Ride Review: 2017 Ducati Multstrada 1200 Enduro w/Travel Pack

2017 Ducati Multistrada 1200 Enduro w/Travel Pack

Ergos:

• You sit IN this bike on a non adjustable std 35” high (optional 33.5 - 34.25” low seats available) firm, thin looking u shaped seat that limits fore/back movement dramatically…the back half of the seat curves up adding pressure points to my seat bones that had me taking notice before the end of the 40 min demo ride…almost immediately you become aware of a little heat transfer from the rear cylinder that had me questioning if it had a heated seat set on low (had same observation with the KTM 1290 Adventure, so perhaps a v-twin trait)

• The 50mm higher bars are a short reach & of decent height/width with a comfortable bend but still require bar risers for my 6’ 1” frame for standing & would need to be more forward for standing ….the cockpit feels intimate & closer vs the S10 & GS

• Knee bend is more than the Super Tenere’s with its seat in low position & despite the visual presence that the seat should be low because it forms a deep valley relative to the tall & wide fuel tank I could not flat foot at a standstill…balls of my feet for this high skirted ballerina….fortunately it is well balanced with good mass centralization. To its credit the bike is narrow in the waistline...just tall with 8” of ground clearance under the oem skid plate. The slim muffler design should permit panniers to be tucked in closer…optional oem are Touratech 40/45 litre units

• The Enduro has body specific side cowling & larger 30 litre tank that flares out wider than other Multistradas for good wind protection, but my knees contacted the inner front surface with aggressive braking

• Some thoughtful touches that should be standard fitment on other ADV bikes are a functional high strength cast steel hinged shifter & serrated foot brake surface the rotates via spring pressure with different heights on each surface & hand levers that have a more aggressive shape like aftermarket units & large serrated foot pegs with removable rubber inserts for street riding (the S10 has smaller versions of this)

• The instrument cluster is redesigned & contains a lot of info with legible digital speed display, a too small rpm bar graph & lots of well defined but tiny info on a myriad of electronically controlled parameters (the display apparently differs depending on mode selected). Most other bike display seems small, cluttered & positioned low forcing you to take your eyes off the road vs the S10’s clean, simple design & high mounting position. KTM’s 2 cluster design on the 1090/1290 is very good & amongst my favourites as well.

• You sit in a natural, upright but locked into position & feel dirt bike close to the front tire vs the 1st class roomy cabin of the S10 with its sense of sitting behind the front wheel with room to move forward & back enough to alter the rider triangle for relief on extended rides.

• The windscreen is small & easily adjusted for height with 1 hand while riding…Yamaha please improve the S10 design…and provides clean, buffet free air (caveat: no hwy speeds) for me at 6’ 1” regardless of position but lacks in overall coverage…low position hits me mid chest, high just under the chin….a wider, taller alternative would be a valued option

• All controls feel light, smooth & functional. Big mirrors on bulky stalks provide good rear, low vibration views, but miss the mark a little on aesthetics…still no self cancelling turn signals, which seems odd & an oversight in this era of uber integrated electronics, safety conscious/regulated big brothers & newbie riders, particularly since some 30+ year old bikes had effective working systems.

Drive train:

• Ducati has done a very good job with fueling, improving the refinement & low speed character making low speed riding drama free vs the 2014 model I last rode…it feels like they added mass to the flywheel because it will now pull the lower gears from idle without hesitation & lurching…the sub 4k rpm torque is more big twin like now, but still weaker than the S10….the DVT contributes to a linear feel with good useable power at real world speeds while being quicker revving than the S10…Urban ride mode was selected for us that provided smooth, progressive throttle response well matched to city & everyday riding….the motor is not as smooth as the S10 with more high frequency vibes & less engine braking

• The 1st time you shift up from or down to 1st gear will catch you off guard because it is not a linear transition like the rest of the gears…the Enduro has a lower 1st gear that begs to be up shifted by 4 to 5 k rpm…once you have adapted (read short shift) it aids in low speed technical maneuvers, again kudos to Ducati for exemplary low speed fueling & throttle control…the gear box/clutch is light & accurate in execution…the final gear ratio is shorter as well vs other Multistradas to handle the extra mass of the claimed 560 lb beast

• Riding in a demo group ride with some of the Ducs in front & around me with aftermarket exhaust and/or more robust tuning easily over shadowed the Enduro’s exhaust note to the point where I struggled to hear it…it’s quiet, for a Ducati….most of the feedback is in the form of intake noise & feel of the 90 degree v-twin with a subdued but still pleasant song emitting from the exhaust...that classic 90 degree Duc sound is still there, particularly as the revs climb, just EPA sanitized

• It’s a Ducati, so has a playful feel that wicks up the tempo easily as the revs climb…despite a well planned demo route on public country roads & lead rider that allowed us to play...a little...the tach never ventured above 7k rpm…so me & the Ducati 1198.4cc Testastretta DVT 152 hp 94 lb ft Italian Stallion (Canadian Enduro Specs) never got fully introduced

• Nice light & tactile clutch engagement

Suspension/Steering/Brakes:

• The Skyhook suspension provides a firm, well controlled, planted feel that holds a line well & never draws attention to itself that absorbs larger road surface ruts & bumps without feeling harsh & seamlessly adapts to the changing road surface….adaptive semi-active suspensions are wonderful…..they improve the riding experience & increase the safety margin…the downside will be the cost of repair/replacement….Yamaha you need to jump on board

• Steering is light & direct connecting you with the road tracking exactly where your eyes go…my demo was the Travel pack with Pirelli Scorpion Trail II street rubber (Pirelli Scorpion Rally knobbies optional)

• Brakes are firm, strong, easily modulated & caused some initial dive in the long travel suspension when applied more aggressively (Urban ride mode), but the semi-active suspension quickly steps in & takes control….no see-saw-pitching rocking horse with this baby.

Electronics:

• It has a full & comprehensive electronics suite including keyless fob operation, cruise control, heated grips, all the nanny aids, Bluetooth, a hill hold feature & a sophisticated lighting system offering cornering illumination, that permits many customizable settings & well matched factory tuned multiple rider modes, but we were asked not to play with them during the demo ride, instead to see a sales person after the ride….dual controllers on the left bar are your interface.

Overview:

• I’m sure that the Enduro, spec’d with its street width biased 19/17 tires, spoked wheel combo & 266 model specific equipment changes is a capable high performance Touring/ADV bike, but it still feels like a tall Ducati street bike with compromised long haul ergos vs the GS & S10 all around goodness, comfort & Swiss Army knife-like capability & the KTM Adventures oozing dirt bike dna throughout with equally powerful motors, lively, sophisticated suspensions & more accommodating seating….some scribes claim it is the best Multistrada to date despite the additional suspension travel and that the model specific dual rate springs/tuning/rake/trail have this bike dialed in very well. I ride the Multistrada 950 with its 30mm lower suspension, lower spec components/electronics & slightly different seat next week & will offer comparison. As we are learning from some bike like the Suzuki 650 Wee-Strom & KTM 1090R, when executed well, less can be more…we will see.

• Ducati has adopted BMW’s multi-tiered option packaging with 4 price escalating option packs to choose from & offers the Enduro in Canada in Red/white & Grey/white…my red headed demo with Touring Pack adds $1,597 to the base $22,995. Improve the seating accommodation & this could be a fun high speed ADV/Tourer alternative for the Ducasti crowd…although given Ducati’s high cost of maintenance/quality control/reliability history/elaborate electronics, long term ownership would be best served with extended warranty coverage (there has already been a recall on the new in 2016 Enduro rear shock eyelet that could crack)….but to be fair that applies to many manufacturers now….hence, one of the intrinsic benefits & not so sexy virtues of Yamaha’s Super Tenere, that inconspicuously goes about its business surprisingly well for a big boned girl & on average, trouble free operation for tens & hundreds of thousands of miles with enviable acquisition costs, service intervals & affordable maintenance/repair costs!

• Nothing in the Multistrada camp that would entice me away from my 2014 ES flashed/dyno tuned, Arrow header equipped S10 mistress...although I can’t back this up with empirical data, she feels stronger down low with at least equal mid range to about 6k rpm….then the Ducati vvt & higher output & redline take over, which is fun for adrenaline rushes….but in the real world, surfing the S10’s enormous flat torque band is preferable to me.

• I missed out on a demo ride on the new KTM 1090R earlier this year, so will have to wait for next year. Rode the Std & DCT Africa Twin last month & was impressed with the Std…if my riding were heavier on the dirt side of the equation it would be a tempting alternative as it is a superior non-pavement performer, but with my dirt ratio about 20-30% the benefits the S10 provides still win the day…..BUT that doesn’t rule out another mistress in the stable, most likely a lighter more playful muse …hee….hee. Friend Cory rode a Monster 797 fitted with a Termigoni exhaust & came away smiling & impressed while we both eyed a sweet looking Scrambler on the show room floor that had entertainment value oozing from its pores. As with many am anxiously awaiting the arrival of Yamaha’s new T7 based Tenere & KTMs 790 Adventure both of which may become game changers by filling a niche not fully serviced by the current Triumph & BMW middle weight ADV/Dual Sports.