VOL. 52 ISSUE 16 APRIL 21, 2015 P65
ment for the past three and a half
years works progressively, rather
than with a noticeable step like
Honda's VTEC system. So that
the Multistrada's behavior at low
revs is improved, with the big V-
twin showing less of a tendency
for cylinder shunt at low engine
speeds, the kind of judder you
used to get under acceleration
in any of the four riding modes
below 3,000 rpm. Plus, the new
Multistrada's revamped motor
generates even more of the
addictive mid-range torque and
fierce top-end charge that has
always made it such a satisfying
real world ride over any kind of
distance—long or short.
For at the other end of the rev
scale, with more than 7,000 rpm
showing on the 1200S's colorful
and easy-to-read digital dash dis-
play, the standard 1200 has less
attractive, but still comprehen-
sive instrumentation. I found the
engine definitely sharpened in
its delivery and seemingly more
potent, thanks to the way valve
overlap increases to boost com-
bustion at higher revs, up to the
10,500 rpm soft revlimiter (it's an
RBW throttle, remember).
Yet despite the increase in
power, the DVT system has a
positive impact on fuel efficien-
cy, with an average 8 percent
reduction in fuel consumption
compared to the previous non-
variable configuration. Further-
more, Ducati has extended rou-
tine maintenance intervals on the
new Multistrada to 9,000 miles
and valve timing adjustment
to 18,000 miles. According to
Ducati, this has been achieved
by employing special materials
for the valve seats, improving
combustion efficiency, and con-
taining the running temperature
of the Testastretta DVT engine.
Moreover, the innovative DVT
system does not complicate the
valve timing adjustment proce-
dure, say Ducati engineers.
In spite of its rangy 60-inch
wheelbase, the new model's
handling is a further improve-
ment over the previous Multi-
strada's already high standard.
Thanks, in the case of the
1200S, to its upgraded Sachs
electronic suspension incorpo-
rating the Skyhook semi-active
system, which is linked to the
Bosch IMU lean-angle sensor.
I was pretty ambivalent about
the original Skyhook on its
introduction two years ago, but
this further developed and highly
sophisticated system seemed
notably improved in back-to-
back riding over the convention-
al suspension on the standard
Multistrada that factory tester
Walter Lazzati was riding along-
side me. It allows a very compli-
ant ride, becoming firmer when
"THE DVT MOTOR IS JUST ABOUT AS SMOOTH
AND LIQUID-SEEMING IN ITS POWER DELIVERY
AS A FOUR-CYLINDER ENGINE, BUT STILL
WITH THE TRADEMARK TORQUE OF A V-TWIN,
DELIVERED TO THE UNMISTAKABLE SOUND OF
MUTED THUNDER."
