Ducati Multistrada 1200
DUCATI MULTISTRADA 1200
NEW METAL 2015
DVT AND IMPROVED ELECTRONICS UP THE MULTISTRADA’S GAME
The new Multistrada revealed at the EICMA show in Milan might be the most sophisticated and advanced bike in Ducati’s lineup. Styling has been revised with new graphics, but that pales in comparison to the significant evolutionary changes that have taken place with its Testastretta engine.
That’s right; the new Multistrada is the first Ducati with latest evolution of the Testastretta 1,198 V-twin, which now features the revolutionary Desmodromic Variable Timing (DVT) in combination with dual-spark ignition and secondary air bleed. This bumps claimed horsepower from 150 hp at 9,250 rpm to 160 at 9,500, and claimed peak torque has increased from 91.8 pound-feet at 7,500 rpm to 100.3 at the same rpm. Simply put, there is no comparison between old and
new engines. The new Testastretta 1,198 DVT powerplant has a much broader power curve starting as low as 2,000 rpm.
The superior performance is also related to upgraded electronics. Ducati’s
new electronics suite includes the Inertia Measurement Unit (IMU), which has all features from before (traction control, ABS, four-mode ride-by-wire) plus wheelie control. It also manages the latest Ducati
THE NUMBERS
DUCATI MULTISTRADA 1200
Base price: $17,695
Claimed dry weight: 511 lb.
Wheelbase: 60.2 in.
Claimed horsepower: 160 hp @ 9500 rpm
Claimed torque: 100.3 lb.-ft. @ 7500 rpm
Rake/Trail: 24.074.3 in.
Skyhook suspension, which is standard on the Multistrada S.
This electronically managed semiactive suspension, by Sachs, features an inverted 48mm fork and a single shock. The IMU also manages the latest Bosch Cornering ABS, which prevents the Brembo brakes from locking a wheel even when well leaned over.
Ducati’s base Multistrada has a non-adjustable 48mm inverted fork, plus a pair of 320mm front brake rotors by Brembo. The Multistrada S, with its electronically managed semi-active fork, gets 330mm front brake rotors and the latest Brembo M50 calipers. Of note, the S also has a full-color TFT dash, and the load settings of the Skyhook suspension are adjustable at rest or on the fly, as are the four riding modes: Sport, Touring, Urban, Enduro.
The new Multistrada S ($19,695) also benefits from a new full-LED headlight with corner-lighting technology. Additional peripheral lighting for the Multistrada S is available via a switch near the left grip that actuates two additional lights. All Multistradas roll on 17inch wheels shod with the latest Pirelli Scorpion Trail II, in 120/70-17 front and 190/55-17 rear sizes. In Europe, Ducati will continue to offer the Multistrada S D/Air model, which features a wireless connection to the airbag-equipped Ducati D/Air riding apparel by Dainese.
If you’re one of those folks who plans to occasionally venture off road on your Multistrada, the Enduro Pack accessory includes engine crashbars, a radiator guard, an extended skid plate, auxiliary LED lights, and off-road footpegs.
BdP
DVT 101
Ducati’s Testastretta engine has benefited from twin-spark ignition and the development of the 11° version. That refers to the amount of valve overlap in crankshaft degrees. Overlap is that period when the inlet valves are open and the exhausts haven’t closed.
This overlap exploits the depression created in the cylinder by the scavenging effect of the spent gases rushing out through the exhaust port. Via fluid dynamics inertia, the volumetric efficiency of the engine is pushed past1:1. In otherwords, the inhaled charge exceeds the swept volume of the cylinder. Problem is, at low rpm, the scavenging effect is marginal, so little or no benefit at all comes from the overlap phase. Since the timing remains unchanged, there is more time forthe fresh charge to be jettisoned through the exhaust, and the low flow speed does not create the correct turbulence in the compressed charge. Consequently, combustion is farfrom optimal. To address this, Ducati has developed a full variable valve-timing system for the 11° Testastrettra engine, the first of its kind applied to a motorcycle engine or any powerplant with desmodromically operated valves.
Mechanically, the Desmo Variable Timing (DVT) system consists of an external housing rigidly connected to the cam belt pulley, plus an internal mechanism connected to the camshaft that rotates independently inside the housing. This rotation of the internal mechanism of each camshaft-advance or retard-is precisely
managed by electronically controlled valves that modulate oil pressure on either side of a three-vane rotor sealed inside the chamber of the mechanism and solid with the internal mechanism of the camshaft. The timing of each cam is dynamically controlled by a sensor located in the cam covers and continuously modulated based on factors sensed by the ECU, with engine rpm and throttle position most important. More significant is its effect. According to Ducati, the new1,198 DVT twin generates 100 pound-feet of torque at 7,500 rpm and 160 hp at 9,500. The torque curve is very broad, with 59 pound-feet on tap at just 3,500 rpm.
Compared to a standard 11° engine, the DVT version has 15 percent more torque, with improved combustion stability and smoothness, increased fuel efficiency and reduced emissions. Exact timing numbers haven’t been released, but the variation is likely in the range of about 30 degrees, starting with “negative” overlap at lower rpm. By this, I mean no overlap at all but rather a delay between the closing of the exhaust valves and the opening of the inlets. This means no fresh charge goes out the exhaust, combustion is improved at low rpm, and there’s no more “Ducati shudder” when opening the throttle below 3,000 rpm.
DVT is revolutionary because overlap is crucial in achieving higher performance. It’s no longerthe old “torque versus power” quarrel; now it’s torque and power, with superior efficiency. -BdP
BMW SI000XR
ASPHALT ADV PACIKING S1000RR HEAT (ALMOST)
From the company that invented the ADV bike with its original GS comes BMW’s new S1000XR, which was shown back in November at the EICMA show. Put simply, the new 2015 BMW S1000XR is an ADV-look sport-tourer powered by a detuned version of the SIOOORR’s potent inline-four. Accordingto BMW, the engine in the new S1000XR puts out160 hp and 83 poundfeet of torque, which peaks at 9,250 rpm.
For optimum tractability and smooth, shudder-free throttle response from as low as 2,000 rpm, the BMW engine has vastly revised valve timing and reshaped intake ports. It remains a substantially oversquare engine, with an 80mm bore and the same 49.7mm stroke common to all S1000 models. Inlet and exhaust
valves have come down in size by 2mm, and the engine breathes through 48mm throttle bodies. A high-compression ratio of 12:1 means that European premium gasoline, with a Research Octane Number of 95, is required.
The chassis of the S1000XR is a completely new design with peripheral aluminum spars, and the engine-which has multiple bolt-on pointsserves as a major stiffening element for the bike. Thanks to 25.5 degrees of rake and 4.6 inches of trail, the 51000XR has agile steering geometry, slightly "stronger” than the geometry of the S1000R. The swingarm, a conventional two-sided design, is 2.6 inches longerthan the S1000’s, while thewheelbaseofthe new BMW spans a substantial 61 inches. That’s 4.3 inches more
than the 51000R’s, and the seat height is a very reasonable 33.1 inches.
Suspension is by Sachs, front and rear. The inverted fork has 46mm sliders, and the single shock is linkactuated. According to BMW, there are 5.9 inches of front travel and 5.5 inches out back. Street tires, size 120/70-17 inches front and 190/55-17 inches rear, underscore the S1000XR’s tarmac intentions. Brakes, by Brembo, feature a pair of 320mm rotors and radial-mount calipers in front. In back, a 265mm rotorteams with a two-piston caliper.
BMW says the new S1000XR, in wet, ready-toride form, weighs 503 pounds. Moreover, its electronics suite, which is oriented toward improving both safety and comfort, features ABS, traction control, and the semiactive suspension of the optional ESA system.
Clearly, BMW has decided to go right after Ducati’s tarmacoriented Multistrada, and the other non-dirty adventuretouring bikes on the market. Fias the street-oriented ADV segment spelled the end of the sport-touring bike as we know it? -BdP
YAMAHA FJ-09
Yamaha’s FJ-09 is a new sport-tourer built around the hot-selling FZ-09’s frame and 847cc triple.
The seating position is more upright than the FZ-09’s, and the seat itself, with 0.6 inch of height adjustability, has more cushioning as well. Making the new FJ-09 even more comfortable and accommodating is a windscreen that can be raised or lowered 1.2 inches without tools, plus a handlebar that can be adjusted fore/aft 0.4 inch.
Other standard hardware includes ABS and switchable traction control, a centerstand, and LED lighting. A large 4.8-gallon fuel tank should appeal to travelers.
Two colors are offered: Matte Cray or Candy Red. Price: $10,490.
KTM 1290 SUPER ADVENTURE
Forthose who thought, “Wouldn’t it be bitchin’to stuff the Super Duke’s 1290 twin into a roost-chucking ADV machine?” your wish has been granted. Look for cruise control and more sophisticated electronic suspension. And, oh, yeah, more wheelies.
KAWASAKI VERSYS 1000
Built for weekday urban adventures and anything you can think up on the weekends, the big Versys has finally arrived. Power comes from the excellent 1,043cc inline-four found in the Ninja 1000 and Z1000. ABS, TC, and power modes sweeten the deal.
HONDA TRUE ADVENTURE CONCEPT
It’s about time Honda got back into the ADV game. While Europe gets a variety of Honda ADV touring bikes, the US has been forgotten. Will Big Red’s twin-cylinderTrue Adventure Concept find its way to America? It better, or we’re going to invade Europe to get one.
