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22nd Pictures

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1/22
Ducati goes offroad.

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2/22
E.g. 30 mm more ground clearance.

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3/22
Like BMW’s GS, the Enduro uses rims with external spokes.

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4/22
Keep it simple: The one-hand adjustment of the window works reliably while driving.

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5/22
The switches are not illuminated from the inside, but their outlines are illuminated.

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6/22
Pull it out, turn it around and let it click into place again…

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7/22
…It’s that easy to adjust the height of the brake pedal.

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8/22
What should you do with change for the toll or other odds and ends that you want to be on hand quickly? A storage compartment in the panel is missing.

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9/22
The Multistrada 1200 Enduro has a lot to offer, albeit at a steep price.

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10/22
Major interventions are necessary to turn a Multistrada 1200 S into an Enduro.

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11/22
Thanks to narrow exhausts, the right case hardly loses its volume and with 40 liters holds almost as much as the left one (45 liters).

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12/22
The Multistrada has always been able to move quickly on the road, and this also applies to the Enduro.

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13/22
With a width of 102 cm, the cases that can be loaded from above are not exactly narrow.

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14/22
This is how it should be off-road: foldable gear knob just in case.

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15/22
The TFT display offers a wealth of information and a night view.

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16/22
Thanks to the large front silencer, the uniquely narrow muffler for maximum case size.

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17/22
It’s the man, not the machine. In ABS modes 1 and 2, it is up to the pilot whether and how far the Ducati does a handstand.

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18/22
The Enduro weighs 28 kilograms more than the Multistrada S and manages 277 kilograms.

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19/22
A stately and dignified appearance. The suitcases offer plenty of storage space.

Bmw

20/22
BMW R 1200 GS Adventure: two-cylinder boxer engine, 125 hp, weight 272 kg, 0–100 km / h 3.7 seconds, Vmax 213 km / h, consumption 5.1 liters, from 16,890 euros.

KTM

21/22
KTM 1290 Super Adventure: two-cylinder V-engine, 160 hp, weight 256 kg, 0-100 km / h 3.4 seconds, top speed 250 km / h, consumption 5.6 liters, 18,195 euros

triumph

22/22
Triumph Tiger Explorer XCA: three-cylinder in-line engine, 139 hp, weight 286 kg, 0-100 km / h 4.1 seconds, top speed 211 km / h, consumption 5.2 liters, 19,050 euros.

Ducati Multistrada 1200 Enduro in the top test

Ducati goes offroad

The Ducati Multistrada 1200 Enduro should now also carry the brand sporty aspirations on unpaved terrain: with a revised V2, the finest electronics and off-road 19-inch chassis. Expectations are high there.

It’s maddening. The sun was just blinking through the cloud cover, and now the dark gray of a snowstorm swallows the horizon and thick snowflakes slap the windshield. The weather at the end of April lives up to its name. After all, we have the best possible conditions to defy this crap weather. Tea D.The ucati Multistrada 1200 Enduro plows steadfastly through the blowing snow, the hand protectors keep hands and forearms largely dry, the disc, which can be easily adjusted in height with one hand, properly shields the helmet and upper body from the freak weather. Things that the Multistrada Enduro took over from the standard Multi. The semi-active Sachs chassis, named Skyhook, comes from the Multistrada S. Like the extensive electronics, which in addition to cornering ABS, traction and wheelie control, contain four freely configurable driving modes and have been expanded to include a hill start aid. It is of course fired by the 160 hp V2 with the variable valve control DVT (Desmodromic Variable Timing).

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Ducati Multistrada 1200 Enduro in the top test
Ducati goes offroad

Multistrada 1200 Enduro to arrive. Drivers of 180 cm reach the ground with the soles of their feet.

The pilot takes a seat in a pronounced hollow in the bench, in front of him the mighty 30-liter fuel drum towers, but the tank is wonderfully narrow in the knee area, which ensures excellent knee-tightness even when standing. The handlebars sit high on risers and close to the driver, which together with the narrow tank allows good control of the machine while standing, but also results in a somewhat inactive sitting posture. Unlike the basic version, the Ducati Multistrada 1200 Enduro does not offer seat height adjustment. For taller riders, the optional 20 mm higher bench should be shortlisted. For smaller ones there is also a 20 mm lower alternative.

The clear view into the mirrors, the arms of which are shaped so that they are not in the way of the pilot’s forearms when standing, is great. When taking off via the handlebars, with their stable construction, they can also become a serious obstacle for the forearms.

277 kilos are no stick

The V2 starts work straight away, although it wants to be called to work a little longer after frosty nights, then spits a bit free for the first few meters, but is then on the spot. In the Ducati Multistrada 1200 Enduro, too, the twin has lost neither its vocal power nor its potency. 152 horses are homologated, and they all come to service in hot-blooded form on the test bench. The incredibly narrow rear silencer lets out a full grumble outside. And when the gas is opened, the twin roars heartily in the best superbike style and can be heard from afar from the airbox. The Ducati has gained punch up to 4000 rpm. On the other hand, the torque sink of 5000 rpm has remained, which adorns the performance curve all the more concisely. Whereby this is not as clearly evident when driving as the full load curve suggests. On the contrary: DVT is making a noticeable effort to smooth the power output in the partial load range. The connection from the throttle to the rear wheel still seems a bit decoupled. In return, the Ducati Multistrada 1200 Enduro competes in the lower speed range, shines with smooth running and can also be moved in higher gears between 2000 and 3000 revolutions without ungracious rattling and whipping. Thanks to the newton meters gained and the overall slightly shorter gear ratio, the Multistrada of the previous year takes it from 50 to 150 km / h over a second. And that despite the impressive weight.

277 kilograms are really not a stick of cardboard and mean a whopping 28 kilograms more hip gold than the Multistrada 1200 S. Of which, of course, almost eight are accounted for by the additional fuel supply in the 30-liter tank. This places the Ducati Multistrada 1200 Enduro in the middle of its class. Although these are measured with a luggage rack. Together with aluminum cases (45 and 40 liters) from Touratech, handlebar bags and heated grips, it is part of the Touring package (1665 euros). Above all, however, this reduces the payload to a meager 188 kilograms. If the aluminum suitcase weighs twelve kilograms, that leaves a paltry 176 kilograms.

Yet Ducati has impressively shown how lightweight construction works with the monsters and panigales. Well, things like a thick aluminum engine guard screwed onto a sturdy bracket and strong, stable notches add to the weight. On the other hand, there are also the accepting qualities when it comes to the terrain. And that’s where the Ducati Multistrada 1200 Enduro wants to go. In any case, on the road, such considerations become meaningless at the latest when the V2 lets its superbike genes run free from 6000 rpm and tears them off with brute strength. It takes a solid character to fully exhaust this punch. Inimitable, the energy with which it roars towards the limiter. He just can’t deny his origins from the superbike engine. It got a newly tuned gearbox with a shorter first gear, short shift travel and rather bony, dry gear changes for its intended purpose. The Ducati does not have an automatic gearshift on board. And not in the accessories program either.

Ducati Multistrada 1200 Enduro with cornering lights

The chassis is not as hot-blooded as the engine when it comes to swinging corners. Here the weight and even more the high center of gravity – especially with a full fuel drum – quickly come to mind. Jacking up or maneuvering the Ducati Multistrada 1200 Enduro with a full tank of fuel requires a lot of gripping. Once in motion, everything is fine. At a low speed, the somewhat tight steering damper is still noticeable, but thanks to the proper steering angle, turning is no problem. The suspension elements respond sufficiently well, and in touring mode they filter most of the bumps out of the asphalt. The stored suspension setup is very soft for brisk cornering. That brings us to the electronics fed by a Bosch IMU. In addition to wheelie control, cornering ABS, a Bluetooth connection to your own smartphone and cruise control, the intuitive menu offers four driving modes: Urban, Sport, Touring and Enduro. These can be individually configured with regard to traction control, ABS, power delivery (high, medium, low) and chassis.

If you like it more sporty, you will choose the sport mode and a slightly tighter cushioning. This is at the expense of responsiveness, but it gives the Ducati Multistrada 1200 Enduro more stability when changing direction quickly. She parries swift changes in lean angle in a noticeably more relaxed manner. The Skyhook chassis masters the balancing act between comfort and as little movement as possible in the framework, given the 200 mm suspension travel. The Multi Enduro is easy to turn in for the first time, but then requires clear steering commands from the driver for more lean angles. So she seems less curvy than careful when cornering.

But the Ducati Multistrada 1200 Enduro can run like the devil. Even in top-speed regions and with suitcases, it remains calm and does not strain the nerves with undue tendency to swing. Long-distance travelers who like to tackle long stages quickly will appreciate it. Like the pillion passenger, the ample space. At most, he would only want a seat cushion that rises slightly backwards in order to have a little more support. Otherwise, like the pilot, he should bring meat with him. Because with 5.0 liters, the express steamer was quite frugal on the quietly driven consumption lap. Moved cautiously, well over 500 kilometers in a row are no problem. Moved hard, the Duc approved up to seven liters. Over 400 kilometers should always be possible with it. Thanks to the proper wind protection and the excellent LED headlights with cornering lights, they can be unwound relaxed even at night.

Whining at a high level

The pilot can also stay relaxed when things get tough. At least when the ABS is at level three. When you put it on for the first time, the Brembo M4 pliers (Multistrada S: M50) grip spontaneously, need a little manual force for strong deceleration, but bring the load to a safe stop after a respectable 41.9 meters from 100 km / h . The braking distance on ABS level two is two meters shorter. However, this is so precisely tuned that the driver can easily place the Ducati Multistrada 1200 Enduro on the front wheel during hard braking maneuvers. This also applies to mode one, in which the ABS on the rear wheel is deactivated for off-road use.

Whereby the dignified Ducati Multistrada 1200 Enduro is almost too good for rough terrain. Despite the rather dreary camouflage paintwork, it is a really elegant appearance among the rather down-to-earth competition, its brushed aluminum side panels on the tank are too good to crumple in rough terrain. Quite apart from the fact that the fine LED indicators in the hand protectors are unlikely to survive a serious touchdown. Nevertheless, she will have to prove her off-road talents in a later test, adequately frosted.

For everyday life, it is more relevant that the Enduro does not have a storage compartment for small items such as tolls or papers. That is already complaining at a high level. But that’s where the price of the admittedly lavishly equipped Ducati Multistrada 1200 Enduro also moves. A purchase price of 19,900 euros is an announcement. And that’s not all. It can be bought with the help of the aforementioned Touring package (1665 euros), the sports package (Termignoni titanium silencer, milled cover for water pump, brake and clutch fluid reservoir, 1022 euros), the Urban package (aluminum topcase with carrier, Tank bag, USB socket, 951 euros) or the enduro package (crash bar, radiator protective grille, fog lamp protection for the rear brake disc, 891 euros) easily heave over the 21,000 mark. But there is suitability for travel paired with classy superbike flair and everything chic in shell.

Setup Ducati Multistrada 1200 Enduro

Since there are electronic presettings for the suspension settings, the classic setup information is not necessary in the top test of the Ducati Multistrada 1200 Enduro. The touring mode is recommended for relaxed tours, while the sport mode offers the right basic setup for committed trips. In all modes, the chassis setup can be individually adjusted in five stages from very soft to very tight. The Skyhook system also constantly varies the setup based on incoming measurements.

Conclusion and evaluation

With the Multistrada 1200 Enduro, Ducati has arrived in the realm of 19-inch travel enduros. And has a lot to offer there, albeit at a proud price. Extensive electronics, fiery engine, noble equipment. It can cover long distances comfortably and quickly. The plus in pulling power suits her well. It may be a mighty chunk, but it is well equipped to be a part of the range of travel enduros with 19-inch front wheels. The first serve would have been successful.

engine: More pressure in the cellar thanks to newly tuned engine electronics results in more smooth running at low speeds and significantly better pulling power. The numbers speak for themselves. His unbelievable temperament has remained at the top. Except for a slight tingling sensation in the middle speed range, the smoothness is good, the gearbox has short shift paths, but bony gear changes. The first gear is designed to be shorter for off-road use.

landing gear: Even if the handiness is all in all okay, the Ducati is not one of the most agile in its class. The bottom line is that the high center of gravity and the same weight, relatively soft suspension set-up, result in a good average. On the other hand, she runs safely in a straight line at top speed, even with suitcases, and the chassis can handle a passenger well. Just as good: the various adjustment options for the chassis.

everyday life: There is no real progress to report in terms of ergonomics. The sitting position seems a bit inactive, for tall people the hip and knee angles could be a little more relaxed. The extensive equipment also includes the great LED headlights with very bright high beam and cornering lights. The enormous range predestines them for globetrotters. But only for solo travelers, because the payload is measly. The processing quality is quite good.

security: In terms of controllability and bite, the brake gives a decent performance, even though it is "only" equipped with 320 discs. There is also a Bosch ABS with cornering function, which ensures short braking distances.

Costs: With so much high-tech, you shouldn’t really expect miracles. Nevertheless, the low consumption and, thanks to 15,000 intervals, the maintenance costs are positive.

Overall rating: The point yield is high, but so is the price. The bottom line is an average grade.

Max. score Ducati Multistrada 1200 Enduro engine 250 180 landing gear 250 178 everyday life 250 178 security 150 117 costs 100 60 Overall rating 1000 713 Price-performance rating 1.0 (top grade) 3.3

Differences to the Multistrada 1200 S


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Major interventions are necessary to turn a Multistrada 1200 S into an Enduro.

In order to make the Multistrada fit for the step into unpaved terrain, not only are longer suspension elements and tires with larger treads sufficient, but major interventions are necessary. The most important at a glance:

engine:

  • First gear with 38/14 shorter gear ratio (Multistrada: 37/15)
  • Secondary gear ratio with 43/15 also tuned shorter (40/15)

landing gear:

  • Suspension elements with 200 mm suspension travel (Multistrada S: 170)
  • Ground clearance increased by 30 mm
  • Tank capacity 30 liters (20 liters)
  • Spoked rims for tubeless tires, front 120 / 70-19 and 170 / 60-17 (cast wheels, tires 120 / 70-17, 190 / 55-17)
  • Two-sided swing arm
  • Wheelbase 1994 mm (1529 mm)
  • Steering head angle 65 degrees (66 degrees)
  • Caster 110 mm (109 mm)
  • Steering damper 
  • Brembo M4 calipers and 320 mm front brake discs, like Multistrada (Multistrada S: M50 calipers and 330 mm discs)
  • Seat height 870 mm (825 mm)

miscellaneous:

  • Bluetooth and multimedia system
  • Cruise control
  • greater engine protection

    Technical data Multistrada 1200 Enduro


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    Thanks to narrow exhausts, the right case hardly loses its volume and with 40 liters holds almost as much as the left one (45 liters).

    Here you can see an extract of the technical data. If you would like the complete measurement values ​​determined by us, including all consumption, torque and acceleration values, you can buy the article as a PDF for download.

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