VOL. 52 ISSUE 16 APRIL 21, 2015 P63
position gives a comfortable
riding stance that made my day's
ride through the Apennine moun-
tains near Ducati's Bologna fac-
tory, both sporty but relaxing—an
apparent oxymoron that the new
Multistrada actually meets, with
the broad seat feeling comfort-
able and supportive. Before,
on the previous version of the
bike, you felt slightly perched
on top of it. On the new one you
definitely feel more a part of the
motorcycle, as if you're sitting in
it, not on it.
At 5'9" in height, I could put
both feet on the ground at a
stoplight, but the adjustable
seat means taller riders should
not feel cramped. Aided by the
50/50 static weight distribution,
with the rider in place this also
results in a more centralized and
compacted mass, and this is
reflected in the new Multistrada's
sharper poise in changing direc-
tion. It's definitely easier to place
in a tight turn than the previous
bike's slightly remote-feeling
steering, which came partly
thanks to its 48/50 rearwards
weight bias.
Measuring 106 x 67.9 mm
for a total capacity of 1,198cc,
the Testastretta DVT eight-valve
desmo V-twin engine produces
maximum power of 160 bhp at
9,500 rpm. It has an extremely
linear delivery curve, with peak
torque of 136Nm provided at
7,500 rpm. At just 3,500 rpm
there's already 80Nm on tap,
and torque remains consistently
above 100Nm between 5,750
rpm and 9,500 rpm. You re-
ally feel this in the bike's flex-
ibility and ease of riding. More
than most Ducati performance
V-twins, the new Multistrada
will take any gear you throw at
it. Maximum power has been
increased by 10 bhp, but the
main advance is the introduction
of DVT.
In what is a first for the mo-
torcycle industry, the new
Multistrada's Testastretta DVT
motor features a variable valve
timing system with independent
control of both the intake and
exhaust camshafts. Operated
via oil pressure, this allows valve
timing to be optimized for both
high- and low-rev running, in turn
enhancing engine performance
all through the power range in
different riding conditions. This
ensures maximum power at
high rpm, a more fluid delivery,
punchy low-rpm torque and
lower fuel consumption, as well
as full compliance with forthcom-
ing Euro 4 noise and emissions
regulations.
Some riders on the launch in
Lanzarote the previous week had
complained that the new Mul-
tistrada vibrated more than the
previous model, especially under
acceleration between 6,000 and
7,000 rpm, but I couldn't find
any trace of that; and I was look-
ing for it. The seat, handlebars
and footpegs remained smooth
to the touch, and devoid of
meaningful vibration at any revs.
As I rode through the streets
of Bologna and out into the hills
home in urban use. Moreover,
the taper-section aluminum
handlebar is now mounted on
damping blocks to filter out
vibration while still retaining
good feedback from the front
tire, plus the passenger seat is
also lower and the revised pas-
senger grab handles are more
ergonomic.
This entirely rethought and
seemingly more spacious riding
(Top) For stopping power the
Multistrada gets larger 330mm front
discs with Brembo Monobloc M504
four-piston radial calipers.
(Bottom) The biggest difference
is its new Testastretta DVT
(Desmodromic Variable Timing)
motor.
