multistrada 1200 s

01
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donline.de
N
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DUCATI SP
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D U C A D A 1200 S
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G er m an y 3, 90Sw€itzerland SFr 7.70
40 y € 3. 90 0
AustGriaer€m4.an
Finland € 5.9
BeNeLux € 4.60 ly € 5.20
Greece € 5.70 Ita Slovenia € 5.20
Norway NOK 55.00 ries € 5.40
Spain € 5.20 Cana
km000
50 9 000
T E S T & T E C H N O L O G Y
Endurance Test Closing Balance Ducati Multistrada 1200 S
4 00
0
48 00
0
47 0
00
46 00
0
45 00
0
44 00
0
43 3 4
7
42 0
00
41 0
00
40 00
0
39 93
8
38 0
00
37 0
00
36 00
0
35 21
9
33 0
00
33 0
00
32 19
9
30 0
0
0
30 00
0
29 00
0
28 50
4
27 0
0
0
26 30
1
25 0
0
0
24 00
0
23 0 0
0
22 36
5
20 0
00
20 0 0
0
19 0
00
18 0
00
17 0
00
16 0
00
15 0
00
14 0
00
13 0
00
12 0
00
11 1
29
10 7
2
95
4
2
81
00
70 0
0
60 0
0
54 0
0
40 0
0
30 0
0
20 0
0
10
IS NOTHING
BROKEN?
Fork seal ring on the right
side replaced
Swing arm guard looped
through, swing arm replaced
Gear sensor replaces
We love the Italians and their wonderful accent. And we
love their motorbikes – as long as they do not get broken.
In the endurance test, however, the red racers did not
prove to be reliable and stable. Can the Multistrada combat typical prejudices?
Gear indicator goes haywire
from time to time
Exhaust valve hangs, silencers
replaced, key battery replaced
Hand protection on the right/
left side torn, replacement
Swing arm guard looped
through, swing arm replaced
Occasionally error message
EXVL exhaust valve
Long pedal travel, rear wheel
brake vented, key battery
replaced
Key battery replaced
34
T E S T & T E C H N O LO G Y
“Bella figura” even when stationary: the Multistrada photographed with tester Georg Jelicic and in fresh green surroundings
By Gert Thöle; Photos: Jacek Bilski, Georg Jelicic, Werner Koch
O
ne could again sing the old song
of the Italian motorbikes which
arouse a great deal of emotions
and passion, however do not really fulfill the local quality requirements. Are
these clichés still relevant today? No! Times
are changing, a BMW is no longer obligatorily
boring anymore today, and a Ducati does not
necessarily fly past your ears. The way from
the old times, in which these prejudices surely had a certain foundation, into modern age
is definitely a long and tedious process.
Ducati has proclaimed the aim of quality improvement some time ago, long before the
acquisition arranged by Audi. The technical
manager Claudio Domenicali is internally
known and feared as a true quality enthusiast, quasi the counterpart to the VW-Manag-
1/ 2013
Endurance Test Closing Balance
er “Fugen-Ferdi”, Ferdinand Piech. However,
the way was thorny for Ducati, as the endurance tests of the 999 and 1098, which went
bad, have shown. There was plenty of work
to do.
Now the next attempt is being initiated.
A healthy dose of skepticism shown by the
testers could definitely be comprehended
when the Multistrada 1200 S tackled the endurance test distance in spring 2011. Particularly since the touring-fun motorbike as the
first Ducati was packed with electronics to
full extent. Adjustable motor mapping, ABS,
traction control, electronic chassis – and this
all even intertwined
with each other in driving programs which
can be preselected.
So the question
arises whether
the immediate
attack with the feared cable mess is programmed?
This fear did not apply, because the electronic system worked astonishingly trouble-free
for more than two years if you abstain from
some small occurrences and defects. This
way, last winter the gear sensor suddenly
failed which led to massive confusion in the
board computer. Even before the Multistrada
temporarily showed a light misfiring, possibly this had already indicated this defect. At
that time the display did not deliver any error
message. However, the Ducati did not have a
breakdown, the transportation vehicle was
not required. Even the four times renewed
battery of the radio transmitter key could not
stop it. The board computer reports the
weakening in time in the display. The reason
for this could possibly be that the key temporarily was located near the motorbike and
therefore was communicating with the
machine for days. This theory is supported by the fact that the last both
batteries lasted for approximately
20,000 kilometers.
The bearing shells of both
lower large end bearings make a relatively
worn impression.
However, the clearance was still within
the tolerance area.
In contrast the upper
large end bearings
are faultless, so that
the connecting rods can
be further applied with
new bearing shells.
A shift fork shows run marks and has
a little clearance in its duct. It is definitely no serious problem, however,
one would replace it before the assembly.
Light run marks at the crankshaft give
no real cause for concern, the measure is
within the installation tolerance. Obviously there were light contaminations in
the oil, which produced superficial
grooves and breaks
Measurement values
Balance after 50,000 kilometers Compression
PERFORMANCE CHART1
Torque in Nm
120
110
100
90
80
70
Piston rings, end gap, second ring
Piston pin/piston radial clearance
9 10 11 12 13
Measurement according to 2602 km
49 987 km
sec
sec
sec
3.4
5.3
10.0
3.3
5.3
10.2
sec
sec
sec
4.1
4.5
5.4
4.0
4.4
5.5
Engine power
Average fuel consumption over 50,000 km
Fuel (Super) Engine oil l/100 km
l/1000 km
Actual dimensions
118 Nm bei 7700/min
Acceleration
60–100 km/h
100–140 km/h
140–180 km/h
Wear and tear
Piston rings, end gap, first ring
PERFORMANCE
The heads make a clean impression, little sediments, hardly any
oil carbons. Valves and seats
with little traces of fire
in a good condition. The desmodromic system does not hammer the valves into the seats,
this saves the material
Operating tolerance
Piston clearance
Surprisingly the Multistrada could improve a little
bit in the lower area during the course of time,
whereas it loses some PS in the top. This is also expressed in the driving performance, only in the
top sector the Ducati has minimal losses.
0–100 km/h
0–140 km/h
0–180 km/h
WEAR AND TEAR
Installation tolerance
Engine output
120 160
Initial measurement
110 150
108.3 kW (147 hp) at 9500 rpm
140
116 Nm at 7700 rpm
100
130
Final measurement
90 120
105.8 kW (144 hp)
at 9200 rpm
80 110
118 Nm at 7700 rpm
100
70
90
60 80
50 70
40 60
50
30 40
20 30
20
10 10
kW PS
0 1 2 3 4 5 6 7 8
Engine speed in rpm x 1000
7.4
0.05
The compression has even increased, probably the large
twin needs a proper time of operation
CO N D I T I O N
Cylinder head: an inlet valve and two outlet vales are a little bit leaking. The
valve seats only show little traces of fire and are only little broadened. Valve
ducts, rocker levers and cams are in a good condition.
Cylinders/pistons: the pistons have an even motion picture and only light
sediments, the cylinders hardly show any run marks. Form and measure tolerances lie within the operation tolerance.
Crank drive: the large end bearings show clear run marks as well as the
crank pin, however, the radial clearance ranging moves within the framework of the tolerance. Connecting rod eyes and piston pins are ok. One
crankshaft anti-friction bearing has a noticeably higher clearance ranging
than the other one.
Power transmission: the friction disks and steel disks of the clutch are hardly worn, clutch basket and clutch hub as well as the ramps of the anti-hopping mechanism also show only little run marks. The shift forks have clear
run-up tracks and an increased clearance ranging in the nut.
Frame/chassis: the coating of the frame is in a good condition, also the remaining finish makes a good impression. At the fork there are scrape marks
of the break lines. The chassis suspension is without any clearance ranging.
Big end bearing radial clearance
Valve seat width intake
Valve seat width output
Valve spindle clearance intake
Valve spindle clearance output
Clutch spring, free length
Clutch friction disc width
Shift fork/ gear wheel clearance
1
Power at the crankshaft; measurements on the Dynojet roller
dynamometer test bench 250, corrected according to 95/1/EC, maximum
tolerance ± 5 %
36
T E S T & T E C H N O LO G Y
1/ 2013
w w w. m o to r r a d o n l i n e. d e
T E S T & T E C H N O LO G Y
37
One can already recognize: these were not
any highly dramatic things at all, rather slight
details compared with the electronic disaster
of the endurance test 999.
The few mechanical defects were little
spectacular, as well, although annoying. The
fact that a rather small damage like the occasionally hooking exhaust valve cannot be dismissed as trifle can be realized, at the latest,
when you get the receipt at the cash desk.
When the board computer indicated a corresponding error message for the first time, the
garage tried to repair the valve with lubricants and gentle force. This could be succeeded, however, turned out to be a temporary solution. At the mileage of 27,000 nothing could be done anymore, the valve was
overhead, the complete pre-silencer had to
be replaced. At the testing machine this happened within the guarantee period , outside
the guarantee period such a damage gets
quite expensive: 1000 Euro alone have to be
paid for the material. Our advice: it definitely
makes sense to observe the condition quite
frequently. Particularly if you drive your Multistrada like the testing machine also in the
winter and at miserable weather conditions.
The BMW S 1000 RR had a similar defect in
the endurance test, the exhaust valve of
which was knocked out and also led to a replacement of a wickedly expensive, completely intact pre-silencer. It is actually a pity
that the producers combine more and more
components and functions for cost reasons,
so that small defects have a great impact.
At the Ducati there was another bit, however, surely avoidable damage: the swing arm
had to be replaced two times, because the
chain had etched a groove into it from below. First of all, the drivers have to take a
good look at themselves, the chain was
too loose and probably was replaced
too late. The pinion already got light
saw teeth and thus pulled up the
lower chain whopper. Any wheel
guard bears this for long.
Obviously Ducati drivers
take better care of their valuable
material: in the readers’ experiences you will not find any comparable damage and also the
clamping exhaust valve seems to
be an individual case. There are other mechanical problems at different places, even serious
damages are reported. After
having a crankshaft damage a reader replaced his
machine by a new one. Despite more or less clearly formulated criticism all readers
except one would again purchase the power fun motorbike
at any time.
However, two points of criticism
run like a red thread through the let-
ter. On the one hand the high consumption,
about which almost all drivers complain,
most of them, however accept in view of the
offered driving dynamics. As an average, the
durability test machine consumed approximately 7l / 100 km.
The one groove which has
pulled a splint into the
piston, is not a big
problem at all. Apart
from that the pistons
make a very good
impression, however,
have already a
slightly increased
profile and would
now be replaced by
new ones.
This is more than most of the super sport machines feed (see table page 41). After all the
benchmark data of the Multistrada are at a
similar level and without any doubt the durability test machine was driven by many drivers in a rather committed manner. A restrained handling of the throttle lever would
imply little improvement with regard to consumption, the Multistrada needs at least six
liters. This applies to other water-cooled
Ducatits today, as well, whereas their predecessors had a quite economical consumption
Costs and Maintenance Costs
Operating costs based on 50,000 kilometres
19 litres of oil @ EUR 16.50 EUR 313.50
5 oil filters @ EUR 13.82 EUR 69.10
5 air filters @ EUR 61.03 EUR 122.06
4 ignition plugs @ EUR 28.19 EUR 112.76
2 sets of brake linings, rear @ EUR 67.40 EUR 134.80
2 sets of brake linings, front @ EUR 128.52 EUR 257.04
2 sets of drive belts @ EUR 98.84
EUR 197.68
4 sets of chains @ EUR 318.68 EUR 637.36
Brake fluid EUR 16.35
Small parts, lubricants EUR 172.18
Inspections and repairs
EUR 1752.27
Tyres (including installation, wheel balancing and disposal)
EUR 2128.55
Fuel
EUR 5801.91
Total cost EUR 11,715.56
Purchasing price EUR 18,245.00
Depreciation EUR 7645.00
Estimated price (dealer’s selling price) EUR 10,600.00
Costs per kilometre (excluding depreciation) EUR 0.234
Costs per kilometre (including depreciation) EUR 0.387
38
T E S T & T E C H N O LO G Y
The many small levers of the
complicated desmodromic
system have maintained an
astonishingly good condition
and only occasionally show
superficial and harmless run
marks, also all camshafts look
virginal.
of petrol in former times. However, it should
definitely be mentioned that as a countermove to this the express surcharge is kept
within limits. Even moved in a very rapid
manner the Testastretta motor does not consume more than eight to nine liters.
Thus, one has or can cope with this, whereas
a weakly working rear wheel brake is actually not acceptable.
The FCC oil bath clutch combines antihopping and servo-impact by means of
double ramps in a sophisticated manner.
An ingenious and high-quality component which has overcome the complete
distance in a perfect manner.
Ducati adopts a position Maintenance and repair costs
Kilometre reading
Locking pin for passenger footrest loosened 3,528
Key battery replaced
5,400
Key battery replaced
8,124
Front and rear tyres replaced, Michelin Power Pure
8,167
Rear wheel brake vented, key battery replaced
9,527
Exhaust valve made practicable after heavy corrosion
12,050
Front and rear tyres replaced, Conti Road Attack 2 19,922
Set of chains, swing arm, brake linings, rear and
exhaust end piece (warranty, clip broken) replaced
20,536
Front and rear tyres replaced, Pirelli Scorpion 22,176
Hand protectors right/left (cracked) replaced
25,130
Front and rear tyres replaced, Bridgestone BT 26,473
Silencer (warranty, due to hanging valve)
and key battery replaced
27,450
Gear sensor replaced (warranty) 33,921
Rear brake linings and swing arm guard replaced
36,541
Set of chains, swing arm guard replaced, swing arm and front
and rear tyres, Dunlop Sportsmart replaced
38,893
Front and rear tyres replaced, Conti Road Attack 2 42,109
Right fork oil seal replaced (warranty)
42,734
Front brake lining replaced
46,260
1/ 2013
… with regard to the enormous battery
consumption of the radio transmitter key:
after several delivered Multistradas we hear
about it for the first time. We think that an untypical
handling of the key has led to the increased battery
consumption. It is decisive that the key is not kept
within a radius of about two meters from the car
when the motor is switched off.
… with regard to the weak rear wheel brake:
the wish of some customers for a better
pedal feel was also expressed towards our
traders. For this reason, within the framework of a
goodwill provision we have developed a revised
brake cylinder and a modified brake line. Due to
the ABS we urgently advise against experiments
with other brake pads.
… with regard to the hanging exhaust valve:
according to our state of knowledge it is a
unique case. We think that through the intensive
use of the durability test machine in winter
gritting salt caused the corrosion damages at the
valve mechanic.
…with regard to the wear at the lower large
end bearings:
50.000 kilometers in the hard test mode have
w w w. m o to r r a d o n l i n e. d e
left traces at the large end bearings. Since, as a
whole he motor is in an excellent condition, we
are very content with the result. The large end
bearing moves within the tolerance sector,
however, in this specific case in which the motor
has already been disassembled, we would install
new bearings.
Photo: Katriin Sdun
Endurance Test Closing Balance
… with regard to the partially ground shift fork:
the shift fork would definitely render
performance for many further kilometers and
switching operations without any abnormalities.
… with regard to the good condition of the
FCC oil-bath clutch:
we are very satisfied with our new generation
of clutches. The oil-bath solution leads to less
wear and smaller manual forces.
Ducati technicians Kai Liedmann and
Managing Director Walter Bauer in conversation with MOTORRAD testers Vetter
and Thöle
… with regard to the defective gear sensor:
here we only know a few cases. Of course, we
would solve such a case within the context of our
goodwill philosophy.
deficient chain tension caused the damage. On
this occasion we would like to point out that
there is also a tool to inspect the correct chain
tension within the standard delivered board
tools.
… with regard to the partially ground swing arm:
this damage at the Multistrada from
MOTORRAD is the only case. Therefore,
unfortunately we must assume here that a
T E S T & T E C H N O LO G Y
39
I have now been driven approximately 24,000 km with the Multistrada since August 2012. After many years of Yamaha, baby break and then
BMW it was the right decision. Yesterday I ordered a new Pikes Peak. Until
now I have had no serious disturbances if one has become used to the nonworking rear wheel brake. Problems: stopping in idle run, rear brake, cockpit (indicator lamps constantly light up). Due to the CO-value the Ducati
has failed at the MOT. After corresponding adjustments everything was ok
again. I am thrilled with the motor. The seating position is great. The consumption of petrol is slightly above 6l/100 km. Until now I have only driven
the Pirelli Scorpion, it can be applied for about 7000 km. I have also driven
another MTS with Michelin and was keen on the better handiness
Dietmar Papenfort
After 35 years of active motorbike riding I have finally found
my dream bike. I have been driving the Multi for two years and almost 20,000 km now. There has not
been any problem at all, no unscheduled garage stay or other disturbances. An inspection and that
was all. When I go on a tour I easily
install my motorbike case, plug in
my navigation system and off I go. And after eight hours you still sit on your seat
in a relaxed manner. I am very much thrilled with the engine power increase,
particularly in the sport mode, when these both “ravioli can pistons” take up their
work. It is simply cool. If you drive the Multi, you will feel “le emozioni!.
Thomas Weichert
In advance I would like to point out that I have not regretted one single meter with the Ducati, since I have changed from the BMW R 1200 GS
to the Ducati Multistrada in spring 2011. Until autumn 2011 I have been dri-
Endurance Test Closing Balance
Practically all letters make this problem a
subject of discussion. In this, two phenomena have to be distinguished: it is a real defect
when the pedal travel is gradually increasing
until finally there is no braking effect anymore. This happens when air gets into the
system, which is difficult to get out again. For
this Ducati offers a conversion kit consisting
of brake pump and brake hose. A double seal
in the new pump is to avoid that air gets into
the brake hydraulic system at all. The other
phenomenon is the innately weak
impact of the rear brake. Stoppie artists who
Maximum points
Since I have purchased my Multi I have driven 12,600 km completely
without any problems and breakdowns. If you have once made the basic
settings in the menu and increased the spring preload at the front, the
chassis fits perfectly. I cannot understand your criticism on the
throttle response in the sport
mode, with the chain wheel
guard I did not have any problems either. The best thing is to
regularly carry out own inspections and not to delegate
everything to the garage. In addition to this, also the retrofit chain
lubricator has a positive impact,
which doses depending on the speed. The chain still makes a very good impression and the contamination at the rear wheel is low, as well. The installation for approximately 450 Euro is worth while spending each Cent. At
more than 200 km/h the Multistrada remains calm, at top speeds it gets a
little more turbulent. As a whole, the wind and weather protection is very
good. The consumption is between 5.8 and 8l/100 km. I have to criticize the
slightly bad gear switching capacity and the bench seat could be more
comfortable.
Bernhard Gläser
In May 2011 I purchased my Multistrada 1200. I only had problems with
a practically functionless rear wheel brake. Ventilating did not imply any improvement, the consumed retrofit kit from Ducati did not bring any clear
improvement, either. At a mileage of 19,000 a singing noise appeared from
the motor sector on the return tour from Sardinia in June 2012. After a
constructive talk the trader offered me a repurchase of my machine as well
as the purchase of a new 1200 at acceptable conditions. At this one it becomes evident that Ducati definitely can install efficient rear wheel brakes. The
“new one” has now driven 7000 kilometers without any disturbances within
three months
Horst Czyzewski
change from the super sport machine to the
Multistrada will realize this to a smaller extent
than those who change from another trademark and another motorbike type and use
the rear brake more intensively.
The last way of a MOTORRAD endurance
tester leads into pathology for the purpose
of autopsy. Rough damages were not expected at the disassembly, because the
Ducati has run without any abnormalities until the end, only mechanically a little bit louder at the end. The inner life of the cylinder
heads makes a very good impression. Only a
few sediments in the ducts and on the valves,
the many small desmo-levers are in a perfect
condition, everything is picobello. The pistons and cylinders show a slightly increased
profile, however, optically make an excellent
impression. Only the lower large end bearings make quite a worn impression and now
definitely require new shells. In addition to
this, a shift fork would have to be replaced
before assembling. As a whole, a solid result..
Thus, we can draw the conclusion: is
nothing really broken? It looks like as if some
essential quality improvements have taken
place in Bologna during the last years. No serious damages could be determined within
the endurance test of the Multistrada, the little flaws and defects are tolerable. And there
should finally still be a little scope for optimizations and improvements, so that Claudio
Domenicali can continue to torture his team.
www.motorradonline.de/dauertests
T E S T & T E C H N O LO G Y
1/ 2013
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pre
1
Harley-Davidson Road King
7,0
21
6,5
5
3
25
10
3/0 27
24
85 23/08
2
Yamaha XJ6 Diversion
7,6
20
5,4
5
41
7
3/0 27
25
84 25/10
3
Honda CBF 1000
7,5
20
6,4
3
43
6
1/1 24
25
78 18/07
3
Suzuki Bandit 1250 S
10,6
14
6,0
4
46
5
2/0 28
27
78 02/09
3
Suzuki Gladius
10,0
15
5,0
5
43
6
1/0 29
23
78
10
30
30
100
3
Yamaha XT 1200 Z Super Ténéré
7,9
20
6,3
3
42
6
4/0 26
23
78 03/12
Triumph Sprint ST
9,5
16
6,5
3
45
5
4/0 26
26
76 03/07
8
BMW K 1200 S
9,5
16
6,6
3
44
6
5/0 25
25
75 24/06
8
Kawasaki ER-6f
8,2
19
5,0
5
46
5
5/0 25
21
75 07/08
10
Honda VFR CBS-ABS
10,5
14
7,0
2
44
6
1/0 29
23
74
11
Yamaha YZF-R1
10,6
14
6,8
6
1/0 29
22
73 25/08
12
7,4
7
5/0 25
26
71
2
4/0 26
21
71 02/04
47
5
5/0 25
23
70 23/07
12
Ducati Multistrada 1200 S
12
Suzuki V-Strom 1000
8,4
19
6,5
2 44
1 41,9
3 56
14
Suzuki GSX-R 1000
11,4
13
5,9
4
11,8
17/03
BMW F 800 S
8,7
18
4,8
5
42
6
4/1 21
18
68 02/08
15
Honda Fireblade
12,9
10
6,1
4
45
5
3/0 27
22
68 20/09
15
MZ 1000 S
8,8
18
7,3
1
54
3
4/1 21
25
68 01/06
18
Kawasaki ZX-10R
12,3
11
6,3
3
55
2
1/1 24
27
67 14/06
18
Triumph Daytona 675
11,1
13
5,7
5
42
6
8/1 17
26
67
18
Yamaha XT 660 X
10,5
14
4,8
5
53
3
3/0 27
18
67 06/06
21
Aprilia NA 850 Mana
8,6
18
5,3
5
50
4
4/0 26
13 6
66 02/10
21
BMW R 1200 GS
6,1
23
6,0
4
50
4
6/2 14
21
66 21/05
21
BMW S 1000 RR
11,4
13
6,4
3
41
7
7/0 23
20 6
66 04/12
21
Kawasaki ZZR 1400
13,1
9
6,9
2
44
6
4/1 21
28
66 03/08
4
17/08
25
Triumph Thunderbird
9,6
16
6,2
42
7
8/1 17
21
65 06/12
25
Harley-Davidson V-Rod
11,2
13
6,9
2
41
7
8/0 22
21
65
25
Kawasaki Z 1000
11,8
12
6,5
3
56
2
3/0 27
21
65 04/05
28
KTM 690 SM
12,3
11
4,6
5
44
6
7/2 13
23
58 22/09
28
Aprilia RSV4 R
12,9
10
8,2
0
46
5
10/0 20
23
58
21/12
30
Kawasaki Z 1000 ABS
17,7
0
6,3
6
3/1 22
25
56
24/12
31
Buell Lightning XB12S
12,9
10
5,5
3 44,7
5
41
7
6/2 14
18
54 25/06
32
KTM 950 Adventure
8,7
18
6,7
2
38
8
9/2 11
10
49 16/05
33
Suzuki Intruder M 1800 R
11,3
13
6,7
2
48
4
6
18 6
43 16/09
34
Ducati 999
14,6
6
6,4
3
56
2
11/0 20
9
40 26/05
35
BMW K 1300 GT
8,5
18
6,3
3
42
6
11/4
0
36
Ducati 1098
16,7
2
7,2
1 45,6
5
12/3
37
KTM 1190 RC 8
15,4
4
6,2
4
6
10/3
44
Harley-Davidson
Road King
3.
Suzuki Bandit 1250 S
7.
2.
Yamaha XJ6 Diversion
3.
Suzuki Gladius
8.
3.
Honda CBF 1000
3.
Yamaha XT 1200 Z
Super Ténéré
8.
Triumph Sprint ST
10.
Honda VFR CBS-ABS
12.
BMW K 1200 S
11.
Yamaha YZF-R1
14.
Kawasaki ER-6f
12.
Ducati Multistrada
1200 S
15.
01/13
15
4/4
1.
03/11
7
ENDURANCE TEST ASSESSMENT
The assessment table gives an overview of the
MOTORRAD durability test machines during the
last years. 100 points can be achieved, at maximum, divided into five partial assessments. The
costs per kilometer include expenses for inspections, spare parts and wear parts, wheels and
chain sets. For the petrol consumption the average is being calculated over the entire 50,000 test
kilometers. The loss in value is based on a DAT-estimation. The relation to the list price is assessed
5
40
25
The models in pictures
De
ven more than 15,000 km. After the inspection at 12,000 km there were real
problems with the electronics. The engine stopped during the drive and
could not be started anymore. The switching unit with the activate button
was replaced, since then there have been no problems anymore. The rear
brake has lost its impact as early as after the first months. This was reworked
once in the year 2011, the defect was then removed quickly. In July 2012 my
Ducati trader installed a new rear brake unit, after 3000 km today there is
still the same condition again as previously. The carbon registration plate
carrier looks really great, unfortunately in case of solar radiation a road user
driving behind me does not see my indicator. The carbon registration plate
carrier is attached with four black screws which rust after three months.
Otto von Hören
Co
st p
In the meantime I have been
driving my Multi for two years
and altogether 27,000 km
now. Despite some annoying
problems within the guarantee
period (crankshaft bearing damage, leaking front fork, rear wheel
brake, dashboard) I am still thrilled with this motorbike. The Multistada is very versatile for me, regardless whether on tour, on a
country road or on winding roads, simply a great motorbike everywhere.
With my body height of 190 cm I have a relaxed seating position, thus also
longer distances are no problem.
Günter Fedrow
Endurance Test Evaluation er
km
in c
Po
en
int
t
s
Fu
el c
in l on
itre sum
s p pt
er ion 2
Po
10
int
0k
s
m
Readers’experiences
17/04
12 6
39
21/10
5
17 6
30 03/10
0
12 6
26 09/11
at the beginning of the test. Extraordinary visits of
the garage result in a deduction of respectively
one point. Breakdowns due to which the motorbike could not continue to be used are punished
with a deduction of five points. This did not happen at the Multistrada, despite of this it had to be
brought into the garage five times on an unscheduled basis. For the technical condition the wear
limits as well as the visual condition of the individual components are taken into consideration –
and this looks good at the Ducati.
Suzuki V-Strom 1000
15.
Honda Fireblade
18.
Triumph Daytona 675
21.
BMW R 1200 GS
25.
Triumph Thunderbird
28.
KTM 690 SM
31.
Buell Lightning XB12S
34.
Ducati 999
Suzuki GSX-R 1000
15.
MZ 1000 S
18.
Yamaha XT 660 X
21.
BMW S 1000 RR
25.
Harley-Davidson
V-Rod
28.
Aprilia RSV4 R
32.
KTM 950 Adventure
35.
BMW K 1300 GT
BMW F 800 S
18.
Kawasaki ZX-10R
21.
Aprilia NA 850 Mana
21.
Kawasaki ZZR 1400
25.
Kawasaki Z 1000
30.
Kawasaki Z 1000 ABS
33.
Suzuki Intruder
M 1800 R
36.
Ducati 1098
37.
KTM 1190 RC8
excluding depreciation and fuel costs; average fuel consumption over 50,000 km; according to DAT evaluation; unscheduled repair shop visits;
evaluated: dimensional accuracy, wear and tear pattern, replacement part requirements; 6minus points for engine damage; *repeat orders under phone 07 11/1 82-12 29
w w w. m o to r r a d o n l i n e. d e
2
3
4
T E S T & T E C H N O LO G Y
41
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