Ducati Multistrada 1200 Enduro: FIRST RIDE

Rennie Scaysbrook | March 30, 2016

Photography by Milagro

The Realms Beyond

That’s where Ducati wants to take you with the new Ducati Multistrada 1200 Enduro. Does it perform? We flew to the watercolor-painting perfect paradise of Sardinia off the coast of mainland Italy to find out.

If ever you needed proof Italy’s most revered motorcycle manufacturer is forging ahead to new grounds, you only need look at Ducati’s 2016 model range. No less than nine new bikes have been created this year, but this one, in my opinion, is its most important.

And it’s not an entirely new bike.

The Ducati Multistrada 1200 Enduro represents the realization of a long-held dream developed deep within Bologna’s hallowed halls. When the Multistrada 1200 S of 2010 broke new ground for Ducati by being “four-bikes-in-one,” it was primarily still a road-going motorcycle with a touch of dirt-road potential. It was far from the beast you now see before you, a machine truly capable of taking the heavyweight-adventure fight to the kings of the class: the BMW R 1200 GS and KTM 1190 Adventure.

You can read the original magazine story by clicking HERE.

In creating the Enduro, Ducati has redesigned no less than 30 percent of the standard 2016 Multistrada 1200, with 266 new part numbers out of a possible 840 now worked into the Ducati catalog. And like the standard Multistrada, Ducati has given you four different flavors for your Enduro palate—Touring, Enduro, Sport and Urban (check the sidebar below for a full rundown of these models).

The biggest differences between this and the standard Multistrada are the usual fodder you’d expect from a big dirt bike—tubeless spoked wheels now measuring 19 inches up front, 1.2 inches more ground clearance and three inches of extra wading depth, more relaxed steering geometry, longer-travel suspension, bodywork upgrades/ reinforcements such as aluminum side plates and underbody covers, and a wheelbase that’s up 2.5 inches mainly thanks to a new stiffer and longer double-sided swingarm. But you still get the Ducati Valve Timing (DVT) equipped, Testastretta, desmodromic L-twin motor with a revised single-barrel silencer exhaust Ducati claims punches out 117 horses at 9500 rpm with 100 lb.-ft. of torque. The latter is important because it is now accessed lower in the rev range despite having the same peak revs of 7,500 thanks to shorter gearing aimed at providing stronger drive in places Ducati hopes you’ll take the Enduro, like, off road.

And when you go to those far off places, you’ll need gas. Lots of gas. To that end Ducati has increased the tank capacity by a whopping 50 percent with 7.9 gallons now at your disposal, which goes a fair way to explaining why the Enduro is now a claimed 560 pounds wet compared to the 518 pounds of the standard Multistrada.

Not only is the Enduro heavier, it’s also taller, with a standard seat height of 34.25 inches, and this is the immediate fact you notice when first straddling the beast. This is a big bike to take off road, yet thanks to the revised suspension and rider ergonomics including the redesigned seat, the Enduro carries its extra girth superbly well. The longer-travel suspension, revised geometry and larger front wheel are the keys to unlocking the Enduro’s dirty habits, with off-road poise the standard Multistrada could only dream of.

It’s pleasing to see just how well the Enduro handles when on a full 7.9-gallon tank, with the weight integrated into a beautifully balanced chassis that makes short work of light to medium difficulty trails, although like any big adventure bike I’d think twice before taking it somewhere really gnarly as the weight can get away from you very quickly if you’re not careful.

The revised suspension will take you places the standard Multistrada simply can’t reach, and in greater comfort to boot. You’ve got the Ducati Skyhook suspension system at your service here, giving you the usual options of varying preset preloads for rider, rider with passenger, rider with luggage, etc. The overall suspension-damping characteristics, regardless of electronic intervention, are far more dialed to suit off-road riding than tar, as I found out by simply maxing front and rear preload via the dash to stop the Enduro wobbling around when on the blacktop. It’s at this point I realize the buyer for this bike must take it off road to enjoy its full potential—if all you want to do is ride on tarmac and the odd dirt driveway to your friend’s farm/vineyard, put the cash down for a standard Multistrada rather than forking out for this one.

This brings me to the point of electronics, which govern this machine more than any other big-bore adventure motorcycle. You have electronic control over everything from throttle maps to suspension to cruise control, through to the hill start assist that now comes standard. It truly can be a confusing encounter at first, and to be honest you’ll really need a good hour or two, a hot cup of coffee and a notepad to totally understand the possibilities of your new Enduro. The plus side of this conundrum is you can tailor the Enduro exactly to your needs—four bikes in one becomes God knows how many, because the riding modes that come from the factory are only suggested ones—the rest is up to you and your butt dyno.

With the electronics switched to the Enduro ECU mode, level 16 out of 24 preload selected, no traction control and the engine set to the minimum of 100 horsepower, the Enduro is an absolute delight to ride up as tight and twisty, rocky and rutted trail as you dare. The output of 100 horsepower may seem like I’m selling the Enduro short, but no man in history has ever required the full house 160 horsepower out of an adventure bike and very few people, aside from Quinn Cody or Toby Price, could actually use it to its full potential anyway.

Later on I jack the Enduro up to 160 horsepower via the soft throttle response you get in the Touring ECU map just for the hell of it, but if I’m honest the bike was more enjoyable off road with the reduced power output. The traction-control map in Enduro mode is one of the best available for an off-road bike, but I still prefer to turn it off after the first leg. Doing so allows the Enduro’s chassis to really shine through, progressively sliding and casually drifting in a way that also lets the new, specially developed Pirelli Scorpion Rally tires (only available on the Touring package) show their true form.

Switching to the road, the Enduro is not so much out of its depth as outshone by its road-orientated brother, which is only to be expected. That said, even with the 19-inch front wheel and lazier geometry, the Enduro does handle the twisty stuff beautifully for such a large bike. That sport Ducati DNA is still well and truly alive in the Enduro when all you’ve got is blacktop under your wheels, the ride matched to a now uniquely hollow low-rpm exhaust note via the new single-barrel silencer. Gun that bad boy and you’re met with an induction roar that far outweighs the exhaust as the Enduro climbs through the rev range with the same zest as the standard Multistrada, and if you’re cruising at moderate speeds the differences in geometry and that larger front wheel won’t weigh too heavily on your mind as you carve corners. Ducati has graced the Enduro with the latest ECU update that houses revised settings for the anti-detonation/knocking system, which is also an update available for the standard Multistrada. The previous system was reducing spark advance too much, even though the engine was not close to detonation. The result is a smoother throttle, especially in hot conditions.

Ducati has created a machine that is now truly worthy of the four-bikes-in-one label. Although the Enduro isn’t going to stay with a standard Multistrada when the going gets fast on the blacktop, it’s either a match or far superior to it everywhere else. The Ducati Multistrada 1200 Enduro is now a genuine contender as the top big-bore adventure dog, plus the ride has a certain factor of luxury thanks to the five-inch TFT digital dash, aesthetically pleasing switches and reworked seat others in the category don’t have.

For me, it’s the bike the Multistrada should have always been.

Five Minutes With Andrea Forni

The man largely responsible for the Ducati Multistrada 1200 Enduro (and for that matter, every current production Ducati) is the company’s Head of Technical Development, Italian Andrea Forni. If you’ve ridden any Ducati over the past 20 years, it’s had this man’s input at one time or another.

We sat down with him briefly for a chat on his new baby.

How long has the Multistrada Enduro project been in development?

We started actually in 2012. When we started to design the common Multistrada, we already had in mind to make also the enduro version. So we designed, since the beginning, some components for both bikes strong enough to be compliant with the requirement also of off-road stress. So the Enduro project started more or less simultaneously.

What were some of the main things that needed to be redesigned for the Enduro?

Obviously wheels, suspension, swingarm, fuel tank, seats, passenger, rider and passenger, some details of the ergonomics like handlebars, footpegs, and some additional protection for the motorcycle like metal and aluminum side panels.

Also, we developed some accessories like the protection bars for the engine and chassis. I think we can speak also about the exhaust system. We had to redesign the final part of the exhaust in order to make it slim enough to put the aluminum panniers as close as possible to the vehicle.

Did you have to change the exhaust system not just for the panniers but also for Euro 4 emissions?

No, because that part of the exhaust, the catalytic converter, is already meeting Euro 4 targets. This part is unchanged to the standard Multistrada.

What about the Enduro’s suspension? You must have gone through many different spring rates before you settled on the current design at the moment?

Yes, for sure. But the first thing to choose is how long you want the stroke. And of course, we started in the beginning with the idea to increase the stroke because if you have to cope with higher stresses you need longer stroke. We decided to maintain the electronic suspension because the benefits are clear. Now the algorithms are more mature. We can get any benefit they can provide to the motorcycle vehicle. So the choice of spring rates and damping forces and characteristics is just the final job of setup, of tuning of the suspension. It is made by means of testing. In this case we had to test in many different situations. The most extreme is using a motocross course.

Tell us more about the development of the Skyhook suspension. What’s changed between when it first came out and now?

Basically in the beginning, when we started Skyhook suspension in 2013, the components inside the fork were different. But also the algorithms were simpler. We had at that time debated the Skyhook algorithm, which is mainly oriented to comfort. The primary purpose of Skyhook suspension is to guarantee the maximum riding comfort. Since the beginning we added some additional algorithms in order to take care of situations like hard braking or hard acceleration, because Skyhook by itself cannot take care of this.

Obviously by testing and improving, we improved all the algorithms inside the system and now we have an algorithm that can reveal the suspension’s stroke. Accelerometers do not automatically measure the stroke. You have to calculate the stroke and you need algorithm to do this. So we developed an algorithm to calculate the stroke starting from acceleration.

And also now we also have the IMU, Inertial Measurement Unit. So now we know also the lean angle of the motorcycle so we can develop additional algorithms that take this into account. So all this led to the current algorithm that is much more complicated than the original one with the Skyhook suspension from a few years back.

Has the Ducati Valve Timing system changed with the Enduro?

No, DVT is exactly the same. The DVT components, the stroke of the timing, the device that can change timing, all the hardware is the same and also the basic software is the same. This is because DVT did not have any problems since its beginnings, but what we experience in the beginning of the standard Multistrada, DVT was not fully satisfactory for the rider. What was not accurate was the calibration of the anti-detonation system. The detonation prevention system was calibrated in a way that it was reducing too much the spark advance, even when reduced spark advance was not necessary because the engine actually was very far from a detonation condition. This calibration was worsening the situation, particularly in hot weather. Because of the system obviously taking account also the intake air temperature, there was an over estimation of how much the system had to reduce the spark advance in case of hot air.

And so with the second step calibration, now we have a more accurate estimation of the requirement of the engine in terms of detonation protection. This update to the ECU is now also available to customers who have a standard Multistrada.

Could we be seeing a 959 engine Multistrada Enduro or a smaller displacement Multistrada Enduro in the near future?

A small enduro in the moment is not in our plans. For us this Multistrada Enduro is a premium bike, for the premium segment. We do not want to decrease the characteristic of the bike with entry level (bikes). So for the next years for sure Multistrada Enduro will stay as it is, or even better.

What Flavor For You Today, Sir?

There are four different specs available for you and your hard-earned cash when looking at a new Multistrada 1200 Enduro. Let’s have a quick look:

Touring Pack: The Touring Pack gets you Touratech aluminum panniers but not the top case, a Touratech handlebar bag and heated grips. Interestingly, if you want the Pirelli Scorpion Rally rubber as standard, you have to buy the Touring Pack in the Star White Silk color scheme. Don’t ask us why, even Technical Director Andrea Forni isn’t happy about this, saying it’s the marketing department’s call. You can, of course, order the Pirelli off-road rubber as an aftermarket accessory if you buy any of the other three packs or other two color schemes.

Enduro Pack: This is the one you will take if you want to really get dirty (after you buy the additional off-road rubber). The Enduro Pack gets you Touratech crash bars, oil and water protectors, fog lights, a lower chain guard and a rear-disc protector. This one can be purchased in any of the three color schemes (Phantom Grey, Star White Silk, or Ducati Red).

Sport Pack: The Sport Pack is for the rider looking to do more tar miles than dirt and includes a Ducati Performance Termignoni silencer, billet brake and clutch reservoir caps and billet water pump cover. What you don’t get on the Sport Pack is any included luggage.

Urban Pack: The Urban Pack gets you the Touratech aluminum top case that is missing from the Touring Pack, a tank bag and lock flange kit and a handy USB power outlet extension, which I suggest will be a popular accessory regardless of what pack riders choose to buy.

Watch this video on YouTube

SPECIFICATIONS: 2017 Ducati Multistrada 1200 Enduro
Engine:	Testastretta with variable valve timing (DVT), L-Twin cylinder, 4 valve per cylinder, dual spark, Desmodromic, liquid cooled
Displacement:	1198.4cc
Bore x stroke:	106 x 67.9mm
Horsepower:	160 hp @ 9,500 rpm
Torque:	100 lb.-ft. @ 7,500 rpm
Compression ratio:	12.5:1
Fuel injection:	Bosch electronic fuel injection system, elliptical throttle bodies with Ride- by-Wire, equivalent diameter 56mm
Exhaust:	Stainless steel muffler with catalytic converter and 2 lambda probes, single stainless steel muffler
Transmission:	Six-speed
Chassis:	Tubular steel trellis frame
Front suspension:	Sachs 48mm fully adjustable USD forks. Electronic compression and rebound damping adjustment with Ducati Skyhook Suspension (DSS). 7.9 in. wheel travel
Rear suspension:	Fully adjustable Sachs unit. Electronic compression & rebound damping adjustment. Electronic spring preload adjustment with Ducati Skyhook Suspension (DSS). Aluminium double-sided swingarm. 7.9 in. wheel travel.
Front brake:	Dual 320mm semi-floating discs, radially-mounted four-piston monobloc Brembo calipers with cornering ABS.
Rear brake:	Single 265 mm disc, twin-piston floating caliper with cornering ABS
Front tire:	120/70 ZR19
Rear tire:	170/60 ZR17
Rake:	25°
Trail:	4.3 in.
Wheelbase:	62.76 in.
Seat height:	34.25 in (std).
Overall height:	N/A
Overall width:	N/A
Overall length:	N/A
Fuel capacity:	7.9 gal.
Weight:	560 lbs. (curb, 90 percent gas, claimed).
Colors:	Phantom Grey, Star White Silk, Ducati Red
MSRP:	$21,295 (Red); $21,495 (Grey/White); $23,294 Red Touring Pack); $23,494 Grey/White with Touring Pack).

You can read the original magazine story by clicking HERE.

For more Cycle News Adventure motorcycle reviews, click HERE.

For more Ducati motorcycle reviews, click HERE.