Test Ducati Multistrada 1260 S - frontal attack on the cow

Test Ducati Multistrada 1260 S - frontal attack on the cow

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ergonomics

You sit surprisingly low in the saddle of the Ducati Multistrada 1260S. The tank is very wide and the handlebars are even wider. The windshield, which can be adjusted in height with one handle, offers good to very good wind protection (depending on the size of the driver). The saddle is comfortable, slimmer around the crotch, noticeably wider under the butt. There is plenty of space for the pillion cushion. The footrests are comfortably positioned and high enough not to rub against you. There is a main stand as standard. Peppy: the illuminated steering controls, the large color display and the well-functioning cornering lights. The two side cases need to be assembled with the right technique and a mixture of feeling and force. Silicone spray helps. Sitting upright on the Multi, the curve chase begins. 

Handling

Basically, the Ducati Multistrada 1260 S is an easy motorcycle to ride. The wide handlebars and the low seating position integrated into the motorcycle are particularly helpful. I will explain your special steering behavior in the chassis section. Their high high-speed stability is pleasant, as long as the tire is not unfavorably worn. The 17-inch tires – front and rear – fit the Multistrada well. It is mainly used on the road, where the tires are just right, but could even be a bit sportier. If you only want to drive the Multi over asphalt strips, I recommend the Bridgestone S21. This makes the Multistrada more agile and offers more feedback from the front. 

Engine/transmission

Of course, Ducati's most expensive touring motorcycle has all the electronic goodies you can imagine, including various riding modes. The 1262 cubic two-cylinder engine with variable valve timing (DVT) and dual ignition produces 158 hp and 128 Newton meters of torque. You need some experience to be able to classify the performance, but I would like to describe it very simply: The thing always, really always, has more than enough oomph to push forward very seriously. It doesn't matter whether you turn the electronic throttle at 60, 80 or 160 km/h - it always has power. What is particularly impressive is the omnipresent torque. Paired with the automatic gearshift (up and down!), you only need the clutch lever to drive away. Important: When downshifting without the clutch, the throttle grip must be completely closed. A real change for drivers who double-declutch automatically. Upshifting works well BMW R 1200 GS Adventure but could do it a bit better. The Ducati outdoes the BMW when it comes to downshifting - it works almost completely smoothly here. The individual driving modes can be clearly felt on the throttle grip. The more well-behaved the mode, the more tame the V2 acts. And if you push things too far, the traction control intervenes sometimes more sharply, sometimes less sharply. Compared to the old Multistradas, you can clearly feel the improvements: the control interventions become gentler, softer, and more inconspicuous from generation to generation. 

Undercarriage

The Multistrada's fully electronic Skyhook chassis seemed a bit tight and imprecise to me at first. Short strokes seemed unnecessarily harsh to me. Long bumps caused slight rocking. I wanted to try out the various adjustment options, but after just a few clicks I seemed to get lost in the setup. Return to factory settings. The steering behavior is difficult to describe, but similar MT-09 In the first few degrees of inclination it literally fell into place, only to then suddenly become more unwieldy/stable. I prefer neutral steering behavior. Although you get used to the Multistrada characteristics over time, the BMW GS was able to do it better or more neutrally in a direct comparison. On the other hand, once the chassis has been brought up to temperature and moved properly, it is more precise than on the Bavarian. Only in strolling mode is it – in my opinion – too tight.

Brakes

Ducati mounts Brembo M50 brake calipers at the front and the latest generation of Bosch cornering ABS. The effect: crispy. Although the pressure point on the brake lever could be a little harder, the controllability is solid to good and the deceleration is impressive. If you want, you can set braking points very late and not be stretched with long control interventions when the ABS intervenes. This works really well. I was able to detect a subtle fading of the front wheel brake on my home route, but that was to be expected when the outside temperature was over 30 degrees and the brakes were really bad. If you look at it soberly, the braking system even has race track potential. The rear brake finally works as expected. The lever travel is neither too short nor too long, the delay and controllability are correct. In urban areas you can master almost all braking maneuvers using just the rear wheel and engine brakes. Did Ducati well. 

Noticed

How wide the tank is, even though only 20 liters fit in it. How much the display vibrates when you drive at low speed. How tightly the chassis is tuned. And how well the electronics now work. 

Failed

Assembling the suitcase set is a bit laborious when it's new - it should be easier. The display glass is very sensitive to scratches. 

Test verdict: Ducati Multistrada 1260 S, by p.bednar

More information about Ducati Multistrada 1260 S

With kind support from  TOTAL Austria

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