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Three years after the first version appeared we tested the new Ducati Multistrada 1260 Enduro with many new features and improvements that achieve superior performance in all scenarios. The best Multistrada in history is here.
At Ducati they took an important step forward when three years ago decided that their Multistrada should have a more off-road side to be in line with the increasingly demanding competition of the great trails.
That was a somewhat risky decision, because it was difficult to associate the image of the Multistrada with off-road travel. The Italians want to seduce users of other brands, with those of the eternal BMW GS in the lead.
They consider that the ducatistas are the majority among the consumers of the Multi and, therefore, to increase their sales they need to conquer the hearts (and the portfolio) of new customers who come from other brands with an attractive product.
It seems that inevitably we associate Ducati with the asphalt, the competition, Superbike, MotoGP. And it is logical that this should be the case, since it is not necessary to remember the experience and record of the Italian brand on the road.
Despite this general idea that Ducati only declines on asphalt, it is convenient remember that with a Cagiva Elefant equipped with a Ducati engine –When this was owned by the Castiglioni brothers–, Edi Orioli won two editions of the Dakar (1990 and 1994). It is not the first time that I take this reference and I will not elaborate on those times when the mammoth Elefant of Cagiva were the queens of Africa.
But I do think it is important to remember again that, despite the fact that the Elefant did not have continuity, the iTalians know what they are talking about if they refer to large trail ready to leave the road and get stained with dust and mud. This is what we did in Tuscany. Stained with dust and mud among trees and vineyards with Pirelli Scorpion Rally tires (without camera).
Enjoy the experience of driving a motorcycle 158 hp with knobby tires. And also of a Touring version with suitcases, and Scorpion Trail II, with which one only thinks of going around the world …
The new Multistrada Enduro now equips the version of the Testastretta variable valve timing engine. That means it mounts an engine with more muscle in the middle and a more pleasant feel. A chameleon propeller that adapts very well to this new version.
Remember that the DVT is a system by which the crossing of the two camshafts modifies the time between the intake and exhaust valves. In the DVT engine, the 1,262 cc displacement It is achieved by keeping the same diameter of 106 mm, but increasing the piston stroke, which goes from 67.9 mm to 71.5 mm.
It incorporates new connecting rods, crankshaft and cylinders, to achieve a power of 158 hp at 9,500 rpm with a maximum torque of 13 kgm at 7,500 rpm.
During the presentation they showed us some surprising graphs that reflected that 85% of maximum torque is available at 3,500 rpm. And compared to the previous version, the torque increases 17% at 5,500 rpm.
The Exhaust system has been revised and new manifolds and mufflers are appreciated, as well as the intake intake. The quickshift type change it acts both up and out gears and the alternator cover incorporates the gear sensor.
The most dynamic Multistrada
In addition to the incorporation of the DVT that reveals the new belt covers, there are also news in the cycle part. Small but at the same time big changes that make the Multi an easier motorcycle to ride if we go down tracks with its 19 ”front wheel.
It is shorter between axles and the advance increases slightly, in addition to that the swingarm is now lighter. The seat is 10 mm lower And, therefore, it stays at 860 mm, in addition to that there is an option of 840 mm and another of 880 mm.
When the seat height is lowered and shorten the suspension travel, since it goes from 200 mm to 185 mm in both trains, the Multistrada, a motorcycle that imposes due to its volume, is now easier to move while standing and maneuvering. This reduction in the height of the suspensions affects its dynamic behavior, since the center of gravity is lower.
It also gave me the feeling of being a more comfortable and accessible motorcycle when going up and down, turning in the middle of a road or pushing. The position of the handlebar is also more accurate, since the turret has been modified and is now 10 mm lower but retains the width.
The height of the footpegs, specifically the anti-vibration rubbers, has been modified so that 10 mm are gained.
The feeling that this Enduro version transmits with respect to the previous version is that it is now a more compact, homogeneous, manageable and stable motorcycle.
It gives the impression that Sachs electronic suspensions (semi-active) work in a more balanced way. Preserving your four driving modes, the inertial platform (IMU) from Bosch 6-axis has been optimized. Control and manage the ABS with cornering assistance, auxiliary lights (Cornering Ligths, DCL), the Wheelie Control and the traction control 8 levels, which is easily adjustable with the option to completely disconnect it.
In our first contact we had the opportunity to enjoy a off-road route, in addition to the obstacles of DRE Ducati Riding Experience that the brand has in Nipozzano, on a version with knobby tires (Trail Scorpion Rally), mounted on the new tubeless aluminum rims, which they say are 2 kg lighter.
At the beginning of the route I went out with him mode where the power is limited to 100 hp. I could see that the Multi is now more manageable and the engine is very sweet and smooth. I felt comfortable, but I was lacking some power and response, so I put the chips in order to to be able to have the 158 CV.
Practically responds from just 2,000 rpm and up to 9,500 rpm is elastic and forceful at the same time. It is noticeable that the engine torque has increased at low revs and this makes it easier to manage the engine.
I also adjusted the rear suspension hardening it a bit, and the truth is that I found myself very comfortable. With Enduro mode at no time did I disconnect the traction control totally and always left at the minimum level. In this regard, among colleagues in the profession we have not quite agreed.
It seemed like the best option to me because depending on how you open the throttle, that is, more or less violently, it allows you to skid slightly but without losing control. Others thought it was too intrusive. I do not. For tastes… colors!
Being a bulky motorcycle with 258 kg of weight, it has gained manageability thanks to the suspension adjustment and its revised dimensions, which on tracks is super fun, noble in reactions and controllable thanks to the precision of the connection between the throttle grip and the response of the engine.
The change, with a first cut for the most enduring sections, is now more precise, and I assure you that it is very exciting to join gears without cutting the throttle, raising a cloud of dust and enjoying the muscle of the best version of the Italian twin-cylinder engine.
In the afternoon I changed my boots for an asphalt route and tried the version with Pirelli Scorpion Trail II tires. He keeps the 19 ”rim and personally I am compensated by his reactions, with respect to the 17”, if we take into account that off-road the 19 ”transmits more confidence.
Without a doubt, this new 1260 is a great bike with which to tour. His comfort level is worthy of a GT, the electronics package works and has details that make a difference, such as the dimmable display in running order or the instrument cluster.
Not missing the Vehicle Hold Control to facilitate the exit on a slope, which is appreciated, once you get used to it, if you go with a passenger and with a lot of cargo, and also ride cruiser control.
The truth is that all this alphabet soup is easy to interpret through the menu and some comfortable buttons. The TFT screen is a luxury and putting the Multi to your liking and needs is really simple.
But the truth is that It is not a motorcycle within the reach of all pockets. As true as that your level of equipment is one of the most complete. The version in red color costs € 21,980 and the Sand, € 22,090. There are also different customization packs:
Touring Pack: heated grips, Touratech aluminum cases and handlebar bag. This is the version that we were able to test in Italy. Cost 24,113 euros in red, Y 24,313 the Sand version.
Sport pack: Termignoni homologated exhaust, water pump cover in black, front brake fluid reservoir caps and clutch fluid reservoir in polished aluminum.
Urban Pack: Touratech aluminum top case, tank bag with Tank Lock and USB socket.
Enduro Pack: supplementary led lights, engine protection bars, protectors on both radiators, drive pinion cover, rear disc protector.
Ducati Multistrada 1260 Enduro datasheet
|Motor type||2 cyl. in V at 90º 4T LC DOHC Desmo Testastretta DVT 16V.|
|Bore x stroke||106.0 x 71.5mm x 2.|
|Maximum power||158 hp (116 kW) at 9,500 rpm.|
|Maximum torque||128 Nm (13.0 kgm) at 7,500 rpm.|
|Feeding||Bosch electronic injection with elliptical bodies equivalent to 56 mm
with ride by wire.
|Clutch||Multi-disc in oil bath with anti-rebound system, hydraulic drive.|
|Gearbox||6 ratios with DQS up & down shifter|
|Secondary transmission||By chain of seals.|
|Direction Geometry||25 ° and 112 mm of advance.|
|Chassis type||Trellis type steel multitubular with aluminum swingarm anchor.|
|Swingarm||Double arm in aluminum.|
|Front suspension||Inverted fork with 48/185 mm stanchions with EVO Ducati Skyhook Suspension system, multi-adjustable …|
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