Ducati Multistrada 1100 Price: $11,995
Hard Parts
Chassis
The chromoly steel-trellis frame is back essentially unchanged, with its sexy, cast-aluminum, single-sided swingarm. The standard Multi 1100 uses a 43mm Marzocchi inverted fork and a Sachs rear shock, both adjustable for spring preload, compression and rebound damping. They work pretty darn well right out of the box, if not quite as well as the hlins pieces on the $2000-pricier 1100S.
Clutch
The traditional dry clutch has dried up and blown away, replaced by a conventional wet unit. It's quieter, smoother and more predictable, making progress through a crowded city considerably more pleasant. Lever effort remains high, but it's a big improvement nonetheless.
Engine
The latest Desmodue Vee has grown from 992cc to 1078cc thanks to a 4mm bore increase. Compression is now 10.5:1. Throttle bodies remain essentially unchanged except for a closed-loop oxygen sensor in the exhaust as well as a catalytic converter. The older 992cc version is a sweetheart, but the 1078 cranks out even more rider-friendly, corner-exit goodness.
Cockpit
The conventional steel-tube handlebar is now clamped in rubber-damped risers to reduce vibration at the grips, while the S-model comes with a tapered bar for additional vibration attenuation. The windscreen blocks more wind than before; it's actually the 2-inch-taller optional screen that's been offered for years. The seat is also stolen from the Ducati Performance catalog; it was previously called the Comfort seat, with more padding and a wider buttplatz for extra long-haul creaminess.
Ergos
The second-gen Multistrada continues the roomy ergonomic trend of the original, with loads of seat-to-peg room (20.5 in.), a nearly 10-inch handlebar rise and a yawning, 99.7-degree seating angle. Along with a reasonably smooth-running engine (throbby, not tingly, vibes), a more comfortable saddle and a rubber-mounted handlebar (with very little rearward sweep), this roominess helps make the Multistrada a decent all-day tourer.
Tech Spec
Price: $11,995
Engine type: a/o-c V-twin
Valve train: DOHC, desmodromic actuation, 4v
Displacement: 1078cc
Bore x stroke: 98.0 x 71.5mm
Compression: 10.5:1
Fuel system: EFI
Clutch: Wet, multi-plate
Transmission: 6-speed
Frame: Tubular-steel trellis
Front suspension: 43mm inverted fork, adjustable for spring preload, rebound and compression damping
Rear suspension: Single shock, adjustable for spring preload, rebound/compression damping and ride height
Front brake: Dual four-piston calipers, 320mm discs
Rear brake: Single dual-piston caliper, 245mm disc
Front tire: 120/70-ZR17 Pirelli Scorpion Sync
Rear tire: 180/55-ZR17 Pirelli Scorpion Sync
Rake/trail: 24.0o/3.6 in.
Seat height: 33.5 in.
Wheelbase: 57.6 in.
Fuel capacity: 5.3 gal.
Weight (tank full): 488 lbs.
Weight (tank empty): 456 lbs.
Measured horsepower: 82.6 bhp @ 7850 rpm
Measured torque: 64.0 lb.-ft. @ 4850 rpm
Corrected 1/4-mile: 10.71 sec. @ 111.13 mph
Top gear roll-on 60-80 mph: 3.62 sec.
Fuel mileage (high/low/avg.): 59/46/50 mpg
Colors: Red
Available: Now
Warranty: 24 months, unlimited mi.
Contact: Ducati North America
10443 Bandley Dr., Cupertino, CA 95014
408.253.0499
www.ducatiusa.com
Horsepower: 82.6 bhp @ 7850 rpm
Torque: 64.0 lb.-ft. @ 4850 rpm
Dyno
The Multi's dyno chart shows why this is such a friendly and flexible engine. Torque builds early, peaking at 4900 rpm and remaining above 60 lb.-ft. all the way to 6700. Peak power arrives at just 7800 rpm. No frantic revving here. The new engine makes 3 more bhp than the old bike, though that isn't reflected here as these numbers were derived on a Dynojet dyno instead of our usual Superflow, which was temporarily out of service.