Motorrad - Ducati Special Edition

01

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N O I T I D E L A I C E DUCATI SP

m k 0 0 0 50,

I T A D U C A D A 1200 S R T S I T L MU

G er m an y 3, 90Sw€itzerland SFr 7.70 40 y € 3. 90 0 AustGriaer€m4.an Finland € 5.9 BeNeLux € 4.60 ly € 5.20 Greece € 5.70 Ita Slovenia € 5.20 Norway NOK 55.00 ries € 5.40 Spain € 5.20 Cana

km000 50 9 000

T E S T & T E C H N O L O G Y

Endurance Test Closing Balance Ducati Multistrada 1200 S

4 00 0 48 00 0 47 0 00 46 00 0 45 00 0 44 00 0 43 3 4 7 42 0 00 41 0 00 40 00 0 39 93 8 38 0 00 37 0 00 36 00 0 35 21 9 33 0 00 33 0 00 32 19 9 30 0 0 0 30 00 0 29 00 0 28 50 4 27 0 0 0 26 30 1 25 0 0 0 24 00 0 23 0 0 0 22 36 5 20 0 00 20 0 0 0 19 0 00 18 0 00 17 0 00 16 0 00 15 0 00 14 0 00 13 0 00 12 0 00 11 1 29 10 7 2 95 4 2 81 00 70 0 0 60 0 0 54 0 0 40 0 0 30 0 0 20 0 0 10

IS NOTHING

BROKEN?

Fork seal ring on the right side replaced Swing arm guard looped through, swing arm replaced Gear sensor replaces

We love the Italians and their wonderful accent. And we love their motorbikes – as long as they do not get broken. In the endurance test, however, the red racers did not prove to be reliable and stable. Can the Multistrada combat typical prejudices?

Gear indicator goes haywire from time to time

Exhaust valve hangs, silencers replaced, key battery replaced Hand protection on the right/ left side torn, replacement Swing arm guard looped through, swing arm replaced

Occasionally error message EXVL exhaust valve Long pedal travel, rear wheel brake vented, key battery replaced Key battery replaced

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T E S T & T E C H N O LO G Y

“Bella figura” even when stationary: the Multistrada photographed with tester Georg Jelicic and in fresh green surroundings

By Gert Thöle; Photos: Jacek Bilski, Georg Jelicic, Werner Koch

O

ne could again sing the old song of the Italian motorbikes which arouse a great deal of emotions and passion, however do not really fulfill the local quality requirements. Are these clichés still relevant today? No! Times are changing, a BMW is no longer obligatorily boring anymore today, and a Ducati does not necessarily fly past your ears. The way from

the old times, in which these prejudices surely had a certain foundation, into modern age is definitely a long and tedious process. Ducati has proclaimed the aim of quality improvement some time ago, long before the acquisition arranged by Audi. The technical manager Claudio Domenicali is internally known and feared as a true quality enthusiast, quasi the counterpart to the VW-Manag-

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Endurance Test Closing Balance er “Fugen-Ferdi”, Ferdinand Piech. However, the way was thorny for Ducati, as the endurance tests of the 999 and 1098, which went bad, have shown. There was plenty of work to do. Now the next attempt is being initiated. A healthy dose of skepticism shown by the testers could definitely be comprehended when the Multistrada 1200 S tackled the endurance test distance in spring 2011. Particularly since the touring-fun motorbike as the first Ducati was packed with electronics to full extent. Adjustable motor mapping, ABS, traction control, electronic chassis – and this all even intertwined with each other in driving programs which can be preselected. So the question arises whether the immediate

attack with the feared cable mess is programmed? This fear did not apply, because the electronic system worked astonishingly trouble-free for more than two years if you abstain from some small occurrences and defects. This way, last winter the gear sensor suddenly failed which led to massive confusion in the board computer. Even before the Multistrada temporarily showed a light misfiring, possibly this had already indicated this defect. At that time the display did not deliver any error message. However, the Ducati did not have a breakdown, the transportation vehicle was not required. Even the four times renewed battery of the radio transmitter key could not stop it. The board computer reports the weakening in time in the display. The reason for this could possibly be that the key temporarily was located near the motorbike and therefore was communicating with the machine for days. This theory is supported by the fact that the last both batteries lasted for approximately 20,000 kilometers.

The bearing shells of both lower large end bearings make a relatively worn impression. However, the clearance was still within the tolerance area. In contrast the upper large end bearings are faultless, so that the connecting rods can be further applied with new bearing shells.

A shift fork shows run marks and has a little clearance in its duct. It is definitely no serious problem, however, one would replace it before the assembly.

Light run marks at the crankshaft give no real cause for concern, the measure is within the installation tolerance. Obviously there were light contaminations in the oil, which produced superficial grooves and breaks

Measurement values

Balance after 50,000 kilometers Compression

PERFORMANCE CHART1

Torque in Nm 120 110 100 90 80 70

Piston rings, end gap, second ring Piston pin/piston radial clearance

9 10 11 12 13

Measurement according to 2602 km

49 987 km

sec sec sec

3.4 5.3 10.0

3.3 5.3 10.2

sec sec sec

4.1 4.5 5.4

4.0 4.4 5.5

Engine power

Average fuel consumption over 50,000 km

Fuel (Super) Engine oil

l/100 km l/1000 km

Actual dimensions

118 Nm bei 7700/min

Acceleration

60–100 km/h 100–140 km/h 140–180 km/h

Wear and tear

Piston rings, end gap, first ring

PERFORMANCE

The heads make a clean impression, little sediments, hardly any oil carbons. Valves and seats with little traces of fire in a good condition. The desmodromic system does not hammer the valves into the seats, this saves the material

Operating tolerance

Piston clearance

Surprisingly the Multistrada could improve a little bit in the lower area during the course of time, whereas it loses some PS in the top. This is also expressed in the driving performance, only in the top sector the Ducati has minimal losses.

0–100 km/h 0–140 km/h 0–180 km/h

WEAR AND TEAR Installation tolerance

Engine output

120 160 Initial measurement 110 150 108.3 kW (147 hp) at 9500 rpm 140 116 Nm at 7700 rpm 100 130 Final measurement 90 120 105.8 kW (144 hp) at 9200 rpm 80 110 118 Nm at 7700 rpm 100 70 90 60 80 50 70 40 60 50 30 40 20 30 20 10 10 kW PS 0 1 2 3 4 5 6 7 8 Engine speed in rpm x 1000

7.4 0.05

The compression has even increased, probably the large twin needs a proper time of operation CO N D I T I O N Cylinder head: an inlet valve and two outlet vales are a little bit leaking. The valve seats only show little traces of fire and are only little broadened. Valve ducts, rocker levers and cams are in a good condition. Cylinders/pistons: the pistons have an even motion picture and only light sediments, the cylinders hardly show any run marks. Form and measure tolerances lie within the operation tolerance. Crank drive: the large end bearings show clear run marks as well as the crank pin, however, the radial clearance ranging moves within the framework of the tolerance. Connecting rod eyes and piston pins are ok. One crankshaft anti-friction bearing has a noticeably higher clearance ranging than the other one. Power transmission: the friction disks and steel disks of the clutch are hardly worn, clutch basket and clutch hub as well as the ramps of the anti-hopping mechanism also show only little run marks. The shift forks have clear run-up tracks and an increased clearance ranging in the nut. Frame/chassis: the coating of the frame is in a good condition, also the remaining finish makes a good impression. At the fork there are scrape marks of the break lines. The chassis suspension is without any clearance ranging.

Big end bearing radial clearance Valve seat width intake Valve seat width output Valve spindle clearance intake Valve spindle clearance output Clutch spring, free length Clutch friction disc width Shift fork/ gear wheel clearance

1 Power at the crankshaft; measurements on the Dynojet roller dynamometer test bench 250, corrected according to 95/1/EC, maximum tolerance ± 5 %

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37

One can already recognize: these were not any highly dramatic things at all, rather slight details compared with the electronic disaster of the endurance test 999. The few mechanical defects were little spectacular, as well, although annoying. The fact that a rather small damage like the occasionally hooking exhaust valve cannot be dismissed as trifle can be realized, at the latest, when you get the receipt at the cash desk. When the board computer indicated a corresponding error message for the first time, the garage tried to repair the valve with lubricants and gentle force. This could be succeeded, however, turned out to be a temporary solution. At the mileage of 27,000 nothing could be done anymore, the valve was overhead, the complete pre-silencer had to be replaced. At the testing machine this happened within the guarantee period , outside the guarantee period such a damage gets quite expensive: 1000 Euro alone have to be paid for the material. Our advice: it definitely makes sense to observe the condition quite frequently. Particularly if you drive your Multistrada like the testing machine also in the winter and at miserable weather conditions. The BMW S 1000 RR had a similar defect in the endurance test, the exhaust valve of which was knocked out and also led to a replacement of a wickedly expensive, completely intact pre-silencer. It is actually a pity

that the producers combine more and more components and functions for cost reasons, so that small defects have a great impact. At the Ducati there was another bit, however, surely avoidable damage: the swing arm had to be replaced two times, because the chain had etched a groove into it from below. First of all, the drivers have to take a good look at themselves, the chain was too loose and probably was replaced too late. The pinion already got light saw teeth and thus pulled up the lower chain whopper. Any wheel guard bears this for long. Obviously Ducati drivers take better care of their valuable material: in the readers’ experiences you will not find any comparable damage and also the clamping exhaust valve seems to be an individual case. There are other mechanical problems at different places, even serious damages are reported. After having a crankshaft damage a reader replaced his machine by a new one. Despite more or less clearly formulated criticism all readers except one would again purchase the power fun motorbike at any time. However, two points of criticism run like a red thread through the let-

ter. On the one hand the high consumption, about which almost all drivers complain, most of them, however accept in view of the offered driving dynamics. As an average, the durability test machine consumed approximately 7l / 100 km.

The one groove which has pulled a splint into the piston, is not a big problem at all. Apart from that the pistons make a very good impression, however, have already a slightly increased profile and would now be replaced by new ones. This is more than most of the super sport machines feed (see table page 41). After all the benchmark data of the Multistrada are at a similar level and without any doubt the durability test machine was driven by many drivers in a rather committed manner. A restrained handling of the throttle lever would imply little improvement with regard to consumption, the Multistrada needs at least six liters. This applies to other water-cooled Ducatits today, as well, whereas their predecessors had a quite economical consumption

Costs and Maintenance Costs

Operating costs based on 50,000 kilometres 19 litres of oil @ EUR 16.50 EUR 313.50 5 oil filters @ EUR 13.82 EUR 69.10 5 air filters @ EUR 61.03 EUR 122.06 4 ignition plugs @ EUR 28.19 EUR 112.76 2 sets of brake linings, rear @ EUR 67.40 EUR 134.80 2 sets of brake linings, front @ EUR 128.52 EUR 257.04 2 sets of drive belts @ EUR 98.84 EUR 197.68 4 sets of chains @ EUR 318.68 EUR 637.36 Brake fluid EUR 16.35 Small parts, lubricants EUR 172.18 Inspections and repairs EUR 1752.27 Tyres (including installation, wheel balancing and disposal) EUR 2128.55 Fuel EUR 5801.91 Total cost EUR 11,715.56 Purchasing price EUR 18,245.00 Depreciation EUR 7645.00 Estimated price (dealer’s selling price) EUR 10,600.00 Costs per kilometre (excluding depreciation) EUR 0.234 Costs per kilometre (including depreciation) EUR 0.387

38


The many small levers of the complicated desmodromic system have maintained an astonishingly good condition and only occasionally show superficial and harmless run marks, also all camshafts look virginal. of petrol in former times. However, it should definitely be mentioned that as a countermove to this the express surcharge is kept within limits. Even moved in a very rapid manner the Testastretta motor does not consume more than eight to nine liters. Thus, one has or can cope with this, whereas a weakly working rear wheel brake is actually not acceptable.

The FCC oil bath clutch combines antihopping and servo-impact by means of double ramps in a sophisticated manner. An ingenious and high-quality component which has overcome the complete distance in a perfect manner.

Ducati adopts a position Maintenance and repair costs

Kilometre reading Locking pin for passenger footrest loosened 3,528 Key battery replaced 5,400 Key battery replaced 8,124 Front and rear tyres replaced, Michelin Power Pure 8,167 Rear wheel brake vented, key battery replaced 9,527 Exhaust valve made practicable after heavy corrosion 12,050 Front and rear tyres replaced, Conti Road Attack 2 19,922 Set of chains, swing arm, brake linings, rear and exhaust end piece (warranty, clip broken) replaced 20,536 Front and rear tyres replaced, Pirelli Scorpion 22,176 Hand protectors right/left (cracked) replaced 25,130 Front and rear tyres replaced, Bridgestone BT 26,473 Silencer (warranty, due to hanging valve) and key battery replaced 27,450 Gear sensor replaced (warranty) 33,921 Rear brake linings and swing arm guard replaced 36,541 Set of chains, swing arm guard replaced, swing arm and front and rear tyres, Dunlop Sportsmart replaced 38,893 Front and rear tyres replaced, Conti Road Attack 2 42,109 Right fork oil seal replaced (warranty) 42,734 Front brake lining replaced 46,260

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… with regard to the enormous battery consumption of the radio transmitter key: after several delivered Multistradas we hear about it for the first time. We think that an untypical handling of the key has led to the increased battery consumption. It is decisive that the key is not kept within a radius of about two meters from the car when the motor is switched off. … with regard to the weak rear wheel brake: the wish of some customers for a better pedal feel was also expressed towards our traders. For this reason, within the framework of a goodwill provision we have developed a revised brake cylinder and a modified brake line. Due to the ABS we urgently advise against experiments with other brake pads. … with regard to the hanging exhaust valve: according to our state of knowledge it is a unique case. We think that through the intensive use of the durability test machine in winter gritting salt caused the corrosion damages at the valve mechanic. …with regard to the wear at the lower large end bearings: 50.000 kilometers in the hard test mode have


left traces at the large end bearings. Since, as a whole he motor is in an excellent condition, we are very content with the result. The large end bearing moves within the tolerance sector, however, in this specific case in which the motor has already been disassembled, we would install new bearings. Photo: Katriin Sdun

Endurance Test Closing Balance

… with regard to the partially ground shift fork: the shift fork would definitely render performance for many further kilometers and switching operations without any abnormalities. … with regard to the good condition of the FCC oil-bath clutch: we are very satisfied with our new generation of clutches. The oil-bath solution leads to less wear and smaller manual forces.

Ducati technicians Kai Liedmann and Managing Director Walter Bauer in conversation with MOTORRAD testers Vetter and Thöle

… with regard to the defective gear sensor: here we only know a few cases. Of course, we would solve such a case within the context of our goodwill philosophy.

deficient chain tension caused the damage. On this occasion we would like to point out that there is also a tool to inspect the correct chain tension within the standard delivered board tools.

… with regard to the partially ground swing arm: this damage at the Multistrada from MOTORRAD is the only case. Therefore, unfortunately we must assume here that a


39

I have now been driven approximately 24,000 km with the Multistrada since August 2012. After many years of Yamaha, baby break and then BMW it was the right decision. Yesterday I ordered a new Pikes Peak. Until now I have had no serious disturbances if one has become used to the nonworking rear wheel brake. Problems: stopping in idle run, rear brake, cockpit (indicator lamps constantly light up). Due to the CO-value the Ducati has failed at the MOT. After corresponding adjustments everything was ok again. I am thrilled with the motor. The seating position is great. The consumption of petrol is slightly above 6l/100 km. Until now I have only driven the Pirelli Scorpion, it can be applied for about 7000 km. I have also driven another MTS with Michelin and was keen on the better handiness Dietmar Papenfort After 35 years of active motorbike riding I have finally found my dream bike. I have been driving the Multi for two years and almost 20,000 km now. There has not been any problem at all, no unscheduled garage stay or other disturbances. An inspection and that was all. When I go on a tour I easily install my motorbike case, plug in my navigation system and off I go. And after eight hours you still sit on your seat in a relaxed manner. I am very much thrilled with the engine power increase, particularly in the sport mode, when these both “ravioli can pistons” take up their work. It is simply cool. If you drive the Multi, you will feel “le emozioni!. Thomas Weichert In advance I would like to point out that I have not regretted one single meter with the Ducati, since I have changed from the BMW R 1200 GS to the Ducati Multistrada in spring 2011. Until autumn 2011 I have been dri-

Endurance Test Closing Balance

Practically all letters make this problem a subject of discussion. In this, two phenomena have to be distinguished: it is a real defect when the pedal travel is gradually increasing until finally there is no braking effect anymore. This happens when air gets into the system, which is difficult to get out again. For this Ducati offers a conversion kit consisting of brake pump and brake hose. A double seal in the new pump is to avoid that air gets into the brake hydraulic system at all. The other phenomenon is the innately weak impact of the rear brake. Stoppie artists who

Maximum points

Since I have purchased my Multi I have driven 12,600 km completely without any problems and breakdowns. If you have once made the basic settings in the menu and increased the spring preload at the front, the chassis fits perfectly. I cannot understand your criticism on the throttle response in the sport mode, with the chain wheel guard I did not have any problems either. The best thing is to regularly carry out own inspections and not to delegate everything to the garage. In addition to this, also the retrofit chain lubricator has a positive impact, which doses depending on the speed. The chain still makes a very good impression and the contamination at the rear wheel is low, as well. The installation for approximately 450 Euro is worth while spending each Cent. At more than 200 km/h the Multistrada remains calm, at top speeds it gets a little more turbulent. As a whole, the wind and weather protection is very good. The consumption is between 5.8 and 8l/100 km. I have to criticize the slightly bad gear switching capacity and the bench seat could be more comfortable. Bernhard Gläser In May 2011 I purchased my Multistrada 1200. I only had problems with a practically functionless rear wheel brake. Ventilating did not imply any improvement, the consumed retrofit kit from Ducati did not bring any clear improvement, either. At a mileage of 19,000 a singing noise appeared from the motor sector on the return tour from Sardinia in June 2012. After a constructive talk the trader offered me a repurchase of my machine as well as the purchase of a new 1200 at acceptable conditions. At this one it becomes evident that Ducati definitely can install efficient rear wheel brakes. The “new one” has now driven 7000 kilometers without any disturbances within three months Horst Czyzewski

change from the super sport machine to the Multistrada will realize this to a smaller extent than those who change from another trademark and another motorbike type and use the rear brake more intensively. The last way of a MOTORRAD endurance tester leads into pathology for the purpose of autopsy. Rough damages were not expected at the disassembly, because the Ducati has run without any abnormalities until the end, only mechanically a little bit louder at the end. The inner life of the cylinder heads makes a very good impression. Only a few sediments in the ducts and on the valves, the many small desmo-levers are in a perfect condition, everything is picobello. The pistons and cylinders show a slightly increased

profile, however, optically make an excellent impression. Only the lower large end bearings make quite a worn impression and now definitely require new shells. In addition to this, a shift fork would have to be replaced before assembling. As a whole, a solid result.. Thus, we can draw the conclusion: is nothing really broken? It looks like as if some essential quality improvements have taken place in Bologna during the last years. No serious damages could be determined within the endurance test of the Multistrada, the little flaws and defects are tolerable. And there should finally still be a little scope for optimizations and improvements, so that Claudio Domenicali can continue to torture his team. www.motorradonline.de/dauertests


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1

cia tio n in Po %3 int s Re p bre air sh akd op ow vis ns 4 its/ Po int s Po i an nts w d t ea e ar 5 r TO TA LP OIN TS En du MO ran TO ce t RR est AD in *

pre

1

Harley-Davidson Road King

7,0

21

6,5

5 3

25

10

3/0 27

24

85 23/08

2

Yamaha XJ6 Diversion

7,6

20

5,4

5

41

7

3/0 27

25

84 25/10

3

Honda CBF 1000

7,5

20

6,4

3

43

6

1/1 24

25

78 18/07

3

Suzuki Bandit 1250 S

10,6

14

6,0

4

46

5

2/0 28

27

78 02/09

3

Suzuki Gladius

10,0

15

5,0

5

43

6

1/0 29

23

78

10

30

30

100

3

Yamaha XT 1200 Z Super Ténéré

7,9

20

6,3

3

42

6

4/0 26

23

78 03/12

Triumph Sprint ST

9,5

16

6,5

3

45

5

4/0 26

26

76 03/07

8

BMW K 1200 S

9,5

16

6,6

3

44

6

5/0 25

25

75 24/06

8

Kawasaki ER-6f

8,2

19

5,0

5

46

5

5/0 25

21

75 07/08

10

Honda VFR CBS-ABS

10,5

14

7,0

2

44

6

1/0 29

23

74

11

Yamaha YZF-R1

10,6

14

6,8

6

1/0 29

22

73 25/08

12

7,4

7

5/0 25

26

71

2

4/0 26

21

71 02/04

47

5

5/0 25

23

70 23/07

12

Ducati Multistrada 1200 S

12

Suzuki V-Strom 1000

8,4

19

6,5

2 44 1 41,9 3 56

14

Suzuki GSX-R 1000

11,4

13

5,9

4

11,8

17/03

BMW F 800 S

8,7

18

4,8

5

42

6

4/1 21

18

68 02/08

15

Honda Fireblade

12,9

10

6,1

4

45

5

3/0 27

22

68 20/09

15

MZ 1000 S

8,8

18

7,3

1

54

3

4/1 21

25

68 01/06

18

Kawasaki ZX-10R

12,3

11

6,3

3

55

2

1/1 24

27

67 14/06

18

Triumph Daytona 675

11,1

13

5,7

5

42

6

8/1 17

26

67

18

Yamaha XT 660 X

10,5

14

4,8

5

53

3

3/0 27

18

67 06/06

21

Aprilia NA 850 Mana

8,6

18

5,3

5

50

4

4/0 26

13 6

66 02/10

21

BMW R 1200 GS

6,1

23

6,0

4

50

4

6/2 14

21

66 21/05

21

BMW S 1000 RR

11,4

13

6,4

3

41

7

7/0 23

20 6

66 04/12

21

Kawasaki ZZR 1400

13,1

9

6,9

2

44

6

4/1 21

28

66 03/08

4

17/08

25

Triumph Thunderbird

9,6

16

6,2

42

7

8/1 17

21

65 06/12

25

Harley-Davidson V-Rod

11,2

13

6,9

2

41

7

8/0 22

21

65

25

Kawasaki Z 1000

11,8

12

6,5

3

56

2

3/0 27

21

65 04/05

28

KTM 690 SM

12,3

11

4,6

5

44

6

7/2 13

23

58 22/09

28

Aprilia RSV4 R

12,9

10

8,2

0

46

5

10/0 20

23

58

21/12

30

Kawasaki Z 1000 ABS

17,7

0

6,3

6

3/1 22

25

56

24/12

31

Buell Lightning XB12S

12,9

10

5,5

3 44,7 5 41

7

6/2 14

18

54 25/06

32

KTM 950 Adventure

8,7

18

6,7

2

38

8

9/2 11

10

49 16/05

33

Suzuki Intruder M 1800 R

11,3

13

6,7

2

48

4

6

18 6

43 16/09

34

Ducati 999

14,6

6

6,4

3

56

2

11/0 20

9

40 26/05

35

BMW K 1300 GT

8,5

18

6,3

3

42

6

11/4

0

36

Ducati 1098

16,7

2

7,2

1 45,6

5

12/3

37

KTM 1190 RC 8

15,4

4

6,2

4

6

10/3

44

Harley-Davidson Road King

3.

Suzuki Bandit 1250 S

7.

2.

Yamaha XJ6 Diversion

3.

Suzuki Gladius

8.

3.

Honda CBF 1000

3.

Yamaha XT 1200 Z Super Ténéré

8.

Triumph Sprint ST

10.

Honda VFR CBS-ABS

12.

BMW K 1200 S

11.

Yamaha YZF-R1

14.

Kawasaki ER-6f

12.

Ducati Multistrada 1200 S

15.

01/13

15

4/4

1.

03/11

7

ENDURANCE TEST ASSESSMENT The assessment table gives an overview of the MOTORRAD durability test machines during the last years. 100 points can be achieved, at maximum, divided into five partial assessments. The costs per kilometer include expenses for inspections, spare parts and wear parts, wheels and chain sets. For the petrol consumption the average is being calculated over the entire 50,000 test kilometers. The loss in value is based on a DAT-estimation. The relation to the list price is assessed 5

40

25

The models in pictures

De

ven more than 15,000 km. After the inspection at 12,000 km there were real problems with the electronics. The engine stopped during the drive and could not be started anymore. The switching unit with the activate button was replaced, since then there have been no problems anymore. The rear brake has lost its impact as early as after the first months. This was reworked once in the year 2011, the defect was then removed quickly. In July 2012 my Ducati trader installed a new rear brake unit, after 3000 km today there is still the same condition again as previously. The carbon registration plate carrier looks really great, unfortunately in case of solar radiation a road user driving behind me does not see my indicator. The carbon registration plate carrier is attached with four black screws which rust after three months. Otto von Hören

Co st p

In the meantime I have been driving my Multi for two years and altogether 27,000 km now. Despite some annoying problems within the guarantee period (crankshaft bearing damage, leaking front fork, rear wheel brake, dashboard) I am still thrilled with this motorbike. The Multistada is very versatile for me, regardless whether on tour, on a country road or on winding roads, simply a great motorbike everywhere. With my body height of 190 cm I have a relaxed seating position, thus also longer distances are no problem. Günter Fedrow

Endurance Test Evaluation er km in c Po en int t s Fu el c in l on itre sum s p pt er ion 2 Po 10 int 0k s m

Readers’experiences

17/04

12 6

39

21/10

5

17 6

30 03/10

0

12 6

26 09/11

at the beginning of the test. Extraordinary visits of the garage result in a deduction of respectively one point. Breakdowns due to which the motorbike could not continue to be used are punished with a deduction of five points. This did not happen at the Multistrada, despite of this it had to be brought into the garage five times on an unscheduled basis. For the technical condition the wear limits as well as the visual condition of the individual components are taken into consideration – and this looks good at the Ducati.

Suzuki V-Strom 1000

15.

Honda Fireblade

18.

Triumph Daytona 675

21.

BMW R 1200 GS

25.

Triumph Thunderbird

28.

KTM 690 SM

31.

Buell Lightning XB12S

34.

Ducati 999

Suzuki GSX-R 1000

15.

MZ 1000 S

18.

Yamaha XT 660 X

21.

BMW S 1000 RR

25.

Harley-Davidson V-Rod

28.

Aprilia RSV4 R

32.

KTM 950 Adventure

35.

BMW K 1300 GT

BMW F 800 S

18.

Kawasaki ZX-10R

21.

Aprilia NA 850 Mana

21.

Kawasaki ZZR 1400

25.

Kawasaki Z 1000

30.

Kawasaki Z 1000 ABS

33.

Suzuki Intruder M 1800 R

36.

Ducati 1098

37.

KTM 1190 RC8

excluding depreciation and fuel costs; average fuel consumption over 50,000 km; according to DAT evaluation; unscheduled repair shop visits; evaluated: dimensional accuracy, wear and tear pattern, replacement part requirements; 6minus points for engine damage; *repeat orders under phone 07 11/1 82-12 29


2

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New Ducati Multistrada 1200 S with Skyhook suspension

Touring meets passion