) to wheelie control and Vehicle Hold Control, Ducatis version of a hill-hold control, a system that gradually releases brake pressure so that you can start easier on a slope. As with other Ducatis, the 1200 Enduro also features four individual riding modes (Touring, Enduro, Sport, and Urban) that can be customized in terms of power output or electronic rider aid settings.
All of the changes that
Ducati has made create an entirely different riding experience,
and it didnt take more than a few miles in the Enduros
reshaped saddle to realize how far Ducati had gone toward making
a better bike for off-road riding situations. To start, the
suspension action feels softer overall, with new dual-rate
springs in the fork enabling the bike to dive through the first
part of the travel easier before stiffening up at the bottom
(Multistrada springs are flat rate). Increase the damping
settings through the five-inch TFT display (still not entirely
easy to see with the sun against your back) and you can limit
the movement, but even with the front and rear damping set at
Hardest (Harder, Default, Softer, and Softest are the other
options) and preload maxed out, the bike still feels relatively
soft. On a paved, winding road, this means you need to be quite
a bit gentler with your inputs at both corner entry and corner
exit. Fortunately, once on its side, the bike is very stable, a
likely result of the new geometry.
Ducatis
ultra-impressive Testastretta DVT engine with variable valve
timing has noticeable benefits on-road and off, but feels most
advantageous as youre running through town or even down a
winding road, as it enables the engine to pull from as low as
2000 rpm without any hesitation or chugging. This means you can
leave the bike in a single gear (3rd gear, as it was on our
ride) and not be continually shifting in a mad attempt to keep
the bike in an rpm range that allows it to pull smoothly.
Throttle response is silver-tongued and power feels good as the
revs climb, with the bike pulling noticeably harder at around
the 6000-rpm markthe second benefit of that variable valve
timing. Theres so much power on tap in fact, that in the dirt I
opted to customize the rider mode I was using with the power
level set to Low, which limits power output to just 100 hp.
Quite honestly, I think thats all any sane person would need in
the dirt anyways.
With the power level set
at Low, I was able to turn the Enduros traction-control system
(and thus wheelie-control system) off and not worry as much
about being spit off into the trees lining the dirt road our
group was thrashing on during the second half of our ride.
Earlier, on the street, those systems went pretty much unnoticed
when set to a lower settings (less intervention), but in the
dirt they made themselves more known. And while I appreciated
the helping hand, I did feel like the traction-control system
wasnt entirely consistent. In some corners it would enable me
to slide the rear around nicely and finish the turn, yet in
others it would cut power dramatically and have me fighting to
just move forward. If Ducati could work on more predictable
performance, the system could be even more advantageous for
off-road riding, but right now you almost dont know exactly how
the system will react from one corner to the next.
Meanwhile, I always ran with ABS set to level
one, which allowed you to slide the rear into a corner and
square a turn up, but prevented the front wheel from locking up,
something I definitely didnt want to do on a bike with claimed
560 pound curb weight (versus 518 for the Multistrada S).
Speaking
of weight, Ducatis curb weight numbers generally dont
account for a full tank of fuel, and with your 7.9 gallon
tank topped off, the 1200 Enduro will likely weigh even more
than that. It carries its weight well, mostly, but in small
acts like lifting it up off the kickstand, you will
certainly feel that added heft. Im not looking forward to
the day I drop one in the dirt and have to pick it up,
either. But yes, me saying that means I didnt drop it in
this first ride. Go, me.
There were a couple close calls, sure, but for
the most part the Enduro was tractable and easy to ride, with
good front-end feel and traction (when equipped with the
optional Pirelli Scorpion Rally tires that are only available as
part of an optional Touring pack and on the Phantom Grey Multi
Enduro, oddly enough). The bike is stable at speed, and never
felt like it wanted to chase rocks, divots, or any other
irregularities in the road, its suspension going on to absorb
most everything and only bottoming out in instances where I hit
bigger rocks or rollers (with rear preload reduced to 14). At
6-foot-3-inches tall, I felt in control at almost all times,
with the only exception being a few slower corners with loose
dirt where I wanted to sit down and dab my foot for better feel
and control. With the taller seat height and added weight, this
is easier said than done, and in instances like this youll
really be reminded of the fact that this is no small dirtbike.
Of course, the Enduro
isnt a dirtbike. It may a better off road than any
Ducati thats come before it (barring, ugh, maybe the 450 R/T),
but its more a globetrotter bike than anything, Ducati
suggests. One thats willing and able to go wherever you please,
but also in comfort. And on this end the Enduro delivers, the
larger tank improving range, the easily adjustable screen
providing good wind protection, and the handlebars still being
positioned so that youre arms are comfortable while seated and
running down the highway, which after all, could still very well
be a place this bike spends most of its time. Credit to the
Enduros mirrors in these situations too, which remain perfectly
clear regardless of engine rpm and are incredibly easy to see
out of.
Updates to the suspension (front spring rate and Skyhook software) make the Multistrada Enduro feel softer overall and allow it to move around more than a standard Multistrada would, regardless of how stiff the suspension settings you opt for. For spirited riding, the standard Multistrada will still offer a more planted, sporty feel. Regardless of what you plan to do with the Enduro, Ducati has an optional pack for you. These include a Touring Pack, Enduro Pack, Sport Pack, and Urban Pack. The two more popular ones will likely be the Touring Pack (aluminum panniers, handlebar bag, and heated grips) and Enduro Pack (crashbars, oil and water radiator covers, fog lights, lower chain guide, and rear disc brake protector), and with either youll probably be even more prepared for your next adventure. How would that adventure compare if you were on one of the Multi Enduros competitors? We cant wait to find out. Rest assured though, this is a far more adventurous bike than the Multistradas that have come before it, and albeit tailored more toward dirt riding than street, a worthwhile option if you plan on exploring this big, beautiful place we call home.
Source
Make Model | Ducati Multistrada 1200S DVT Enduro |
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Year | 2016 |
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 |
Start5ing | 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 | Sachs 48 mm fully adjustable usd fork. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS) |
Front Wheel Travel | 200 mm / 7.9 in |
Rear Suspension | Fully adjustable Sachs monoshock unit. Electronic compression and rebound damping adjustment with Ducati Skyhook suspension Evo (DSS). Aluminum single-sided swingarm |
Rear Wheel Travel | 200 mm / 7.9 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 | Tubless spoked wheel in light alloy, 3.0 x 19" |
Rear Wheel | Tubeless spoked wheel in light alloy, 4.50 x 17" |
Front Tire | Pirelli Scopion Trail II 120/70 R19 |
Rear Tire | Pirelli Scorpion Trail II 170/60 R17 |
Rake | 25° |
Trail | 110 mm / 4.33 in |
Wheelbase | 1594 mm / 62.8 in |
Ground Clearance | 205 mm / 8.1 in |
Seat Height | 870 mm / 34.3 in |
Dry Weight | 225 kg / 496 lbs |
Wet Weight | 254 kg / 560 lbs |
Fuel Capacity | 30 Liters / 7.9 US gal / 6.6 Imp gal |