Since the release of the Ducati Multistrada 1200 five years ago, there has been a spawn of what could be best described as adventure-styled roadbikes that have followed in the same vein. And for good reason too – it’s the perfect genre of motorcycle for the road.

In this class the 1200 Multistrada lifted the bar in terms of ergonomics, functionality, handling and engine performance in a group of motorcycles that had become renowned for comfort, sportsbike-like handling and superbike-like engine performance.

The Multistrada 1200 pointed roadbikes in a new direction, one where you truly did have a motorcycle that could do it all, living up to its model name precisely. Building on those key aspects of the 1200’s success, the 2015 Multistrada has had all aspects of its performance, handling, styling and ergonomics honed furthermore to make the machine best in class.

The biggest change of all is the adoption of the Desmodromic Variable Timing (DVT) system. Ducati’s Testastretta eight-valve motor was derived from the legendary superbike family and as such was a race engine at heart with a 41-degree valve overlap. This was too highly strung for smooth-running performance on the road.

Image: Milagro.

Valve overlap (the amount of time both inlet and exhaust valves are open on the exhaust stroke) tends to be bigger for high-rpm performance and lower for a more responsive bottom-end power delivery.

Ducati’s 11-degree Testastretta engine was a step to remedy the characteristics of the racier 41-degree engine. It had valve overlap reduced to 11 degrees and as such was much friendlier for the road.

This engine was in Ducati’s street models due to the preferred characteristics it brought to road riding, and it was the Multistrada 1200 in 2010 that this new engine first arrived. For 2015, Ducati has gone a step further in giving a better engine characteristic, and again it comes to market on the Multistrada 1200.

The Multistrada 1200 brings the latest evolution to the Desmodromic eight-valve cylinder head with the adoption of the DVT system. In this system there is no fixed valve overlap. In order to get better low rpm running on the big twin you need valve overlap to be lower than 11 degrees. But this means lowering the peak power and peak torque potential of the engine. The constraint was cam phasing, hence the adoption of this unique system where it is constantly altered.

Image: Milagro.

The range sweeps by 90 degrees now, so overlap goes from -37 to 53 degrees. What does that mean? The lower overlap means a cleaner combustion chamber on the next ignition stroke and a crisper, smoother response – perfect at low rpm. And as this low overlap robs performance at higher rpm, the system swings out the valve overlap the opposite way and you get better running at high rpm.

This system works seamlessly. At low rpm, the power delivery is smooth and the torque plentiful – that lumpiness is gone and you can labour along at low revs in too high a gear easily. This is a great characteristic for the big twin on slow, tricky corners and especially friendly to a pillion if you have one on board.

Rolling the throttle round from idle towards redline you get a hint of changes happening, but there is no abrupt transition at any point of the power delivery. You wont want any more power on the road, that’s for sure.

The system really has given the best of both worlds – good low rpm running and great top-end performance. The engine has 80Nm of torque served up at 3500 and hits peak between 5750 and 9500rpm depending on the valve operation. While the more fuel efficient motor serves up a healthy 160hp (120kW).

Image: Milagro.

There are two model variants of the Multistrada 1200 for 2015 – the base model 1200, and the 1200 S. While they run the exact same engine the areas they differ is in the S-model’s semi-active Sachs Ducati Skyhook Suspension (DSS) system, LED cornering headlight, Thin Film Transistor (TFT) instrument display, M50 Brembo Monoblocs, Ducati Multimedia System (DMS) and forged aluminium wheels.

The handling of the S model is obviously the key difference here with lighter wheels, sharper brakes and the semi-active suspension system the key factors. The M50 Monoblocs are teamed with the Bosch 9.1ME cornering ABS system – the best in the business. It’s this system, and primarily its inertial measurement unit, that is the heart of the Ducati’s electronics system making all of the electronics function as well as they do.

At the click of a button the 1200 S transforms from a firm, responsive machine to a comfortable and relaxed ride. While the four riding modes – Sport, Touring, Urban and Enduro – give you very different suspension settings, the relationship of the ride-by-wire throttle with the twist grip, level of Ducati Wheelie Control (DWC), Ducati Traction Control (DTC) and ABS are changed at the same time, giving you four very different feelings all round. You can change these base settings in each mode, and aside from the Skyhook suspension system, the base model will allow you to do the same.

The base model 1200 doesn’t have the electronics or the lighter wheels and sharper brakes, but it’s an enhancement that you wouldn’t miss unless you knew about it! The handling is still as sharp and compliant as the 1200 S, and the brakes as good as you’d want, but the fact you can dial in suspension changes on the fly and the suspension reacts to the road you are riding, while the M50s are a bit sharper, is the big difference.

Image: Milagro.

A majority will buy the S model for these reasons alone, but it’ll only be a few more people than will buy the base-model for the value it has to offer at better price.

One place where Ducati has gone to a lot of effort is with the new design of the Multistrada. A lot of care has been taken to keep the styling reminiscent of the previous model, though with improved ergonomics and a bigger cylinder head design there have been a lot of challenges in making it all happen.

The engine sits 20mm higher in the frame, the engine is 20mm taller thanks to the DVT system, while at the same time Ducati has crafted a thinner mid-section, for a shorter standover height. The seat is lower, longer and wider making it a lot easier for shorter riders and more comfortable for everyone.

Same too goes for the pillion seat. The seat is height adjustable, as too is the fairing screen, while the handguards with integrated indicators keep a lot of the windblast off you. It’s the small touches like these and the sleek sub-frame with integrated pannier mounts, power socket up on the dash, centrestand, cruise control that make the Multistrada so much better at being the all-roads kind of bike it is.

All these electronic gizmos are great, the styling is a step above – get up close and see the detail in the one-piece fairing panels for instance – and the improved ergonomics make it more comfortable, but the highlight is the improved nature of the machine that the DVT system brings to the fore.

While stuff like the cornering lights on the S model, though we didn’t get to test them, are another aspect of function on the 1200 S along with the chassis upgrades that take the new Multistrada to a level above, the fact is either model is now at a standard that other all-roaders will have to match. And that is one tough ask.

Specifications

Capacity: 1198cc
Power: 118kW @ 9500rpm
Torque: 136Nm @ 7500rpm
Dry weight: 1200 209kg; 1200 S 212kg
Seat height: 825-845mm
Price: Multistrada 1200 DVT $23,990; Multistrada 1200 S DVT (red) $27,990; Multistrada 1200 S DVT (white) $28,490 (all prices listed are plus ORC)
Availability: Out now
Detailed specs: http://ducati.com.au/bikes/multistrada/index.do