MOTORCYCLE SPECIFICATION

The most difficult motorcycle to manufacture is a machine that is a pleasure to ride in practically any situation - a motorcycle created for the real world of motorcycling.

BMWs philosophy has always been to produce dedicated roadsters that hardly ever reveal all their qualities in the first five minutes of riding. Once you have lived with a BMW you begin to understand the philosophy.

The BMW R850 R Classic is the embodiment of this thinking. Powered by the smallest capacity boxer engine in BMWs current range, the 848cc flat-twin is extremely easy to ride and control. It is the perfect machine for born-again bikers, or experienced riders requiring a fuss-free, all-purpose, commuting and fun machine in one easy to ride package

The R850 R Classic is a more classicly styled BMW. In part it is similar to the 2002 model year R850 R, from where it derives its oil cooler, oil cooler pipes, tank and seat.

The engine and gearbox come from the standard R850 R that was for sale in the UK during 2003 and the front and rear spring struts come from the R1150 R Rockster. The high-rise handlebar is the same as on the special version produced for the police.

The 848cc air and oil-cooled flat-twin, four-stroke engine is rated at 53kW (70bhp) at 7000 rpm with maximum torque of 78Nm at 5600 rpm. Power is transmitted by a six-speed gearbox. Up front is the EVO braking system with 320mm dual discs and four-piston caliper.

Ride an R850 R and you will soon appreciate the generous steering lock, low centre of gravity (thanks to that flat-twin engine), soft-tune motor and responsive throttle that makes the R850 R such an easy machine to ride. Excellent manoeuvrability and agility belie the machine?s capacity rating.

On the open road the R850 R Classic is a fatigue-free and comfortable bike to ride. Aerodynamic qualities, combined with BMWs unique Telelever front suspension, ensure that the R850 R is one of the most stable naked machines available. At cruising speeds, rider input is minimal.

As you would expect from BMW, a full range of special equipment, dedicated luggage and accessories, as well as ABS and heated grips is available. The R850 R Classic is available only in Night Black with a black seat.

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1200 ducati multistrada s

Ducati Multistrada 1200 S

by herman 1:15 AM

Make Model	Ducati Multistrada 1200S
Year	2010-11
Engine	Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity	1198.4
Bore x Stroke	106 x 67.9 mm
Compression Ratio	11.5:1
Induction	Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies
Ignition / Starting	Marelli electronic / electric
Clutch	Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
Exhaust	Catalizzatore e 2 sonde lambda/Stainless steel muffler with catalytic converter and 2 lambda probes, alluminium tail pipes
Max Power	150hp 110,3 KW @ 9250 rpm
Max Torque	12.1kgm 87,5lb-ft 118,7Nm @ 7500rpm
Transmission / Drive	6 Speed / Chain 5.30"; Front sprocket 15; Rear sprocket 40
Gear Ratio	1st 37/15 / 2nd 30/17 / 3rd 27/20 / 4th 24/22 / 5th 23/24 / 6th 22/25
Wheelbase / Rake	1530 mm / 25°
Frame	Tubular steel Trellis frame
Front Suspension	Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment, 170mm 6.7in wheel travel
Rear Suspension	Progressive linkage with fully adjustable Öhlins electronic monoshock. Aluminium single-sided swingarm, 170mm wheel travel
Front Brakes	2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment
Rear Brakes	Single 245mm disc, 2-piston calliper
Front Tyre	120/70 ZR17
Rear Tyre	190/55 ZR17
Seat Height	850 mm
Dry-Weight / Wet Weight	192 kg - 423 lb / 220 kg - 485 lb
Fuel Capacity	20 Litres / 5.3 gal
Related links	ashonbikes.com

Exclusive interview: Ducati boss explains Multistrada active suspension
By Adam Child -

In an exclusive interview with MCN, Ducati boss Claudio Domenicali talks about active suspension on the Multistrada...

Latest news on the new Ducati Multistrada 1200

When did you decide on active suspension for the Multistrada?
Difficult to say exactly. We wanted it to be adaptable but active suspension was not available in 2005, so we added it when the technology became available. We had traction control from the start.

It has the same shock as the 1098R but with active electronics. Could we soon see active suspension on a sports bike?
I think that’s a clear possibility.

The active suspension must have taken extensive testing.
A huge amount of hours. Effectively we had to develop and test four different bikes in four different modes. Then there’s three different ride-by-wire combinations, eight different traction control settings etc.

Can riders choose their own settings?
Yes, for example with pillion or luggage, or they may want to change compression. You can choose your own personal setting and power output every time.

All this must make the new Multistrada the most advanced Ducati of all time.
By far. It’s a big step for us. It’s a much more rounded bike, but still exciting. For example, the clutch is very light, half the pull force of a 1098R. Only 696 has a softer clutch. Everything has been designed to encourage new riders.

Why didn’t you use a 19in front wheel for better off-road manners?
We really wanted to improve the off-road abilities of the old bike. That’s why we used longer stroke suspension, wider bars and why you can remove the rubber on the pegs for off-road riding. Some say it won’t be credible off-road with 17in wheels but we have specific tyres with Pirelli, which has given us dynamic behaviour off-road. On the road, 17in wheels are much better than 19s. And 90-95% of riders will stay on the road. So the aim was for riders not to get into trouble with light off-roading, but obviously not for full-on MX.

Source MCN

THE BEGINNING

A new biking concept. That was the brief given to the Ducati designers when they started work on the original Multistrada. It arrived on the market in spring of 2003 and created a new and exciting segment, typical of the Bologna manufacturer. A new vision which combined sports performance with trail-blazing capabilities while providing an extremely comfortable ride and unrivalled versatility.

Initially produced with the air-cooled 1000 DS engine, which was later upgraded to 1100cc in 2006, the Multistrada immediately made a name for itself with its bold personality. Thanks to an impressive technical specification it soon became synonymous with pure riding pleasure, being equally at ease on mountain roads and motorways, ideal for long distances while agile and manageable in town.

Now, Ducati have taken the concept further, with a design that satisfies all the demands of a motorcyclist combined into one bike: a Multistrada with the emphasis on Multi, a sportbike which is powerful and fun but also easy to ride and whose first priority is safety and comfort. The new Multistrada 1200 has arrived.

Ducati wanted to produce a motorcycle to tackle any kind of journey and road surface, a motorcycle that used technology derived from the Bologna-made race bikes in MotoGP and World Superbike. A bike without limits, which could transform itself to suit the riders needs and not the other way around. A motorcycle that is four bikes in one.

From a supersport to a tourer for long journeys with a passenger and luggage, to an everyday bike which could breeze through the daily commute and also tackle off-road routes with the agility of an enduro. The goal was a versatile bike able to achieve impressive levels of performance at all times and in all places. A bike that didnt exist until now!

Ducati have once again pushed the limits of motorcycle design by adding Italian innovation to the elegance, style and technology which characterises the motorcycles that come out of its Bologna factory. All it needed was a heart, the perfect engine to realise the potential of this new design. The obvious starting point was the World Championship-winning engine, the Testastretta, used on the Superbike 1198 and work started to create the perfect power characteristics for the Multistrada 1200. Engineers in Bologna have succeeded in harnessing the immense power of this engine, making it smooth and adaptable to suit to any occasion. They have created the new Testastretta 11° engine, a significant step forward in balancing performance with usability.

MULTISTRADA 1200: FOUR-BIKES-IN-ONE!

Four different motorcycles, available at the touch of a button, change the fundamental characteristics of the new Multistrada 1200. Power and torque delivery, suspension settings, and traction control can be changed - even while riding - to enable the motorcycle to adapt to the needs of the rider and not the other way around. With the Multistrada 1200, Ducati introduce the concept of four-bikes-in-one with four Riding Modes: Sport, Touring, Urban and Enduro.

The Sport Riding Mode provides the rider with an adrenalin-fuelled ride, where 150hp and incredible torque delivery are combined with a sports-oriented suspension set-up. To impart precise and focussed handling like a sportbike, it also slightly reduces Ducati Traction Control intervention to level 3 for expert riders whose comfort zone is closer to the limit.

The Touring Riding Mode is still programmed to produce 150hp; however, the power characteristic is designed in a touring configuration with much smoother torque delivery, but ready to respond when needed. Safety is enhanced with the most advanced ABS technology and with the Ducati Traction Control system set to level 5 (intermediate intervention), specifically intended for a stable and relaxing ride. The suspension set-up is ideal for touring, ensuring maximum comfort for both the rider and passenger.

Navigating through the urban jungle requires an even more manageable motorcycle that can be used 365 days a year, whether travelling to work or grabbing a coffee in town. Selecting the Urban Riding Mode instantly changes the power to 100hp, and the suspension to the perfect setting for tackling the maze of city streets full of speed bumps and drain covers. The traction control level is set to 7, providing high system intervention so the rider can enjoy enhanced safety even in the most chaotic of stop-start traffic.

Should the journey aboard the Multistrada 1200 leave the beaten track, it has the capability to take off-road routes in its stride. Agile and lightweight and with high, wide handlebars, serrated footrests and specially designed tyres, the Multistrada also features an Enduro Riding Mode which instantly transforms the bike with a smooth 100hp engine, higher suspension, and the option to disable the ABS. Traction control is reduced to the minimum of level 1 for almost no intervention.

The four-bikes-in-one concept uses three technologies which interact to instantly change the chassis set-up and character of the Multistrada 1200. Fitted as standard equipment on all versions, the electronic ride-by-wire system administers three different engine mappings to change the character of the engine, while Ducati Traction Control (DTC) uses eight levels of system interaction to enhance control. For the S version, Ducati Electronic Suspension (DES) instantly configures the suspension set-up to suit rider only, rider with luggage, rider and passenger or rider and passenger with luggage.

RIDE-BY-WIRE

The ride-by-wire system is an electronic interface between the throttle grip and the engine which decides the ideal power delivery of the engine depending on the Riding Mode selected and the riders throttle input. The throttle grip no longer uses a throttle cable, but instead delivers a signal to the control unit, which in turn operates the throttle body butterflies.

The ride-by-wire system enables three different engine mappings to adjust the total power output and the way in which it is delivered. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery and 100hp also with progressive delivery.

DUCATI TRACTION CONTROL (DTC)

The racing-derived DTC is a highly intelligent system which acts as a filter between the riders right hand and the rear tyre. Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerable increasing the bikes safety and performance. The system offers eight levels of sensitivity, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed Riding Modes on the Multistrada 1200; however, its setting can be customised by the user.

Öhlins SUSPENSION WITH DUCATI ELECTRONIC SUSPENSION (DES)

The S versions of the Multistrada 1200 are equipped with the latest generation 48mm Öhlins suspension featuring the innovative Ducati Electronic Suspension (DES). The brand new fork technology enables spring pre-load and rebound and compression damping adjustments electronically controlled via the instrument panel. The Öhlins rear monoshock is also adjusted electronically in spring pre-load and rebound and compression damping.

The electronic suspension adjustment can either be made by using the pre-set riding modes, which have been developed by Ducati test riders, or in independent mode, which allows riders to use their own personal settings. Adjustments made via the instrumentation send a signal that initiates electronic actuators mounted on the suspension units.

TESTASTRETTA 11° power and control, the ideal travelling companion

The starting point for the complex and innovative Multistrada 1200 project was the engine. As a prestigious model the motorcycle had to be powered by the most advanced, evolved twin-cylinder engine to come out of the Ducati factory. It had to be the Testastretta Evoluzione used on the world-beating 1198.

The challenge, however, was to produce an engine that would be enjoyable to use in all conditions and able to adapt to the riders character and not the other way around. Making the best ever L-Twin performance engine smoother and more user-friendly was indeed a challenge, but Ducatis innovative designers and engineers met the challenge by creating the revolutionary Testastretta 11° engine.

WHY 11°?

For a motorcycle intended for touring, the smoothness and user-friendliness of the engine is key to achieving an effortless and comfortable ride. The main engine characteristic that enabled this configuration was the valve overlap angle.

The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.

On the new Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to just 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions. Unburnt hydrocarbon emissions (pre-catalyser) are reduced by up to 65% and specific fuel consumption (and consequent CO2 emissions) by up to 15% (Euro3).

With its 150hp and 12.1kgm (87.5lb-ft) of torque, the new Testastretta 11° sets a new standard for Ducati twin-cylinder engines. Tests on fluid dynamics through the ports and in the combustion chamber have resulted in a modified power delivery profile and specifically the torque. New intake and exhaust ports combined with a radical adjustment of the cam timing and slight reduction of the compression ratio have enabled Ducati to achieve a favourable torque curve at low rpm, which remains strong through a wide range. This particular characteristic considerably enhances the Multistrada 1200s ridability.

The gearbox and final drive ratios have also been optimised to enable the use of a higher-ratio 6th gear. This solution not only enables reduced fuel consumption, but also achieves increased riding comfort by reducing vibration. To give a practical example, if the 1198 reaches its top speed in 6th gear, the Multistrada 1200 is able to reach it in 5th gear and maintain it effortlessly in 6th.

The Multistrada 1200 features an oil bath clutch with slipper function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed, the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like slipper action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.

189kg sets a new benchmark

Constantly reducing weight is part of the design brief for all Ducati models. Less weight enables maximum performances both in terms of dynamic behaviour and safety. A lighter motorcycle will brake in a shorter distance, accelerate faster and be easier to steer. Every single component of the Multistrada 1200, therefore, has been designed to achieve weight reduction without compromising its load-bearing capacity. With a dry weight of just 189kg (417lb) the Multistrada 1200 is lighter than any other road enduro, touring or sport touring bike currently available. The light weight combined with an excellent chassis set-up ensures exceptional handling, a key factor for sports, touring, urban or enduro riding.

This weight saving is the result of applying new technologies to Ducatis design and engineering of all major components. Crankcases are now cast using Vacural® technology and frame components use welded Trellis tubes, cast alloy elements and hi-tech polymers. Further savings have also been made with the single-sided swingarm in aluminium and the fuel tank has been developed using blow moulding technology in pursuit of the best compromise between capacity and weight.

Furthermore, the layout of the exhaust system, which is simple and minimalistic, uses two primary manifolds flowing directly into the triple chamber single silencer. Apart from carrying out the 2-1-2 compensator function, the silencer also contains the catalyser and sound-absorbent materials. The two compact and lightweight aluminium alloy end pipes depart in a low, lateral configuration to keep the overall weight to a minimum.

ERGONOMICS AND COMFORT

The Multistrada 1200 has undergone an extensive ergonomic study using both CAD and repeated prototype testing, in order to guarantee a high level of comfort with a fully loaded bike for long-range touring.

The ergonomics triangle of handlebar, seat and footpegs has been designed for both the rider and passenger, in order to optimise comfort while providing a commanding and upright riding position. The Multistrada 1200 feels spacious and seats two people in complete comfort, even with the top case and panniers in place. Underlining its multi-tasking intention, ergonomic attention was even applied when designing the riding position while standing on the footpegs, off-road style.

The wide, tapered steel handlebars have been designed for maximum comfort and ensure a commanding riding position enhanced by a generous steering lock of 76° (38° left and right). In addition, the handlebars have been mounted on anti-vibration isolators, specially designed to balance riding comfort with precise road feel.

The Multistrada 1200 seat immediately transmits a sense of comfort. Constructed in two separate sections for the rider and passenger, they were designed with particular focus on form and cushion density to ensure maximum comfort during long journeys. A confidence-inspiring passenger grab-handle offers a secure and comfortable grip.

The footpeg position represents part of the optimum ergonomics triangle for both the rider and passenger with added consideration to ground clearance during maximum lean angle and position of pannier luggage. The footpegs have rubber inserts that insulate vibration, removable to expose a motocross-style serrated edge that provides enhanced boot grip when riding off-road.

The Multistrada 1200s rear view mirrors have both vertical and horizontal adjustment and increased surface area to provide the most efficient visibility.

Two handy onboard stowage areas are built into the motorcycle, one suitable for mobile phones or toll road tickets situated in the right cockpit side panel and a larger 3 litre area situated under the passenger seat.

IDEAL FOR LONGER JOURNEYS

The Multistrada 1200s screen is designed with 60mm of vertical adjustment to ensure efficient wind protection for all rider heights and effortless high-speed riding over long distances.

The fuel tank has been developed using a new moulding technology which enables a favourable balance between capacity and weight. Subject to riding style, the 20 litre (5.3 gallon US) capacity provides more than 300km (186 miles) of riding pleasure between fuel stops.

Two 12V power outlets situated on either side of the area below the riders seat can be used to power up to 3A (fused) accessories such as thermal apparel, intercoms or mobile phone chargers. A special connection point for powering the GARMIN satellite navigator (optional feature)is situated near the instrumentation.

DESIGN: "Character" of the Multistrada 1200

EXHAUST: style and sound

For Ducati, design is not just creating an attractive look. It is about knowing how best to combine exciting appearance with intelligent function and outstanding performance. The Multistrada 1200s exhaust tail pipes are a feature that perfectly demonstrates this concept.

Their innovative design is well integrated with the motorcycles overall shape and positioned so as to improve overall weight distribution. The tailpipes are short so they do not impinge on the space needed for the large panniers. The internal structure of the silencer is designed to achieve the characteristic Ducati sound without compromising compliance with sound and hydrocarbon emission standards (Euro3).

The frontal air intakes, which are carbon fibre on the S Sport version, are not just a characteristic design aesthetic, but carry out the important function of acting as air flow conveyors, one to the oil coolers and the other to the airbox to feed the engine.

The single-sided rear swingarm is also a good example of Ducatis blend of design and functional engineering. It is made using a single piece casting, with fabricated and welded sections creating a strong, hollow and lightweight component that contributes considerably to the Multistradas surefooted handling.

The headlight is a characteristic feature of the face of the Multistrada 1200; its symmetrical layout uses four halogen lamps, two for low and two for high beam to provide excellent illumination. In addition, the front and rear side lights use LEDs, and feature a special shape of intense white light guidance, which both improves road illumination and makes the motorcycle more visible to other road users.

CHASSIS SET-UP: frame, brakes and suspension

All components used on the Multistrada 1200 are of the highest quality both in terms of design and build, and technical specification. Their selection and subsequent assembly is the result of a design brief based on uncompromised performance.

Chassis geometry, such as wheelbase, swingarm length, and rake, trail and offset is the result of a quest for the best balance of stability at high speeds and dynamic agility. The chassis is designed to achieve lean angles of up to 45° and the combination of reduced weight and generous steering lock of 76° (38° left and right) makes tight manoeuvres at low speeds very easy to manage.

FRAME

The Ducati signature Trellis frame uses large diameter, light gauge tubing with two central cast aluminium sections and a Trellis rear subframe. The frame has 19% more torsional rigidity than the Multistrada 1100.

The high pressure, die casted, magnesium front subframe reduces the high, frontal weight and contributes to chassis feel and control. Even if the front subframe is hidden below the fairing, it is precious and beautiful designed: why? Because we want our bikes to be beautiful inside as they are outside.

TYRES

Pirelli worked alongside Ducati as its technical partner throughout the project, developing the new Pirelli Scorpion Trail tyres specifically for the Multistrada 1200. They represent the first dual compound tyre for on/off road use with the central section of the tyre a harder compound than the outer sections. Combined with a special tread design and carcass structure, their 190/55 section delivers racing performance on the road in terms of grip and lean angles, while ensuring high mileage for touring and good off-road performance. The new generation tyres are purposely designed for the four-bikes-in-one concept.

BRAKING SYSTEM

The front brakes use twin radially mounted Brembo four piston, two pad callipers actuated by a master cylinder with an adjustable lever. The front is fitted with 320mm discs, while a single 245mm disc on the rear is gripped by a single Brembo calliper. Typical of all Ducatis, these components ensure high performance braking and set the standard in this segment. The Multistrada 1200 is also equipped with a Bosch-Brembo ABS system, optional for the standard version and fitted as original equipment on the S version. It delivers outstanding braking performance in all conditions and provides a major contribution towards performance safety. An option to disable the ABS is available via the instrumentation, but is automatically reactivated at the next ignition-on.

SUSPENSION

The standard version Multistrada 1200 uses 50mm Marzocchi front forks, featuring a special forged fork bottom and full adjustability in spring pre-load, rebound and compression damping. The rear is controlled by a Sachs monoshock adjustable in spring pre-load, and rebound and compression damping. Both front and rear have 170mm of travel, the extra-long movement

providing excellent comfort even when fully loaded and even if the rider decides to leave the asphalt for an off-road route. The S version features the Ducati Electronic Suspension (DES) system, developed in conjunction with Öhlins.

TECHNOLOGY

HANDS FREE

The Multistrada 1200 ignition is not actuated with a normal key. Instead, an electronic key in the riders pocket communicates with the Multistrada within a distance of approximately 2 metres, recognising the dedicated key code and automatically enabling the ignition. Pressing the key-on switch then activates the motorcycles electrics and the engine can then be started.

The electronic key, which consists internally of a circuit with two radio systems, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electric steering lock, which is actuated by pressing a button, is automatically disabled upon the next ignition-on.

ON-BOARD COMPUTER

The on-board computer system is made up of a large, high visibility LCD with the main data and a dot-matrix circular LCD which visualises various functions according to whether the bike is stationary or moving.

The main LCD displays speed, rpm, gear, total mileage, trip 1 /trip2, tyre pressures (as standard on the S version Touring package), engine coolant temperature, fuel level and time.

When the motorcycle is in motion, the dot-matrix LCD displays the selected riding mode, remaining fuel/distance, current fuel consumption, average fuel consumption, average speed, air temperature, trip time, and freezing conditions alarm. When stationary, it enters a setting menu from where adjustments to the various functions can be made.

The Sport, Touring, Urban or Enduro Riding Mode can be changed while either stationary or in motion, as well as the load settings for rider only, rider with luggage, rider and passenger or rider and passenger with luggage.

S VERSION

The main features of the S version consist of the ABS system and the innovative Ducati Electronic Suspension (DES) system, developed specifically for the Multistrada 1200 by Öhlins in partnership with the Ducati engineers. The S version is available in the two equipment options of Sport Edition and Touring Edition.

SPORT EDITION

The Sport Edition is enhanced with special carbon fibre components which further accentuate the distinctive character of the Multistrada 1200. They consist of front air intakes, cam belt covers, rear hugger and lateral air extractors.

TOURING EDITION

The Touring Edition focuses on comfort and convenience. A centre stand not only provides parking practicality, but is also essential in the event of tyre maintenance during a long distance journey. Easily connected heated grips are controlled via the instrument panel to three settings and are a must for any tour where adverse weather conditions threaten rider comfort.

Stylish luggage panniers, designed together with the bike, offer a load capacity of 57 litres (or 77 litres with large lid versions) and use a fast and secure attachment system that blends perfectly when the panniers are removed.

TAILOR-MADE ACCESSORIES

With its wide range of potential uses and benchmark performance, Ducati decided to manage the development of some key Multistrada 1200 accessories in cooperation with both the product development and the design departments. This integration right from the start of the project has optimised both style and performance.

Accessories such as the Garmin GPS system, a lower seat, panniers with capacity-increasing lids, a matching top case, an anti-theft alarm, electric filler cap, carbon fibre spray guards and front mudguard and a tyre pressure monitoring system.

The current collection of accessories is in addition to those already included on the Sport and Touring Edition, which are also available individually. They include carbon fibre air intakes, cam belt covers, rear hugger and lateral air extractors, panniers, heated grips and centre stand.

Garmin GPS

The synergy between Ducatis experience in the world of motorcycling and that of Garmin, the leading producer of satellite navigation systems, has led to the creation of a navigation system which offers advanced performance and perfect integration with the Multistrada 1200. Its various customisation options include the addresses of the entire official Ducati dealer network in addition to the main MotoGP and World Superbike circuits, which are pre-loaded into the system. The Ducati navigation system has an anti-glare touch screen, 18 bit LCD display, a lithium battery which remains charged for up to 8 hours, and a microSD expandable memory. It includes a mounting kit and dedicated plug-and-play cables.

Low seat

The lowered seat reduces height by 25mm and provides sure-footed confidence when fully loaded. Top case

With 48 litres of capacity, the top case is able to hold two full-face helmets. Combined with the side panniers it provides the ideal way to pack for long journeys, or when used on its own, ideal for the daily commute. It comes with a soft cushion to provide passenger comfort with a backrest and an integrated fixing system that makes it easy to attach. When removed, its support plate acts as a practical luggage rack.

Anti-theft alarm

Ducati has developed an integrated anti-theft system, including movement, anti-tamper and lifting sensors, as well as a sound alarm to act as a further deterrent.

Electric filler cap

Thanks to the hands-free system, the Multistrada 1200 can be started without the key leaving the riders pocket. With the electric filler cap there is also no need to use the flip-key or remove gloves as it is opened simply by raising a tab and closed by pressing it down. At every power-down, the hands-free system allows 60 seconds for the electric filler cap to be opened.

Carbon fibre spray guards

From a protective part to a designer accessory - the carbon fibre spray guards on the rear wheel not only carry out their traditional function but also make the bike lighter and add enduro style details.

Carbon fibre front mudguard

The carbon fibre front mudguard with its criss-cross pattern enhances the aggressive beauty of the front end.

Tyre pressure monitoring system

As well as the ABS, DTC and ride-by-wire, Ducati offers an additional safety tool. The system is made up of two sensors inserted inside the special tyre valves which communicate via the radio system inside the hands-free electronic key. This real time communication displays temperature and pressure information on the instrument panel and signals any problems.

VERSIONS

• Standard

• ABS Package

• S - with ABS and Öhlins suspension fitted with Ducati Electronic Suspension (DES) in Sport Edition or Touring Edition version

MULTISTRADA 1200 S
SPORT EDITION	TOURING EDITION
Carbon fiber engine covers	Side Bags
Carbon fiber front air intakes	Heated handgrips
Carbon fiber rear mudguard	Center stand
Carbon fiber spoilers

COLOUR SCHEMES

The new Multistrada 1200 will be available in the two color schemes: red or arctic white for the standard version, while the S version will be available in red, arctic white or diamond black.

Giant adventure tourer showdown

With the release of the 2010 Yamaha Super Tenere and the Ducati Multistrada 1200, theres now five serious adventure tourers competing for your round-the-world budget. Weve broken them down by their performance figures to help you decide which ones best.

All these numbers come straight from the manufacturers. Weve chosen to use dry instead of wet weights since the relatively large difference in tank sizes would artificially skew the comparisons. While these arent the weights youll experience as you try to navigate across a sandy slope, they do lead to the fairest comparison possible. Weve italicized what we feel is the winner in each category; in the case of rider aids, this is a bit subjective, feel free to decide which setup works best for you. Weve thrown the originator of the current adventure tourer archetype, the 1980 BMW R80G/S into the mix just to give you an idea how far things have come.

Power
BMW R1200GS: 110bhp @ 7,750rpm
Ducati Multistrada 1200 150bhp @ 9,250rpm
Yamaha Super Tenere 110bhp @ 7,250rpm
KTM 990 Adventure 105bhp @ 8,250rpm
Suzuki V-Strom 1000 98bhp @ 7,400rpm
80 BMW R80G/S: 50bhp @ 6,500rpm

Torque
BMW R1200GS: 88lb/ft @ 6,000rpm
Ducati Multistrada: 88lb/ft @ 7,500rpm
Super Tenere: 85lb/ft @ 6,000rpm
KTM Adventure: 74lb/ft @ 6,250rpm
V-Strom 1000: 74lb/ft@ 6,400 rpm
80 R80G/S 41lb/ft @ 5,000 rpm

Tank Size
BMW R1200GS: 5.3 gallons
Ducati Multistrada: 5.3 gallons
Super Tenere: 6.1 gallons
KTM Adventure: 5.2 gallons US
V-Strom 1000: 5.8 gallons
80 R80G/S: 5.2 gallons

Front Wheel
BMW R1200GS: 19"
Ducati Multistrada: 17"
Super Tenere: 19"
KTM Adventure: 21"
V-Strom 1000: 19"
80 R80G/S: 21"

Dry Weight
BMW R1200GS: 203kg (448 lbs)
Ducati Multistrada: 189kg (417lbs)
Super Tenere: 244kg (538lbs)
KTM Adventure: 209kg (461lbs)
V-Strom 1000: 207kg (456lbs)
80 R80G/S: 186kg (410lbs)

Power to weight (bhp:kg)
BMW R1200GS: .54:1
Ducati Multistrada: .79:1
Super Tenere: .45:1
KTM Adventure: .50:1
V-Strom 1000: .47:1
80 R80G/S: .27:1

Torque to weight (lb/ft:kg)
BMW R1200GS: .43:1
Ducati Multistrada: .47:1
Super Tenere: .35:1
KTM Adventure: .35:1
V-Strom 1000: .36:1
80 R80G/S: .22:1

Rider Aids
BMW R1200GS: optional and fully-defeatable ABS
Ducati Multistrada: push-button adjustment of suspension height, power delivery and traction control, fully-defeatable ABS
Super Tenere: combined brakes, non-defeatable ABS, three-mode traction control, two-mode power delivery
KTM Adventure: fully-defeatable ABS
V-Strom 1000: none
80 R80G/S: balls

As you can see, the new Multistrada comes out on top in terms of performance, but its 17" front wheel, street-biased tires and lack of engine or frame protection means its off-road capability is extremely limited. This comparison is very unflattering for Super Tenere; its the heaviest bike here by 77lbs and, thanks to the strong Yen, itll likely be the most expensive too. That weight, combined with the 19" front wheel and non-defeatable ABS is also going to limit its ability off-road.

All that means the BMW R1200GS and KTM 990 Adventure are, in our minds at least, still the leaders in this category. Both are genuinely capable off-road, fast on it and comfortable over long distances. If the high prices put you off, the Suzuki V-Strom looks like a bargain. Sure itd need a couple grand in modifications before it could hit the dirt, but even with the add-ons, itd still be the cheapest of this group.

Source Hell For Leather

1200 S Roadtest

Surrounded by razor sharp volcanic rock formations, and with a thundering big Desmo twin underneath me, I feel satisfied with things. Ducati anno 2010 is a completely different company than it used to be. It takes blood, sweat and tears to come up with something as good as the Multistrada 1200. The old air-cooled Multistrada, the ST4 and ST3 lie dead in the ground. Rising from their ashes come a completely different beast, a beast that can do everything they did and more.

When Ducati launched its full-race traction control on the 08 1098 R WSBK homologation superbike, nobody suspected just how fast Ducati would apply this technology to ordinary road bikes. Then Ducati launched the 1198 S, followed by the Streetfighter in 2009, both with a road-adjusted version of its eight-stage traction control (DTC). In 2010, weve come full circle in the Multistrada 1200 S, which is a sport touring dream come true.

The traction control, a superbly powerful 1198cc L-twin engine, a three-stage ride-by-wire system and electronically adjustable suspension equals superiority in at least two different motorcycle segments--Im thinking sport touring missile and urban assault vehicle first and foremost.

When I first take a seat in the comfortable saddle, there are a few new things to remember. First obstacle for new owners will be the keyless start-up procedure. Harley-Davidson owners will be familiar with the whole keyless operation, but on the Multistrada the start-up procedure is different. The "key" needs to be within six feet of the bike, and when in that proximity the Multistrada is ready to be started by sliding the ignition on/off button down, then up, to reveal the starter button. The hands-free ignition also includes a conventional key for the fuel filler cap and panniers. The actuation of the steering lock is electronic on the Multistrada, so all you need to do is to place the handlebar fully to either side and slide the off button a second time.

That sorted, Im off riding in the Touring mode. This enables the full 150 horsepower, but with a smoother torque curve than in full on Sport mode. I find myself in a commanding seat position, due to the wide handlebars and leg-friendly 33.5-inch seat height. The soft and very un-Ducati-esque mild clutch operation allows me to move from first gear with great ease. Out onto the motorway, Im accelerating my way through the six-speed gearbox in a smooth manner. The adjustable windscreen gives me quite a lot of buffeting to my helmet in its lower position at high speed, but at its highest level this improved a great deal. The hand guards with integrated indicators protect from the cold morning breezes, whilst the three-step heated grips provide extra warmth until the sun starts warming.

We had lots of side wind during the day touring the island, and even with the panniers on I had no problems pointing the Multistrada to where I wanted to go--it wasnt a struggle fighting the winds even at high speed. I am immediately impressed by the practical elements of the Multistrada 1200 S Touring Edition package. I will mention this straight away, as all content in this test involves the Multistrada 1200 S, which is a whole lot more than the standard version than whats usual from Ducati. For instance, you dont get electronic suspension at all and ABS is only optional, which renders the four riding modes toothless compared to the S model.

What also impressed me was the immense power available from as early as 4000 rpm and superb acceleration from 5000 rpm up to the redline. When approaching the mountain roads, I changed from Touring to Sport mode, which is done by scrolling through the modes using the indicator cancel button. When Sport was selected, I closed the throttle and held the button in for around three seconds. I could then attack the many corners with a more aggressive throttle than in Touring mode.

With all this power and great handling to go, it feels like the Multistrada 1200 S could take on the most serious sport tourers and win with ease. As you all know Ducatis 1198cc engine is its top-shelf liquid-cooled superbike-derived powerplant. The detuning of the full on superbike motor involves reducing the degree of valve overlap angle to 11 degrees compared to the full on 41 degrees on the superbike. As the low-end power delivery is more important than the top end on the Multistrada 1200, this was done to provide a rich and meaty midrange that is a lot smoother when shifting up at lower rpm figures.

Despite the Multistrada 1200 S being a smooth customer, itll also do a fine wheelie or two. After all, theres 150 horsepower on tap and the claimed dry weight is only 417 pounds. The smart-looking exhaust and double mufflers are Euro 3 approved with a good margin (also helped by the 11 degree valve overlap). The mufflers that only stretch slightly in front of the rear tire have been specially designed to provide ample space for the pannier on the right hand side. To be on the safe side, Ducati has also protected the right pannier with a heat-absorbing layer. The powerful Testastretta II engine sucks air into the airbox via two ram-air ducts at the front that double as the obligatory Adventure-style front beak. This latest version of the Testastretta engine provides a touring worthy 15,000-mile service intervals, which Ducati is very proud of.

The traction control and three engine mappings enable me to swap with ease between four different riding modes on the go. After playing with the Sport and Touring modes, which both provide 150 horsepower but with different suspension, engine (aggressive or smooth throttle), and traction control settings, I switch to Urban as we enter a village. When I hit the Urban button the suspension softens up a bit, the engine mapping changes to the 100 horsepower one and the traction control changes to setting 6 (5 in Touring; 4 in Sport) which is a high intrusion for maximum safety over manhole covers and dusty patches.

Add the powerful ABS brakes to this, and the Multistrada 1200 S turns into one very safe city center vehicle. Over little bumps, curbs, and speed bumps the Multistrada behaves like a supermoto on steroids with all safety features known to man, bar only a seat belt. I was a bit worried at first that the engine might feel completely sedated in 100 horsepower mode, but it didnt, It was more than enough as there are so many other things to concentrate on riding in the city.

I took the Multistrada for a very short off-road section. When selecting Enduro, which I did miles in advance to see how it worked on the road, the engine map stays on 100 horsepower, just like the Urban mode. The suspension however softens further and the traction control setting automatically changes to level 2. On the road, the Multistrada in Enduro mode changes character completely. When switching from the Sport mode to the Enduro mode, the feeling is almost as if you suddenly had a tire puncture--thats how much the suspension softened.

When hitting the gravel, trying to do a few slides, the traction control kicks in way too early, even on level 2. If I were to ride off-road over a longer period, I would head on deeper into the menu and customize the Enduro setting to level 1 or turn traction control off all together. Its important to know that you can personalize the four different riding modes to your liking. If you find that you have messed up the settings that you liked, you can return to the default settings with a click of a menu button.

What I would do for off-road riding is to turn off both DTC and ABS. ABS will turn itself on again automatically after turning the ignition off and then on again though, which is a required safety feature from one or more of Europes babysitting governments. This is awkward if youre in the middle of Africa with days and days of graveled roads. For that reason, Id like a separate ABS button, as on the BMW GS, to make it easier to re-de-activate ABS. Im not suggesting that the Multistrada 1200 S would be suitable for such a trip, but Id be willing to try.

Interestingly Ducati have worked with Pirelli to come up with the worlds first 190mm trail rear tire. I spoke to Fabio Sabbioni about this and several other technical features on the Multistrada 1200 S. The main reason the Multistrada 1200 features a 190 section rear tire is that the engine produces 150 horsepower and anything less than 180 would simply not be safe riding on the extreme side in Sport mode. These new Pirelli Scorpion trail tires have a ZR rating safe up to 168 mph.

Back on the gravel, the rear tire would slide at half- throttle. But, as soon as I applied full throttle and held it there, traction control kicked in, even at level 2. The Enduro standard mode is only suitable for complete newbies on the rough stuff, but for everybody else Id recommend turning all electronic aids completely off for the best off-road experience. The automatic suspension setting Id like to keep, though. Another useful enduro feature is the solid aluminum engine protection should you bottom out the suspension jumping out of one of those dried out river beds or similar.

On top of the trail-spec superbike tires sits fully adjustable and even electronic rebound and compression Ohlins suspension. The fork is a 48mm USD version, with a small electric motor fitted to the top of each fork-leg. When changing modes on the menu whilst riding, these tiny electronic wonders changes rebound and compression damping according to a preset setting suitable for that particular riding style. I was looking for the sensation of this actually happening and as I changed from Sport mode to Enduro mode, which are the two extremes.

The shock is a high spec TTX electronic version that does the same as the front, but with mechanical preload. Both front and back suspension carries an adventure worthy 6.7 inches of travel. Within the menu system you can even set up whether youre riding solo, with passenger, or with passenger and luggage--the electronics will do the rest for you. The system results in much more noticeable the changes than on a BMW.

Nearly needless to say, the results are of a Multistrada handling supremely well under a variety of conditions dictated by the roads you want to ride. The tubular trellis frame is in place, as always, and the Multistrada handles easier than its more-hardcore sport siblings. Having a wide handlebar obviously helps with the directional changes, but just as important is the sheer lightness of the whole package. The radial Brembo ABS brakes work well in all situations apart from off-road where the ABS should be turned off.

The 2010 Ducati Multistrada 1200 S should be every sport touring riding motorcyclists dream bike--thats just how good its at the touring bit. There are many different features and modes to play with, but it doesnt take long to learn how to use them. The instrument panel is packed with easily read information. The capacity both when talking about the engine, load, and capability on all surfaces known to man and ace suspension is truly unrivalled. BMW GS watch out, shaft drive and dealer network may be your only advantages now.

By Tor Sagen motorcyclingmag.com

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by herman 9:15 PM

Make Model	Kawasaki GTR 1400 Concours
Year	2010
Engine	Liquid cooled, four stroke, transverse four cylinders, DOHC, 4 valves per cylinder
Capacity	1352
Bore x Stroke	84 x 61 mm
Compression Ratio	10.7;1
Induction	Fuel injection
Ignition / Starting	Digital / electric
Clutch	Wet multi-disc manual
Max Power	114 KW 155 hp @ 8800 rpm
Max Torque	136Nm 102.0 lb-ft @ 6200 rpm
Transmission / Drive	6 Speed / shaft
Gear Ratio	1st 3.333 (50/15) 2nd 2.415 (41/17) 3rd 1.900 (38/20) 4th 1.545 (34/22) 5th 1.292 (31/24) 6th 1.074 (29/27)
Frame	Monocoque pressed aluminum
Rake / trail	26.1 degrees / 4.4 in.
Front Suspension	43mm Inverted forks with top out spring, Rebound damping TBA, 113mm wheel travel.
Rear Suspension	Bottom link Unit-Trek with gas charged shock, Tetra lever rebound damping TBA, 136mm wheel travel.
Front Brakes	2X 310mm discs 4 piston calipers
Rear Brakes	Single 270mm disc 2 piston caliper
Front Tyre	120/70- ZR17
Rear Tyre	190/50 -ZR17
Seat Height	815 mm / 32.1 in.
Wet-Weight	308 kg
Fuel Capacity	22 Litres

The 2010 Kawasaki GTR1400 super-tourer’ now features restyled bodywork to offer more weather protection and comfort, a range of touring luxuries and options, tweaked suspension and Kawasaki’s new, second-generation linked ABS brakes.

But it’s the GTR’s new traction control system, dubbed ‘KTRC’ which is the most significant development. It’s the first time Kawasaki has fitted a genuine traction control system

The 2010 Kawasaki Concours 14 looks more striking than the old model thanks to much larger heat exhausts in the fairing. These come as part of a package of changes designed to better manage excess heat after many owners found their legs got cooked at low speeds. The new bikes also been crammed full of gadgets, with traction control and a fuel economy mode headlining those changes.

Enhanced Comfort & Touring Potential
A completely redesigned, more aggressive fairing with new inner guide surfaces and outlets is designed to facilitate heat dissipation, greatly reducing the amount of hot air transmitted to the rider
A 70mm taller windscreen with a wider upper portion reduces upper-body turbulence. The screen is electrically adjustable, with four new programmable preset positions
When the power is turned off, the windscreen goes to its lowest position. When the power is turned back on, the windscreens memory function returns it to the selected preset position
Passages from windscreen slits direct air through the inner fairing to vents next to the instrument panel; alleviating the lower pressure helps prevent turbulence around the riders head
An exhaust pipe guard added to the upper part of the exhaust mid-pipe helps protect the rider from heat when stopped
Stepless adjustable grip heaters are standard, with an easy-to-reach switch located in front of the new lockable storage case on the inner left fairing panel
A new, lockable storage case in the left fairing inner panel uses an electromagnet lock to prevent entry when the engine is off
New mirrors positioned 40mm higher increase rear visibility and provide increased hand protection from the wind
New hooks at the front of the tank facilitate securing a tank bag

New KTRC Traction Control (Concours 14 ABS only)
KTRC (Kawasaki Traction Control): Kawasakis first traction control system reduces engine output when wheel spin is detected, allowing the rear tire to regain grip
Advanced, 3-way control (airflow, ignition timing, fuel delivery) gives KTRC smooth operation, natural feel and the ability to operate on long stretches of bad road
KTRC adds no weight, since it uses the existing ECU and ABS sensors

New 2nd Generation K-ACT ABS (Concours 14 ABS only)
2nd Generation K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS links front and rear brakes for most effective front-rear brake force distribution
A smaller, lighter K-ACT ABS unit with a higher-spec ECU is capable of more detailed calculations for smoother operation
The rider can choose one of two modes to suit riding situation or rider preference: The linked effect from front brake lever actuation is largely the same in both modes, but the linked effect when actuating the rear brake pedal is quite different
In Standard Mode, rider control is prioritized, with linked effect reduced at initial pedal stroke for natural sensation when sport riding
In High Combined Mode, theres a more pronounced linked effect from the beginning of the pedal stroke -- ideal for touring and two-up highway use. A low-battery mode maintains the ABS function as best possible when the battery charge is low. In low-battery mode, ABS timing and pressure relief functions are maintained, so brake effectiveness is preserved (although riders will notice that ABS operation is not as smooth). The K-ACT lamp will flash and "Low Battery" will be displayed on the LCD screen. The system resets when the engine is turned off

New Fuel Economy Assistance Mode
Activating fuel economy assistance mode changes the engine to a leaner map which prioritizes fuel economy, for as much as a 25 percent MPG boost.
Fuel economy assistance works in any gear, as long as rpm is below 6000, throttle opening less than 30 percent and speed less than 80 mph.

Improved KIPASS
Now each Concours 14 comes with one key fob (kept in a pocket) and a small card-type key for emergency/backup use.
The new card-type key includes an immobilizer function (but no remote activation) and is highly portable, measuring just 1.2 x 1.6 x 0.25 inch

Improved Finish, Higher Quality Design
Improved overall fit and finish results in a higher quality, more luxurious feel
A revised muffler end cap gives the silencer a more compact appearance; internal construction is unchanged, but the end cap itself is 1.6 inches shorter
Multi-function display now includes outside air temperature. The sensor is located at the intake duct (the furthest point from the engine)
Other new instrument functions include the K-ACT mode indicator, Economical Riding Indicator, and Fuel Economy Assistance Mode mark
The Mode-Select button on the front of the left grip lets the rider change LCD modes without taking his/her hand off the grip, toggling through average fuel consumption, instant fuel consumption, remaining range, tire pressure, battery voltage and outside temperature

New Accessories
Engine guards, a larger top case, tank bag, GPS bracket, a low seat and side spoilers join the list of authorized Kawasaki Accessories.

Motociclismo Ride impressions.

Thanks to the electronics, the 1400GTR has taken a big step forward this year. Kawasaki have listened to their customers and the result is that the bike now comes with second-generation ABS and a traction control system. The bodywork has been given a minor redesign for better dissipation of engine heat, the windscreen has been reshaped and its height has been increased by a bit, heated grips have been added, the glove compartment has been made more spacious and on-board computer can now be controlled via controls mounted on the handlebar.

The new 1400GTR’s chassis remains unchanged, but the suspension has been revised so that it works better with the bike’s anti-lock braking system. The new set-up works very well and is very communicative, and the bike feels very stable on the highway at high speeds. Of course, it’s a heavy bike (304kg claimed kerb weight) and you have to be careful with how you maneouver it at lower speeds and while suddenly braking hard.

Kawasaki’s K-ACT combined braking system, with ABS, works very well and with the bike fully loaded, provides powerful stopping performance from the twin 310mm front discs and single 240mm rear disc. While riding alone, however, and with the luggage bags removed (hence reduced weight), the ABS can be a bit more intrusive at times. The traction control also made a very positive impression – at no time does it cut in abruptly or suddenly interrupt the bike’s power delivery. It’s smooth and effective, allowing you to ride with more confidence on wet, slippery surfaces.

The Kawasaki 1400GTR’s 1,352cc inline-four remains perfect as ever – 155bhp and 136Nm of torque is a lot of power. But the engine is free from vibes and power delivery is smooth and consistent. Also, there is an eco mode that’ll help you get up to 10% better fuel efficiency, though performance suffers a bit. But it’s nice to be able to make that choice.

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