2016 Ducati Multistrada 1200S First Ride

How does it ride?

The first time you walk up to the new Multistrada, it seems intimidating; mainly on account of how tall it is. Good news is, especially for us in India, that it comes with a height adjustable rider seat and its lowest setting is a manageable 825mm. That’s the one I went for and after managing to swing a leg over what is relatively a high pillion seat, I felt right at home on the Multistrada. The relation between the wide and tall handlebar, the slightly rearset footpegs and the seat itself, feels completely natural…and right. And it’s more about comfort than racy ergonomics. What also works superbly is the narrow frame around the seat area that made it easy to get both my feet firmly planted on the ground. And at 5’8”, I am not exactly very tall.

Get the bike fired up and there’s no Japanese four-cylinder refinement or quiet hum to the engine or exhaust note. It’s all a bit noisy and vibey and snarly. It’s not bad, just different. Very Ducati-like. The engine is an 1198cc, liquid-cooled, L-Twin unit mated to a six-speed gearbox which isn’t exactly slick; I did find a few false neutrals on the way as well. The engine though packs in a mammoth 160bhp of max power and an equally outstanding peak torque figure of 136Nm. It’s an engine that’s derived from a superbike but now with DVT or Desmodromic Variable Timing, it’s also got a fairly flat and usable torque curve. And that torque made its presence felt the moment I rolled out on the road to Chiang Rai from our Elephant resort.

I was in third, toddling around when a gap opened up. Instead of downshifting I just rolled the throttle on. The pick up wasn’t instant with the Multistrada juddering slightly at first as if it were shaking off lethargy before charging towards its prey. And in seconds, that charge began. Vicious, spirited and completely addictive. The engine revs up in an instant; the rush of acceleration is almost sportbike like; and before you know it, the shift lights are flashing at you with the urgency of a fire alarm. Shift up, and the manic run continues.

This is in Touring mode – one of the four modes the 1200S comes with as standard. In Sport, it’s manic x 2. The throttle response is sharper, the electronics are less binding, and there’s wheelspin and a lightened front end to revel in without scaring yourself silly. The electronics work brilliantly here. Spin up your rear or get the front end to lift and the electronics don’t cut in like a tight slap across the face for being too rowdy. Instead, they cut in and help you out like your meditation guru – taking some of the frenzy away by ignition delay at first and then gently cutting off fuelling if you refuse to learn your lesson. It’s a major confidence builder. And I loved it. Brakes are another big plus on the Multi. The feel, the progression, the bite and the retarding power of the front rotors and the monobloc caliper are fantastic.

The other two modes are Urban and Enduro. Urban, as the name suggests, is primarily for commuting. So, the engine power is cut to 100bhp, the electronic nannies are at their strictest, and the throttle response at its dullest. Add to it perfect weight centering and a good turning circle and you have a bike that is fast but never scary (even on the bumpiest of roads), and as easy to ride as a stand-up 600. It certainly ticks the ‘commuter’ box in my book.

As for it being an Enduro, well, to begin with it needs better tyres for the purpose. Now in terms of electronic help – no ABS at the rear, TC and engine output cut to lower levels and pre-load added for higher ground clearance – the Multi has it covered. And it all comes into play by switching to the Enduro mode. However, we didn’t really go trail riding, so a comment on the effectiveness of it all, must wait.

Now, Ducati might call the Multistrada a Sports Tourer, but it’s more Tourer than Sports. In the hills around Chiang Rai, the Multi didn’t exactly feel sharp or connected, even in Sports mode. Yes, for a tall bike it changes directions deftly and turns into bends without hesitation. But once leaned over, it fails to connect or inspire the same level of confidence that a sports-oriented bike would. This is all down to the Multi’s long 170mm suspension travel, its high stance and its lazier steering geometry. I also never warmed up to vibrations that set in post 7,000rpm. Ride the Multi for long durations in the mid and top range, and you are bound to have buzzy body parts. I simply short-shifted away.

On the good side, the Multistrada 1200S does have good wind protection, a comfortable ride and enough torque lower down that allows one to leave it in a high gear to enjoy a relatively quiet and vibe-free long distance two-wheeled outing. A tourer then, it most definitely is.

Anything else I should know?

Besides rider aids that ensure you don’t flip backwards or wheelspin your way face down on the floor under hard acceleration and the various intelligent riding modes, this Ducati also gets cornering ABS – which we didn’t try, or let’s just say an opportunity never presented itself. What we did try was the all LED lighting with cornering function (an Audi effect), the easy to navigate but a bit lengthy user interface for the new all-colour multimedia system and keyless start.

Additionally, the Multi has a wonderful pillion seat – wide, comfy and supportive. It also comes with the options for panniers, has an underseat USB charging, and for those of us who want lower seating still, an aftermarket rider’s perch that’s only 800mm off the ground is also available.

Should I buy one?

The new Multistrada 1200S retails for Rs 16.6 lakh, ex-showroom in Mumbai, which makes it more affordable than the other Sports Tourers available in the market. But, that’s not why you should buy one. The real reason to buy the new Ducati Multistrada 1200S has to be its versatility that comes from its power- packed performance, its riding modes, and its ease of handling (especially in the city). It’s also got fantastic electronics that takes your real world riding ability many notches higher. It truly is a very likable motorcycle.

Where does it fit in?

Given the Ducati Multistrada is a Sports Tourer and not an all out adventure bike, it makes for a good option to the likes of the Aprilia Caponord 1200 and the Triumph Tiger Explorer; both of which are more expensive than the Ducati. And not as smart when it comes to electronics. The Aprilia retails for Rs 18.8 lakh while the Tiger Explorer costs Rs 19.6 lakh, both ex-showroom in Mumbai. The Multistrada could also make a worthy alternative to the likes of the Kawasaki Ninja 1000. But the Ninja – given its simpler and smaller web of electronic aids and features – is a lot cheaper to buy.