The first Multistrada (1000) was an attempt at a multi-map road: a little trail, a little roadster, a little touring, a lot Ducati. The second generation (1200) laid the foundations for the one we know today, the first hypersport trail. Or hypertrail. Or trail-super-GT. Or … yeah, who cares.
The important thing is that the manufacturer did not want to be content with an SUV capable of breathtaking performance but dropped when approaching rough roads. Although few buyers of this type of machine set off to attack gravel and travel where roads no longer exist. But what do you do for the few seasoned adventurers? Easy, we create an Enduro version.
This one is much more prepared to go for an off-road trip rather than selfies in front of the Eiffel Tower. Now, it gets the last version of the big twin DVT in its 1260 edition.
However, the MTS boiler was not lacking in vigor. Between the cubic capacity, the variable valve timing and its sporting genes, we had enough to slip away and pull up a tree for the needs of a campfire. Except that the Mutistrada "road" having adopted this large block, why deny it. With 64 cm3 more in the cylinders, power climbs to 158 horsepower (6 more) at the same speed of 9500 rpm. The torque strengthens a little, at 13.1 mkg.
An orgy of watts. Why did you try to raise the glove again? For availability. By adopting the engine ratings of the XDiavel, the 1262cc Testastretta DVT offers much more force in the mid-range. A real plus for recovery on the road, an even more virile help to extricate yourself from situations where you have no time to change gear.
How do we recognize this 1260 evolution? With the big sticker on the sides of the tank. Design side, the Enduro did not see fit to change face. Sister Mutlistrada has hardly moved either by upgrading her engine. Remove the stickers and it will be impossible to tell one generation from the next.
Except for connoisseurs: they will have spotted the aluminum protective shoe, of a stronger size and yet lighter. However, they will only be able to estimate the morphological adaptations by going on board. The riding position changes slightly but noticeably with a saddle lowered by 10mm and handlebars of 30mm. Which led to the remodeling of the top of the reservoir.
The MTS Enduro also renews its beautiful 800×480 pixel color TFT tablet. By revising the interface and navigation. It is true that with all the functions, assistance, settings, menus … It is not necessarily easy to be intuitive, and Ducat ‘had progress to make at this level. With the HMI (Human Machine Interface), everything should improve.
With each generation, one would say that it is necessary at all costs to add an electronic gadget. Sometimes that is useless, sometimes essential. Where is the new Ducati Link app located? This should be good with the ability to configure the Riding Modes from your smartphone, to display information, service intervals, the nearest Ducati points, and also to record the performance of the ride and the routes and then share them.
Another finish, the Up shifter&Down; we will soon see it everywhere. Finally, the Skyhook semi-active suspension retains its place of choice and top-of-the-range, while moving to its more efficient Evo version. Synonymous with the name of the machine, the travel of the 48 mm inverted fork / single shock duo is greater than on the standard Multistrada, ie 185 mm instead of 170 mm. It is however a lower value than that of the ex-1200 Enduro, which moved on 200 mm. Would the Skyhook perform as well with less damping stroke? Would the manufacturer wish to re-calibrate the handling? Or give more privileges to the Enduro Pro version ?
Few changes on the chassis side except an increase in the wheelbase, a weight gain of 2 kilos on the new rims and a lowered center of gravity (driving position + less suspension travel). Fans of the first hour will find the tubular steel trellis frame, 19 and 17-inch spoked rims mounted on mixed trail-road tires, large 320 mm brake discs pinched by 4-piston Brembo M4.32 radial calipers. , a 30-liter tank maousse allowing up to 450 km of autonomy, and internal wiring to become an electrical engineer.
A little is needed for the two 12V sockets, for the LED headlights, for the indicators integrated in the hand guards … and much more to inform the on-board electronics. The 1200 was already well off, and passes it on. Everything that was taken from the previous Enduro is re-parameterized due to the increased power of the mill. Mainly the 4 driving modes (Sport – Touring – Urban – Enduro), each playing on power, ABS, suspensions and assistance to best match the selected mood.
The following is the standard of today and of Ducati, worthy of an Audi: speed regulator, IMU Bosch inertial measurement unit on 6 axes, DWC anti-wheeling, DTC traction control, engine brake control, ABS active in curves, adaptive headlights also in curves DCL, keyless start, VHC hill start aid, and, remember, semi-active suspensions, DQS shifter and 5-inch TFT screen.
A logical evolution for the Multistrada Enduro than the transplant of the 1260 engine. Fuller, more torquey at all stages, it is an ally of choice in all situations..
Adventurous this Ducati, overpowered, and attractive like any high-caliber machine. Completely out of step of course, like its competitors, compared to the original trail spirit – that is, the light and playful machine that weighs nothing, goes everywhere and can withstand wallowing on wall. Except that we are no longer in the trail but in the hypertrail. That Ducati does not hesitate to want to take (you) along all possible paths, with or without tar.
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1260 Multistrada Enduro 2019
Model marketed in
medium: 5.50 l
about 240 km / h
The technical aspect
Ducati 1260 Multistrada Enduro 2020
- Tank: 30 liters
- Wheelbase: 1,592 mm
- Dry weight: 225 kg
- Operating weight: 254 kg
- Train before
- secondary by chain
- Rear axle
1 262 cc
(106 x 71.5 mm)
at 9,500 rpm
at 7,500 rpm