Riders looking for a heavy, all-round touring motorcycle should consider the Ducati Multistrada 1200.
Already one of the most powerful motorcycles in the Italian company's line-up, the updated Multistrada is an improved version of the Superbike, equipped with a 1198 cc twin-cylinder engine and various electronic solutions that provide a first-class riding experience.
Ride the Ducati Multistrada 1200 S
The 2015 Ducati Multistrada 1200 S shares less of the Ducati Red body style, with most of the components being completely new designs (with the exception of the keyless ignition system). Ducati continues to develop the dynamic performance of its proven 1098/1198 cc twin-cylinder engine by equipping it with the DVT system, which consists of a variable valve timing mechanism installed in each cylinder head. This system allows engineers to fine-tune the engine by adjusting the camshaft position in real time based on load and rpm. Such a device perfectly complements the existing engine displacement to vary fuel injection and ignition timing, resulting in improved performance, driving characteristics and fuel combustion.
The use of DVT has become a sensation. The system builds on the previous Testatretta design with 11-stage valve overlap, but promotes better overlap, thereby improving engine smoothness at any speed. Where the previous generation of air-cooled Multi engine sputtered and suffered from incredibly poor fuel consumption (especially in the low rev range), the new engine performs smoothly. It revs from 2,000rpm to a top 10,200rpm with ease. It's easily the smoothest-running Ducati we've ever ridden. Another plus of the Ducati Multistrada 1200 S is the improved six-speed transmission. Each gear engages faster, thanks to improvements from the Ducati development team. In addition to the new valve drive technology, valve clearance adjustment intervals have been increased by 5,600 km to 28,800 km.
Despite the milder nature, the engine has not lost its sporting essence. Twist the throttle and the revs pick up so quickly you'll think there's a Panigale underneath you. The performance of the two-cylinder engine is particularly good in the mid-range, with torque maintained at a high level right up to the maximum rev range. The rapid beats of the motorcycle's heart, escaping from the exhaust pipe, echo and awaken the joyful feeling of the thrill of speed.
Engine power and throttle response are adjusted by selecting one of four modes.
Sport and Touring modes offer maximum performance , Sport modes are more aggressive, and Touring modes provide smoother throttle response.
City and Enduro modes are ideal for riding on wet and slippery surfaces , or when a more relaxed ride is required. Each mode has corresponding settings for clutch, front wheel lift, ABS, and on the S model there are also different suspension settings.
Ducati Multistrada V2 2022
Another Multistrada that deserves no less attention is the thoughtful and rethought V2 S. This model was created not to conquer the podium, but to load it with luggage, jump into the saddle and go on vacation somewhere good to recharge with positivity.
For 2022, Ducati has introduced the Multistrada 950 as an “entry-level” model – the entry-level entry into the Multistrada family, of course. Its versatility, low price compared to others and adequate performance have become a hit among those who do not believe that more is better. While the 950 Multi may have been overshadowed by its V4 big brothers, especially the best-selling V4 S, for 2022 Ducati has highlighted its strengths by making it even lighter, more comfortable and easier to ride, especially for shorter riders, and renaming the V2 for consistency. with more powerful models.
Moreover, Ducati did not try to reinvent the mid-sized tourenduro (or, if you prefer, crossover) from scratch. Instead, the existing model has been refined and updated with small but important changes, largely based on the requests of existing Multistrada owners. For example, we're talking about a softer clutch lever, a more spacious seating position with a 10mm increase in the distance between the footpegs and the saddle, as well as a reduction in unsprung weight thanks to the use of 1.7kg lighter wheels from the premium Multistrada V4.
Testing the new Ducati Multistrada V2 S took two days, during which the stock motorcycle with optional panniers showed whether it could meet the needs of an all-terrain tourer. All this happened in the most picturesque places, and as often happens, fairly mediocre prime roads lead to the best of them.
Ducati Multistrada V2 2022
Regarding the braking system of the Ducati Multistrada 1200
As for the braking system, both Ducati Multistrada 1200 models use Brembo monoblock calipers. However, the S model gets 10mm larger cross-drilled brake discs to better suit the M50 racing calipers. The stopping power of both systems has been enhanced with a sports radial master cylinder at the front and a 20mm larger disc at the rear. The braking systems work in full accordance with the manufacturer's claims, and the ABS system is so effective that there is no point in turning it off.
Details about the Ducati Multistrada V2 S
It's amazing how much stuff fits into the Multistrada panniers: the 26-litre right one is slightly smaller than the 30-litre left one, as it is mounted above the muffler. The cases exude quality and convenience, with a simple and convenient closing and removal system. There is another small compartment under the saddle, where there is a charging socket and a USB socket. Another one is next to the full-color TFT instrument panel, that is, you can charge one phone under the saddle and keep a second one on the handlebars, purely for navigation.
As before, four modes are available: Urban, Touring, Sport and Enduro. With a 19-inch front wheel in all-terrain tires, the new Multistrada is quite suitable for access to dirt roads, and unlike the base V2, the S version is equipped with a Skyhook EVO semi-active suspension system, the behavior of which is also influenced by the choice of driving mode, as well as inclined traction control and ABS. The load on the motorcycle also changes the way the suspensions work, so we select “rider plus luggage” in the menu for optimal operation, thereby adding rear spring preload.
Ergonomics of the Ducati Multistrada V2 S
When you first get on a motorcycle, you notice that the saddle has become 1 cm lower and narrower, making it much more convenient to reach the ground. It is difficult for a tall person to understand how much 10mm is a big figure, but tourenduros, on which you can almost completely stand on both feet for a person with a height of 167cm, are, to put it mildly, rare. The standard saddle height is 83cm and does not drop, but a lowered saddle height of 81cm is available instead, and a saddle height of 79cm is available with the lowering kit. For tall people, there is a high saddle in the catalog - it is 85cm high.
Cons of the Ducati Multistrada 950 S
Of course, there were some downsides, albeit minor ones. Firstly, the American version only comes with spoked wheels, which are 5 kg heavier than cast wheels. Of course, spoked ones look more stylish, but extra weight is extra weight, and I was convinced of this by comparing two copies on different wheels. With spokes, the bike doesn't respond as readily when cornering, and the suspension doesn't follow road imperfections as clearly. Secondly, the dashboard is somewhat incomprehensible at first glance, but then you get used to it. And finally, the third point is that the hill assist system only works for a few seconds (and it’s very scary when the motorcycle, which has just been safely standing, starts to roll backwards).
Ducati Multistrada V2 S On dirt
The first stage of testing is light off-road, in which it is proposed to switch to Enduro driving mode. When the Sachs electronic suspension adds a little ground clearance, preparing for off-road conditions, the feeling is very funny. The V2 now has lightweight mirrors in the style of the Multistrada V4, and you soon notice that, thanks to the bend, their stems do not interfere with your hands when standing in the rack - a small detail that makes up a high-quality and well-thought-out motorcycle. In the lower position, the windshield is just the right height so as not to interfere with the view, however, it is strange that with electronic suspensions, Ducati did not think of making an electronic adjustment of the windshield.
Of course, the Multi V2 lacks the 21 front wheel found on more off-road all-terrain vehicles, but with a 19 it is quite suitable for difficult terrain. And given that your feet reach the ground easier, you ride somehow more confidently, and this is also very important on the ground. Of course, everything has its limits, for example, the steering wheel is more designed for seated driving on asphalt, and the stance is not very comfortable, too low, and it’s a bit cramped for the legs, especially on the right, where the exhaust passes.
Ducati Multistrada V2 2022
Having opened the first season on the Monster 696, I didn’t get off the motorcycle for a month and realized that I liked absolutely everything about it except the landing. In a sports style with a forward bend and a load on the wrists, you won’t be able to skate for long. There is no wind protection - it blows strongly over 130 and is uncomfortable. Well, a tank of 12 liters with a consumption of 6 per 100 is not at all suitable for long trips, even with breaks. I wanted something more convenient, but at the same time aesthetically no less attractive. And I really like the look of the monster. Models from all manufacturers in the touring enduro segment were considered and the new multistrada S touring version won the competition by a wide margin.
The appearance of the cartoon attracts attention. I never thought that I would like a red motorcycle at all. He looks even better in life)). The S version features electronically adjustable suspension and LED optics. The latter sparkles brightly even during the day, providing additional passive safety. It is also possible to select different “road maps” - all operations are performed using buttons on the steering wheel and are displayed on a healthy display with good graphics. The choice of road maps changes the behavior of the motorcycle - in urban and enduro modes the power is limited to 100 horsepower, the gas response is very smooth, but the shock absorbers, abs, and traction control are configured differently. This makes it possible to slip in the mud during enduro and then calmly ride on asphalt in the rain, excluding the slightest slip.
In touring and sport modes the power is all 162, but the rest of the settings are again different. In sports, tough and sharp. The touring version is fast and soft - for quiet trips on the highway. The touring version is complemented by 2 side sealed (seemingly) panniers and a heated steering wheel. The cases are easily removed and locked with a key. Actually, a key is needed here to open the tank, panniers, and remove the saddle. And so keyless start - if the key is in your pocket, you just press the start button. This is a little scary, because interception of a radio signal, even when it is encrypted, there may be keys... But that’s such bullshit, what to do)). Interestingly, with the weight of the panniers being only 10 kg per pair, in the mode setting menu there is a setting option for “passenger/body kit - yes/no” in all variants. You might think - why describe it in such detail? But the fact is that all this bullshit really works. Despite being half the weight of the monster, it rides and handles lighter, smoother and much more tractable.
A very comfortable fit and easily adjustable wind protection make it easy and calm to ride in traffic on the highway. On a clear road, 160 is a very comfortable speed. You ride calmly on a motorcycle and enjoy it. It’s a matter of a couple of seconds, if you want, to rush past 200. But there are rarely such safe areas - when there is a road fence, there are no ramps/exits and cars. Moreover, the gears are selected with good overlap; you can comfortably drive 40 km/h in 1, 2 and 3 gears. On the other hand, each of them can go 100. I think this gives an idea of the capabilities of the 1.2 L-twin, which, it seems to me, the Italians have brought to perfection in terms of efficiency. With the exception of open roads, where you can be a little hooligan, safe driving means driving according to the rules. Despite the powerful engine, in “city” mode it’s pleasant to drive it slowly. And the moto doesn’t provoke anything to fry, but always has a huge reserve of power for maneuver.
Upd. I wrote the entire previous text back in 2016, when I used the bike only on asphalt. Then I really wanted to learn how to play with it. An in-depth study of the issue showed that on any motorcycle of this class two things decide - rubber and gasket. The stock Pirelli went into storage in the garage, and the good old tkc80 was chosen to replace it as a universal tire. I will not be the first to confirm that her fame is deserved. I would like to try it in comparison with the Aneke Wild bear, but there’s no chance - they don’t make it in the right sizes. But the tx is really good - with it the Mult calmly rides 160 without any vibrations, leans easily and obediently in turns and brakes very confidently. Of course, everything is somewhat worse than on a highway, but for tourism without sports fanaticism it’s great.
However, with such tires, the asphalt is perceived as a necessary part of the path in order to get to the point and turn from it to interesting places. With a little skill upgraded with the help of g310gs, you can climb into the mud, which is what I tried. On dirt, the Kontik is very good for a heavy motorcycle. The grip is much more confident against a light BMW on “all-terrain” tires. Testing various types of coating showed that everything is very good even on wet clay. It “floats” a little, but it handles confidently with a normal grip. For now, loose sand poses a serious obstacle. If this is not a compacted sandy road, of course, but the kind of loose sand in which any 4x4 except cutlets slips, and quads rush along it skidding and their engines humming merrily. The Mult also drives there, but it’s still very difficult for me - only high gas, braking with impulses with the rear brake pressed, so that the front wheel is always unloaded. As soon as you overload it a little, the steering wheel breaks and you lie down. I fell more than once during a lap on a small track like this at the end of last season. There is still something to work out in this. Otherwise it's a great enduro. It can take you not to places and settlements, but to a point in the forest on the map. It’s very comfortable to drive in a standing position, and oddly enough, compared to a BMW, you even get less tired. I thought it would be the other way around.
The motor makes it possible to properly use the weight of the motorcycle. In the mud at low speed, keeping it spinning up you get a noticeable gyroscopic effect of the engine, which allows you to crawl quite slowly in difficult areas. But in general, the key to a successful enduro on an elephant is speed. It will not be possible to drive it in many places where cross-country vehicles will drive at 20-30 km/h. On Multistad you need to do this a little faster. Good grip of off-road tires and a powerful engine allow you to maintain speed, but they require a lot from the rider. At the same time, the suspension has good travel in enduro mode and is very elastic - it can easily be loaded with your weight.
Low speed, on the contrary, in many places does not provide advantages, since the Mult’s landing position is high, as well as its mass, and attempts to push off with the foot while moving will lead to dire consequences for the leg. The G310gs, with its weight of 170 kg and lower landing, is quite possible. On it, I avoided falling in the mud many times by pushing off with my foot. I fell on Multa as many times as I tried. He quickly realized how hopeless it was and changed the technique. Faster instead of slower and immediately began to travel much further. However, there is still a lot to learn. Now I already do it in one go, riding around the lakes along my favorite routes. I would be glad if someone suddenly wants to keep company in the forests between St. Petersburg and Vyborg. Well, or what other options are there, if you have ideas - write!
PS. Please note - there is a hill with sand, at the bottom there is a small square. Only it’s not small, it’s a steep climb, it’s very low.
Ducati Multistrada V2 S On asphalt
Of course, Multistrada (which translates into Russian as Many roads, and not Total off-road, for example) is more suitable for asphalt trips. In City mode (which acts as Rain mode), traction control and ABS intervene quite early. For a cramped city with an abundance of transport, this is quite justified, so as not to offend anyone if suddenly something wrong happens under the wheels - and for tires dirty after off-road, it is also an excellent choice. However, the asphalt ahead is quite good, the road is smooth, only very narrow and winding, and besides, the route here is constantly interspersed with small villages located on the slopes of the hills. Here the V2 is completely at home: response in Urban mode is softer than a Persian cat's cheek, and careful throttle response gives the 937cc 11-degree Testastretta a smooth and proportionate response. Forget the horror stories about the twitchy and inadequate V-twins of the past!
Smart semi-active suspensions have become noticeably softer, smoothing out uneven surfaces until the surface feels completely smooth. Beginner riders will fall in love with the balance and calm confidence of the V2 at low speeds, while more experienced riders on good roads will appreciate the Touring riding mode - switching occurs on the fly when the throttle is closed - the character of the engine and suspensions immediately changes. They are still quite soft, but the engine response becomes more dynamic and aggressive, and you can feel that the maximum power is increasing.
A nice, flat road is a great place to go full throttle with the 113bhp twin, which, despite being Euro 5 compliant, has quite an impressive sound that makes driving even more fun. The clutch lever is softer, the eight-disc basket is lighter, and the bi-directional quickshifter, standard on the S model, dilutes the exhaust rhythm with blips (misfire) on shifts, and it all works smoothly and precisely.
On twisty mountain roads, the V2 S chassis is at its best: Ducati has made the new bike lighter, mainly in terms of unsprung weight thanks to the use of V4 wheels, which allows the bike to lean quite easily. True, well-loaded panniers somewhat neutralize the effect of lighter wheels, but the gyroscopic effect is still less pronounced. And despite all this baggage, the Multistrada V2 S more than willingly embroiders in a series of turns among the pastoral landscape, steers accurately and responsively, and the Skyhook EVO suspensions control both fork dive during braking and rear sag when opening the gas, and perfectly smooth out bumps, making the ride is soft and pleasant. You notice the work of the suspensions only after thinking about them - a beginner will simply think that this is how it should be, and an experienced motorcyclist will once again rejoice at how well everything is done.
When it starts to rain, you are glad to have electronic assistants with tilt tracking: most corners are damp, and the traction control will take care not to tear off the wheel when accelerating, and ABS - when braking. It’s nice to know that you won’t be able to cause much trouble, and the settings of the electronic assistants will allow you to adjust their sensitivity to the rider’s skills.
When the road is dry, it's time for Sport mode: after all, this bike comes from the same factory as the MotoGP machine that once again brought victory to the constructors' championship. Here the chassis again changes character: the suspension travel is reduced, the chassis becomes more collected, and the body rides smoother, even when you start to lean on it.
And even though 113 horsepower is not the biggest figure, especially for a 225-kilogram motorcycle plus rider and luggage, but in fact there is more than enough of it on this supposedly “newbie” Multistrada. A large portion of traction is available from the very bottom, followed by power-rich mid-range revs, and it is simply impossible to fully unleash the engine’s potential without doubling the speed limit. But at the same time, the character of the engine is not frightening, but rather, on the contrary, soft and neat. There is enough for literally any conceivable use, and perhaps on the German Autobahn without a speed limit, with two people and with luggage, you might want more.
If you want to race (for example, on a track), you can turn off the traction control - this will give the engine complete freedom and allow you to accelerate as efficiently as possible, even at the cost of periodically lifting the front wheel. For this purpose, by the way, there is a separate button on the right remote control, that is, you don’t have to go into the jungle of the menu. Warm handles, a central stand and cases are the options that make up the Travel Pack, that is, the Traveler's Kit.
But cruise control is part of the basic package and is controlled by the left remote control - everything is quite simple and clear. The standard wind deflector does a pretty good job of removing the oncoming flow and turbulence in the helmet area, although it is not very effective in combating wind noise. According to the results of the two-day rides, no parts of the body became numb, that is, questions of comfort simply did not arise. The engine proved to be quite economical - 5.3 liters per hundred, that is, a range of 380 kilometers from a full tank.
Ducati Multistrada V2 2022
V2-V4
Did Ducati manage to create a model specifically to join the Multistrada family? This is a very difficult question, because after two days in the saddle of the V2 S it remains unclear whether anyone needs anything more? Perhaps for faster teleportation - but then the meaning of motorcycle tourism, in which there is a place not only for wind and rain, but also for beautiful landscapes, eludes. Therefore, the V2 will be enough for a lot of people, both in terms of performance and characteristics, and in terms of quality, reliability, finishing - this bike does not seem to be a budget bike.
The 2022 update was not a significant departure from the overall concept. Rebadging the 950 as a V2 doesn't make it a dramatically different bike, but the 2022 version is superior to many touring bikes in many ways—seat height, weight, and even price. This is a decent bike, and not just for young and inexperienced riders. Its owners will enjoy typical Ducati design, quality and character, as well as excellent performance and handling. And despite the high competition in the mid-sized touring bike market, the new V2 S is definitely worthy of continuing and building on the success of the 950 Multistrada.
