Ducati Multistrada 1200S review, test ride

Back in 2010, Ducati chose the Multistrada to be the very tip of the spearhead that brought in cutting-edge technology and electronics to the motorcycle world. Now, once again, Ducati has used this motorcycle to bring in a new world of technology and ever-increasing usability to this space. Ducati touts it as four bikes in one – Urban, Sport, Touring and Enduro. Now packed with a whole load of tech, could the new-generation Multistrada 1200S be the right Ducati for India?

Cutting-edge, huh?

Well, not exactly. In some areas, the Multistrada is still playing catch-up with its own siblings and other premium motorcycles. At the heart of the technological update is a multi-axis gyroscope (IMU). It is the electronic brain that reads and then controls how a motorcycle behaves. Electronic aids such as wheelie control, traction control are expected, but you also get cornering ABS functionality. Yes, this is the system that lets you heave at the front brake, but makes sure won't land up on your face. The IMU on the Multistrada also controls cornering lights. Yes, Ducati offered full LED headlamps on the Panigale 1299 first, but cornering functionality is new. And in case you missed that, there’s also a electronically adjustable Sachs suspension front and rear. The system, called Skyhook Evo, is a semi-adaptive system and helps the Multistrada ride over poor surfaces with a surprisingly flat feel. But the biggest news here is the inclusion of a wide acting variable valve timing system called DVT (Desmodromic Variable Timing). Yes, the Multistrada isn’t the first motorcycle to use variable valve timing, but it has a special significance here.

How’s that?

The downside to Ducati’s L-twin engines has been their somewhat rough manners at low speed and low rpms. The engines feel a bit lumpy and jerky when operating at low speeds. With DVT, that problem should be fixed. Scratch that, it is. Our ride around the hills of northern Thailand’s Chiang Rai region showed that even when left to lug at low rpms going up climbs, the Multistrada felt smooth and refined, like it was the first Ducati to really take its Urban role seriously.

Never before have I found myself shifting up a gear, repeatedly at 3,000rpm, on a Ducati to just dawdle around. On the Multistrada you can, and you do. This makes riding a lot easier and hassle-free, as you don’t have to keep shifting down every time speeds drop. Now when you open the gas at low speeds you hear a deep rumble from the exhaust and can hear the engine chugging, but the violent shudder is gone and you find momentum building steadily. Yes, there is a strong pulse but this can be attributed as the new, more likeable, character of the DVT motor.

In Urban mode, where power is capped to 100bhp and the throttle responses are quite tame, riding around in city traffic is a non-issue. I even tried riding in it in Sport mode. Here too, low-speed ride-ability was great as the DVT keeps varying valve timing as required. So, if you can be gentle with your right wrist, even Sport mode can be used at low speeds.