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Jacek Bilski


34 Pictures

Jacek Bilski

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The Ducati Multistrada 950 has passed the MOTORRAD endurance test over 50,000 kilometers since May 2017.

Hertler

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The Ducati Multistrada 950 was handed over to the editorial team by Robert Glück, ex-colleague and now press spokesman for Ducati Germany.

Dervish

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The Ducati Multistrada 950 entered the editorial garage for the first time with exactly 1,037 kilometers.

Ducati

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The long-term test motorcycle, equipped with the touring package, consisting of a main stand and a set of plastic cases, surcharge 748.51 euros, entered the long-term test on 4 May 2017.

Jörg Künstle

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If you don’t like suitcases, you just don’t like suitcases: Autumn trip 2017 with a luggage roll in a bold color.

fact

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The Multistrada on one of its many excursions into the big, wide and curvy world. This time: somewhere in the Alps.

Yvonne hertler

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At the beginning of the endurance test, the engine was sealed as usual.

Yvonne hertler

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The consumption of the Ducati Multistrada 950 was over 50,000 kilometers at an average of 6.1 liters per 100 kilometers.

Yvonne hertler

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Of course, the endurance test Duc was also regularly maintained.

Jacek Bilski

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Touring screen 172 euros, navigation system with holder 832 euros: The touring screen made of "smoked glass" is 20 millimeters higher and 35 millimeters wider than the original, resulting in slightly improved wind and weather protection. Depending on the size of the driver, the noise level also drops a little. The adjustability of the lens is also retained with the second accessory in the picture, the Garmin ZUMO 395 LM. Garmin users can find their way around the menu structure immediately, and the options “Avoid motorways” and “Curvy roads” have finally found their way into Garmin. It is operated exclusively on the device. Installation time: one hour.

Jacek Bilski

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Enduro accessory package, 1428 euros: The important-looking enduro package includes crash bars, fog lights, jagged steel footrests as well as radiator and engine protection, the latter being made of anodized aluminum. Installation time for the complete package: two hours.

Jacek Bilski

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If the complete equipment of the good is a little too much for you, you can get the highly recommended and high-quality engine protection individually at a price of 475 euros.

Jacek Bilski

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Heated grips, 410 euros: Only the combination of hand protectors AND heated grips ensures that your hands or fingers are permanently warm on long journeys in the cold and / or rain. The original Ducati warmers are pleasantly thin and do not affect the good grip. The selection of the three heating levels is not entirely intuitive with the menu switch on the left handlebar fitting and is confirmed with the indicator switch.

Jacek Bilski

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The selected level is shown in the display. Ducati estimates the assembly time at 72 minutes.

Jacek Bilski

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Aluminum case set, 1,583 euros: If the plastic cases for around 680 euros don’t look like an adventure, you can also have them made of aluminum. The sturdy tube carrier looks quite rustic and is wide, but the case lids open to the front or back as required. There is even space for a full-face helmet on the left.

Jacek Bilski

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Despite the high price, corrosion was found on a case clasp after just one night outdoors. The other, identical in construction, has so far defied the weather without consequences. Time required for cultivation: 60 minutes.

Yvonne hertler

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The Multistrada has only one real weak point: the clutch, or rather its virtually non-existent controllability when cold. According to Ducati Germany, the smoothness of the clutch and the sometimes reluctant gearbox are related to the lubrication of the clutch. If too much engine oil gets into the clutch, the pads no longer separate completely due to the increased adhesive strengths (sticking).

Stefan luck

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The oil pressure for clutch lubrication can be measured with a manometer. In the endurance tester, the pressure was 0.4 bar and was reduced to the target value of 0.2 bar. This is possible with the grub screw hidden behind the chain sprocket while the engine is running. It has to be cold though. In fact, you only have one try. An improvement in the clutch function was only noticeable for a short time after both readjustments (km 15.610 and km 24.150).

mps photo studio

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Dunlop Trailsmart: Good cold running properties in the first few meters. It is neutral and easy to handle and steers precisely. Convinces with good cold adhesion and pleasant feedback. On the Multi, it is a little more handy than the A40. Good cornering stability. Also good straight-line stability. The advantage over the A40 is the very good confidence in grip in wet conditions, just behind Scorpion Trail 2. In return, the Trailsmart showed the greatest wear in the last tire test.

Manufacturer

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Bridgestone A40: The A40 impresses with the best straight-line stability. In rural road use, he affords no weakness. Nevertheless, it steers a little more cautiously into the lean position than the standard tires. The feedback for the grip is good, but is slightly behind that of the Scorpio Trail 2. A slight righting moment can be felt when braking in an inclined position. In the wet, the A40 has to position itself behind the standard tires. There it does not convey as good confidence in the grip as the standard tires.

mps photo studio

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Continental TKC 70: The TKC 70 has the largest proportion of negative profiles and an M & Identify yourself. The feedback for the grip is very good from the first meter, and it turns very easily into an inclined position. But anyone who is sporty on the country road misses some cornering stability. Then noticeable flexing movements also interfere when braking in an inclined position, cornering and when accelerating out strongly. Nevertheless, the TKC 70 allows extremely deep slopes. And it adheres well above average in the wet.

mps photo studio

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Pirelli Scorpion Trail 2: The standard tires fit perfectly with the Multistrada 950. With its very good cold running behavior, the Pirelli steers very neutrally and with very little steering force in the lean position already in the first few meters. The feedback is very good. When brought up to temperature, it shines with its neutrality and precision. Almost no erection moment. Good cornering stability. Even in wet conditions, the Scorpion Trail 2 gives you a very good feeling.

Marcus Jahn

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As part of the MOTORRAD tire test in Corsica, the Multistrada served as an escort vehicle.

Erica Barraza Torres

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The endurance test Ducati on a visit to Allzunah in the Thuringian Forest.

Erica Barraza Torres

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For some drivers, the brake pedal is too far in.

Erica Barraza Torres

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Rennsteig train station.

Erica Barraza Torres

27/34
Continuous annoyance: clutch dosage.

Imre Paulovits

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Sports colleague Imre Paulovits rushed the Multistrada over thousands of kilometers across Europe.

Imre Paulovits

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A visit to the Monza circuit was on the agenda.

Imre Paulovits

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The Circuit de Catalunya near Barcelona was also visited.

Imre Paulovits

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Of course, the World Ducati Week in Italy was also on the travel program.

Imre Paulovits

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And in between a few more alpine passes.

Imre Paulovits

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A striking starter freewheel caused a forced break at around 39,000 kilometers.

Imre Paulovits

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The Multistrada had to make the trip to the workshop piggyback on the breakdown helper’s trailer.

Ducati Multistrada 950 in the long-term test

Always clutch, but almost nothing else

It only took 15 months for the Ducati Multistrada 950 to finish the endurance test distance at MOTORRAD. The sprint speed up to the 50,000 kilometer mark is a good sign. Much more than a clutch that repeatedly jerked and the starter freewheel did not slow down the little multi.

She came, saw and immediately made herself unpopular – at least with her big sister and the competition. Because already in the very first comparison tests, the D.ucati 950 Multistrada correctly. First with the victory against the 1200 Multistrada and shortly afterwards against the assembled travel enduro middle class. A little sensation. All the more because the 950 comes as an economy kit. The frame comes from the 1200 Multi, the swingarm from the Multistrada Enduro, and the Hypermotard 939 contributes the engine. With a basic tariff of around 13,000 euros, the travel tourist saves around 3,500 euros compared to the large multi.

The ongoing issue of clutching clutch

The Ducati 950 Multistrada also got off to a lightning start in the endurance test over 50,000 kilometers. If you wanted to get hold of the 950 for a vacation or weekend tour, you had to reserve early. The Italian was on tour almost all the time, winding down an average of 3,300 kilometers per month and after 15 months had the long-term test distance behind her. An accolade for an endurance runner. Decent seating comfort, successful wind protection, great brakes and great steering behavior – the hymns of praise for the red speedster were repeated in the logbooks.

However, also the ranting about the clutching clutch. Especially after a cold start, the plate pack bit aggressively at the first frictional connection and could hardly be dosed when starting. Anyone who did not stall the two-cylinder immediately, ensured the amused attention of fellow men with a hopping start. A phenomenon that ran like a red thread through most of the correspondence and also accompanied the endurance test Ducati 950 Multistrada to the very end.

According to Ducati, the technical background lies in the so-called oiling of the clutch. If too much engine oil gets into the clutch, the pads no longer separate completely due to the increased adhesive forces (sticking). As a result, idling is difficult to find. It is unclear whether the critical dosability can also be explained by the oil supply. A technical cross-connection to the coupling of the first model series of the BMW R 1200 GS in 2013 could at least indicate this. Their coupling also reacted sensitively to the oil supply, sometimes disconnected incompletely and was difficult to dose. Both the BMW clutch and the counterpart in the Ducati 950 Multistrada come from the renowned Japanese manufacturer FCC.


Yvonne hertler

The Ducati 950 Multistrada has only one real weak point: the clutch, which is virtually impossible to dose when cold.

However, because the oil pressure can be regulated via a spring-loaded ball valve located in front of the chain sprocket, it was reduced from 0.4 bar to the target value of 0.2 bar at mileage 15,610 as part of the first inspection. However, the measure only brought improvement for a short time. Incidentally: at 424 euros for the inspection, oil and a set of rear brake pads, the costs for the 15,000 inspection were within the expected range.

After that, the Ducati 950 Multistrada scrubbed kilometer after kilometer. Not only on the joint autumn trip of all endurance test machines through picturesque Slovenia it turned out that the 937 V2 likes to indulge in a little oil. The L engine should allow itself around 0.4 liters per 1,000 kilometers on average over the endurance test distance. According to Ducati technicians, a lush but acceptable value. The oil consumption is still astonishing. After all, MOTORRAD’s two previous Ducati endurance tests, the Multistrada 1200 S in 2013 and the 1199 Panigale in 2012, were satisfied with around a tenth of this amount.

Started reliably in sub-zero temperatures

Sponge about it, after all, the Ducati 950 Multistrada plowed through the winter without a problem, even started reliably at minus ten degrees. The fact that she had to remove new rear wheel bearings shortly before the frosty period puts her in a long line of endurance test machines. Almost all endurance runners in the recent past have shown themselves to be susceptible in this regard. And because the small Multistrada was already in the workshop, the front brake pads and the chain set were also replaced. The costs including the warehouse: 728 euros.

Good reader reviews for Ducati dealers

Shortly before, the clutch’s oil pressure was checked again and the value readjusted. The dosability? Better but not good. As part of the 30,000 service, the clutch cable attached to the outer shell was replaced as a prophylactic measure. A new timing belt, air filter, fresh spark plugs, rear brake pads and brake fluid were available according to the inspection specifications. A hefty bill on top of that. The friendly Ducati dealer charged an impressive 1,385 euros. Despite the higher tariffs, the Ducatisti can obviously rely on profound technical support. In a large number of letters from the owner, the Rote’s branches are explicitly praised as competent and committed. Complimenti.

Even if a faux pas from Ducati Germany (importer) in Cologne countered this appreciation: A defective starter freewheel and a negligence in its repair made fleet boss Tobi Wassermann boom. This is particularly annoying in view of the fact that the starter mishap was ultimately the only real damage in the endurance test. For reasons of fairness, MOTORRAD did not consider the second failure in the overall endurance test. Because the Ducati 950 Multistrada was already on the lifting platform at the first forced stop in Cologne, the tarnished steel plates of the clutch were replaced. The influence on the clutch characteristics was limited. Possibly the staff had just got used to the Duc’s peculiarities.

Recommended tires for the Ducati 950 Multistrada

Finally, the Ducati 950 Multistrada marched rapidly towards the end of the endurance test, only showing up in the editorial workshop to change tires. The small Multistrada only wore four sets over the endurance test distance of 50,000 kilometers. In terms of driving characteristics, the original Pirelli Scorpion Trail 2 tires outperformed the Michelin pairings (Pilot Road 4 and Anakee III), while the Bridgestone A40 impressed when it came to mileage. The all-rounders assembled at 35,000 kilometers survived the entire distance until the end of the test. Amazing.


Imre Paulovits

Detailed tire recommendations can be found in the picture gallery.

In between, the Ducati 950 Multistrada only stopped by for a 45,000-meter inspection in the workshop. 576 euros were due for the inspection including new brake fluid. The fact that the side stand was replaced because of the slightly bent extension arm was more of a technical convenience.

Ultimately, the autopsy at the end of the endurance test got into the nitty-gritty. With a gratifying result. All parts were within the wear limit. The gearbox and the much-criticized clutch showed only the slightest signs of running, the pistons, cylinders and bearings were in good condition. Even the elaborate desmodromics survived the distance almost unimpressed. Only the inlet valve guides were still dimensionally accurate in the middle, but widened conically at the ends beyond the wear limit. According to Ducati, however, only the valve stem clearance in the middle of the guide is decisive for dimensional accuracy. That’s believable. If only because the two-cylinder engine already showed its high oil consumption at the start of the test and not only as the wear and tear progressed.

The endurance test Ducati 950 Multistrada justifies the positive DAT residual value estimate because the chassis is also in perfect condition and the electronics never bothered. The loss in value of 33.3 percent determined by the experts is the second lowest of all endurance test bikes ever ridden by MOTORRAD. The bottom line is that the Ducati 950 Multistrada has a largely positive balance sheet – even if the causes for the sharp clutch and the oil consumption could not be clarified in the end.

Collected notes on the endurance test

The long-term test motorcycle, equipped with the touring package, consisting of a main stand and a set of plastic suitcases, overload 748.51 euros, entered the long-term test on 4 May 2017 and had already covered over half of the long-term test distance by just before the 2017 Christmas holidays brought himself. In the summer of 2018, the Ducati Multistrada 950 had already rolled down its 50,000 test kilometers. Below you can read the notes we collected from the drivers.

Mileage: 48,700, 07/2018


Stefan Kaschel

Stefan Kaschel kidnapped the Duc on one last big tour of Italy.

It’s almost there, the little multistrada. Has covered almost 50,000 kilometers, is about to be dismantled and got another little treat. And where did the last tour go? Of course, as a reward for her loyal service, the author Stefan Kaschel drove her home, to Italy. From Stuttgart across the Alb, then through Austria over the Reschenpass in the direction of Stilfser Joch, again high alpine bend frenzy at its finest, before the Italian moments came. The delightful Lago d´Iseo with an outside temperature of over 30 degrees, then the scorching hot plain from Brescia to Parma, and then the road of all roads, an experience that puts every Alpine pass in the shade. SS62 is the name of the main road from Parma to La Spezia, which runs practically parallel to the E33, across the Appenin. That’s around 120 kilometers, on which curve after curve is lined up, picturesque mountain villages alternate with extensive forest areas just as reliably as narrow radii with others. But the best thing is loneliness. Virtually no traffic! As if in a frenzy, it goes uphill and downhill, the surface also meets high demands. Practically from the first meter, this road turns out to be one of the most beautiful motorcycle routes in the world with every new bend. Just try it out!

And what is the little multistrada doing on the last big tour? If it does well, it turns out to be a fine touring motorcycle that meets all the requirements on this last big ride. Well, almost, because the navigation device from the Ducati accessories program apparently has its own conception of the service to be provided. Most of the time it calculates – and always anew, is in fact constantly overtaken by reality. If a diversion then comes into play, it doesn’t stop at all. Calculate and calculate and calculate until even the most patient driver presses the off button and digs out his cell phone. Otherwise, however, the Multistrada is still in good shape. The sitting position is also comfortable for people over 1.80 meters long, the wind protection behind the high windshield is good, the sturdy aluminum accessory cases are functional and also hold a full-face helmet when visiting the beach. Even when fully loaded, the red Duc rolls precisely into every curve, reliably cushions and dampens even the gross inadequacies of Italian country roads. (Almost) everything is fine even with the "small" V2, the desire for more cubic capacity or power rarely occurs, even when fully loaded. However, after a clutch that can be adjusted more easily, it is reliable and always when the engine is cold and the traffic situation requires quick action. Then she plucks for gods mercy, often the load with a dead engine stands in the middle of the Italian traffic chaos. As soon as the engine oil is up to temperature, this is no longer an issue. Oil consumption, on the other hand, does, half a liter per 1,000 kilometers is the rule. Let’s see how things look disassembled. Overall, however, the conclusion remains after around 1,500 kilometers: A successful touring motorcycle from Bologna, which is always greeted warmly by the Italians, especially at home, because it is not on every corner. Above all, there are thousands of scooters – and BMW R 1200 GS. Oh yes: If you want to see the Multistrada dismantled, you can do so at the MOTORRAD stand at INTERMOT in Cologne. She is currently in the workshop waiting for the final material show.

Mileage: 38,795, 06/2018


Imre Paulovits

At just over 36,000 km, colleague Imre Paulovits noted the first abnormalities when starting. The starter turns too slowly, there is a clicking noise when the starter freewheel is released and several attempts are always required before the V2 runs. At 38.795 km it doesn’t even start and hikes piggyback to the dealer in Zurich for the breakdown service. The attests to a destroyed thrust washer under the starter freewheel which damaged the latter. Probably a consequence of an assembly error. After all damaged parts had been replaced, the Duc started up again perfectly.

Mileage: 35.105, 5/2018


Tobias Wassermann

The Duc was checked at Ducati Germany.

The Multistrada accompanied the MOTORRAD tire test on a longer trip to Corsica. Back in Germany, the 30,000 km inspection was due. The clutch cable was exchanged within this framework. In addition, among other things, valves were adjusted, the timing belts and the rear brake pads changed. The rear brake disc is just before the wear limit, the workshop noted. In total, the service cost around 1,385 euros. At 29,353 km there was a new set of Michelin Anakee III tires.

The gearbox is still difficult to shift, the clutch grabs when the engine is cold and comes suddenly. There was then a forced stop at the gas station. The starter turns, but does not start the V2. Freewheeling doesn’t seem to play along here. Ducati Germany looked at the possible defect. The starter freewheel and also the steel disks of the clutch were replaced. Now the Duc starts up again and the clutch can also be better controlled. At 35,000 km, a new set of tires was also due. Now the Multistrada is on Bridgestone A40. The Duc’s thirst for oil is still under observation. Since the inspection, around 1 liter of lubricant had to be refilled.

Mileage 26,900, 2/2018

In nine months, the small Multistrada has now covered around 27,000 kilometers. Including the Christmas break, this corresponds to around 3,000 kilometers per month. The reasons: For the most part, it runs smoothly, reliably, quickly and comfortably. The only points of criticism are the air turbulence of the windshield, which is too loud for some drivers, the roaring engine sound and the clutch, which can hardly be metered when cold. Despite the meanwhile two adjustments of the clutch lubrication, with which the dosability can be influenced, this deficiency has remained until today. As soon as the engine is lukewarm, the operating difficulties are reduced.

Mileage: 25,797, 1/2018, interim balance

The first entry in test editor Andreas Bildl’s logbook is for the gearbox, which will probably still need some running-in time. The second, written by FUEL man Rolf Henniges, who can no longer shock anything in terms of the peculiarities of two-wheelers, was about the clutch, with which he will certainly not become a friend.

Two other drivers switch the Duc as air pump and low performer, but revised their opinion after they were shown how to switch the performance back to SPORT in the LOW menu, which is only partially self-explanatory, to the excuse of the colleagues.

In fact, there is a 38 hp (109 to 71) gap between these two modes. That degrades the sprinter to a horse. As soon as all the horses came to service, the complaints in this regard were lost. In return, other drivers complained about a slight commute as soon as the suitcase was driven over 170 km / h. Obviously, the Duc reacts very sensitively to rider sizes, because the author (1.86 meters) did not experience this phenomenon. On the other hand, he felt that it was very loud behind the standard window, regardless of the position in which it was set, which, in connection with the heavy tubes from the airbox, which also under load, is a bit annoying on long journeys.

After 7,600 kilometers, the first set of tires was due, as well as 350 milliliters of oil. The Multi treats itself to some lubricant, especially on fast stretches of the motorway. It is therefore advisable to keep an eye on the oil level, which is not a problem in view of the sight glass. To date, a total of 2.4 liters had to be refilled, an average of around 0.1 liters per 1,000 kilometers, but the trend is rising.

Coupling, coupling, coupling


Stefan luck

The clutch, which has already been readjusted several times, provides recurring problems – so far without success.

Furthermore, the lamps for idle and reserve, which lit up rather unmotivated, were mentioned several times, and of course the clutch. The 15,000 inspection (424 euros) included not only an adjustment but also a set of rear brake pads. Shortly afterwards there was the first of a total of three flat feet (one in the back, two in front), which were annoying for those affected, but cannot be attributed to the motorcycle. Unfortunately, the complaints about the clutch, especially when it was cold, did not decrease, which is why it was readjusted again at 24,150 km in the presence of MOTORRAD. But without sustainable success.

On this occasion, some Ducati original accessories were also added. While the engine protection plate as well as the crash bars and fog lights are more due to the appearance than to the everyday use, the three-stage heated grips were very welcome in the current season, the larger touring windshield is also easy to open, although the practical test on an extensive journey is still pending. That is still ahead of the aluminum boxes, the first night outdoors already led to slight corrosion on a clasp. Almost at Christmas the Duc got a new chain set and the rear wheel bearings, costs all in all around 560 euros.

In the logbook there is broad agreement and joy about the driving qualities of the Duc: a sporty, revving engine, balanced, homogeneous chassis that is both tight enough for a sporty insert and sufficiently comfortable for slow bike laps, all paired with comfortable accommodation for driver and front passenger. An all-round successful travel enduro.

Mileage: 1,037, 5/2017


Hertler

Tea Ducati Multistrada 950 was handed over to the editorial team by Robert Glück, ex-colleague and now press spokesman for Ducati Germany.

The Ducati Multistrada 950 entered the editorial garage for the first time at exactly 1,037 kilometers, brought by ex-PS editor Robert Glück, now a PR man at Ducati in Germany. MOTORRAD editor Andreas Bildl grabbed the fiery red multitool with the 113 hp L-Twin for the way home right after it was handed over. After all, the best Ducati in terms of price-performance rating (grade 1.6), which has ever passed the 1,000-point rating, knows how to shine, especially in terms of seating comfort, wind protection and range. Properties that are also and especially appreciated in everyday life.

In addition, there is equipment that leaves little to be desired with three-stage ABS, eight-stage traction control, three engine mappings and four driving modes, under which the aforementioned modes are bundled. The Multistrada 950 is not bursting with performance, but it can be accessed very harmoniously. It all sounds very reasonable and has a high utility value. But there are also emotions, at the latest when the retracted engine is cheering over 7,000 rpm and is allowed to develop its motor-driven fire.

These properties have undoubtedly also convinced test editor Bildl, but he points out that the idle search when stationary and with a cold engine is sometimes unsuccessful. Will it get better after a certain break-in period? We would also like the same for the clutch, which requires high starting speeds with a tight drag point. We are staying on the ball, even if the coming days are rather calm for the Ducati Multistrada 950. At the beginning of the long-term test, she expects the same procedure as all other candidates, and that just means: test bench run, determine driving performance and seal the engine. 

Offers used Ducati Multistrada 950


1000PS marketplace app

The Ducati Multistrada 950 is represented in large numbers on the used market.

The range of used Ducati Multistrada 950 is quite large in Germany. The prices vary greatly depending on the number of kilometers run and the accessories installed. Many copies are already well equipped and should be ready for the first tour after purchase. Here is a current overview of the used Ducati Mulitstrada 950 in Germany: used Ducati Multistrada 950 in Germany.

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