DUCATI MULTISTRADA 1200 S

Germany € 3.90Germany 3,90 €Austria € 4.40 Switzerland SFr 7.70

BeNeLux € 4.60 Finland € 5.90

Greece € 5.70 Italy € 5.20

Norway NOK 55.00 Slovenia € 5.20

Spain € 5.20 Canaries € 5.40

01 www.motorradonline.de

50,000 km

DUCATI SPECIAL EDITION

We love the Italians and their wonderful accent. And we love their motorbikes – as long as they do not get broken. In the endurance test, however, the red racers did not prove to be reliable and stable. Can the Multistrada com-bat typical prejudices?

O ne could again sing the old song of the Italian motorbikes which arouse a great deal of emotions and passion, however do not real-

ly fulfill the local quality requirements. Are these clichés still relevant today? No! Times are changing, a BMW is no longer obligatorily boring anymore today, and a Ducati does not necessarily fly past your ears. The way from

the old times, in which these prejudices sure-ly had a certain foundation, into modern age is definitely a long and tedious process. Ducati has proclaimed the aim of quality im-provement some time ago, long before the acquisition arranged by Audi. The technical manager Claudio Domenicali is internally known and feared as a true quality enthusi-ast, quasi the counterpart to the VW-Manag-

Endurance Test Closing Balance Ducati Multistrada 1200 S

IS NOTHING BROKEN?

By Gert Thöle; Photos: Jacek Bilski, Georg Jelicic, Werner Koch “Bella figura” even when stationary: the Multistrada photographed with tester Georg Jelicic and in fresh green surroundings

km50000

49000

48000

47000

46000

45000

44000

43000

42734

41000

40000

39000

38893

37000

36000

35000

33921

33000

32000

30919

30000

29000

28000

27450

26000

25130

24000

23000

22000

20536

20000

19000

18000

17000

16000

15000

14000

13000

12000

11000

10291

9527

8124

7000

6000

5400

4000

3000

2000

1000

Long pedal travel, rear wheel brake vented, key battery replaced

Gear indicator goes haywire from time to time

Gear sensor replaces

Exhaust valve hangs, silencers replaced, key battery replaced

Swing arm guard looped through, swing arm replaced

Swing arm guard looped through, swing arm replaced

Fork seal ring on the right side replaced

Hand protection on the right/left side torn, replacement

Key battery replaced

Occasionally error message EXVL exhaust valve

3 4 T E S T & T E C H N O L O G Y 1 / 2 0 13

T E S T & T E C H N OO GL Y

er “Fugen-Ferdi”, Ferdinand Piech. However, the way was thorny for Ducati, as the endur-ance tests of the 999 and 1098, which went bad, have shown. There was plenty of work to do.

Now the next attempt is being initiated. A healthy dose of skepticism shown by the testers could definitely be comprehended when the Multistrada 1200 S tackled the en-durance test distance in spring 2011. Particu-larly since the touring-fun motorbike as the first Ducati was packed with electronics to full extent. Adjustable motor mapping, ABS, traction control, electronic chassis – and this all even intertwined with each other in driv-ing programs which can be preselected. So the question arises whether the immediate

The bearing shells of both lower large end bear-

ings make a relatively worn impression.

However, the clear-ance was still within

the tolerance area. In contrast the upper

large end bearings are faultless, so that

the connecting rods can be further applied with

new bearing shells.

The heads make a clean impres-sion, little sediments, hardly any oil carbons. Valves and seats with little traces of fire in a good condition. The desmo-dromic system does not ham-

mer the valves into the seats, this saves the material

A shift fork shows run marks and has a little clearance in its duct. It is defi-nitely no serious problem, however, one would replace it before the as-sembly.

P E R F O R M A N C E C H A R T 1

Surprisingly the Multistrada could improve a little bit in the lower area during the course of time, whereas it loses some PS in the top. This is also ex-pressed in the driving performance, only in the top sector the Ducati has minimal losses.

1Power at the crankshaft; measurements on the Dynojet roller dynamometer test bench 250, corrected according to 95/1/EC, maximum tolerance ± 5 %

Measurement values

Engin

e out

put

Engine speed in rpm x 1000

102030405060708090

100110120

Initial measurement108.3 kW (147 hp) at 9500 rpm116 Nm at 7700 rpmFinal measurement105.8 kW (144 hp)at 9200 rpm

118 Nm bei 7700/min

708090100110120

Torq

ue in

Nm

kW PS

118 Nm at 7700 rpm

30

60

90

120

150

20

50

80

110

140

10

40

70

100

130

160

210 43 765 12 13111098

P E R F O R M A N C E

Measurement according to 2602 km 49 987 kmAcceleration

0–100 km/h sec 3.4 3.30–140 km/h sec 5.3 5.30–180 km/h sec 10.0 10.2Engine power

60–100 km/h sec 4.1 4.0100–140 km/h sec 4.5 4.4140–180 km/h sec 5.4 5.5Average fuel consumption over 50,000 km

Fuel (Super) l/100 km 7.4Engine oil l/1000 km 0.05

Balance after 50,000 kilometers

The compression has even increased, probably the large twin needs a proper time of operation

CO N D I T I O N Cylinder head: an inlet valve and two outlet vales are a little bit leaking. The valve seats only show little traces of fire and are only little broadened. Valve ducts, rocker levers and cams are in a good condition.Cylinders/pistons: the pistons have an even motion picture and only light sediments, the cylinders hardly show any run marks. Form and measure tol-erances lie within the operation tolerance.Crank drive: the large end bearings show clear run marks as well as the crank pin, however, the radial clearance ranging moves within the frame-work of the tolerance. Connecting rod eyes and piston pins are ok. One crankshaft anti-friction bearing has a noticeably higher clearance ranging than the other one. Power transmission: the friction disks and steel disks of the clutch are hard-ly worn, clutch basket and clutch hub as well as the ramps of the anti-hop-ping mechanism also show only little run marks. The shift forks have clear run-up tracks and an increased clearance ranging in the nut. Frame/chassis: the coating of the frame is in a good condition, also the re-maining finish makes a good impression. At the fork there are scrape marks of the break lines. The chassis suspension is without any clearance ranging.

Compression

Shift fork/ gear wheel clearance

Clutch friction disc width

Clutch spring, free length

Valve spindle clearance output

Valve spindle clearance intake

Valve seat width output

Valve seat width intake

Big end bearing radial clearance

Piston pin/piston radial clearance

Piston rings, end gap, second ring

Piston rings, end gap, first ring

Piston clearance

Installation tolerance Operating tolerance Wear and tear Actual dimensions

W E A R A N D T E A R

attack with the feared cable mess is pro-grammed? This fear did not apply, because the electron-ic system worked astonishingly trouble-free for more than two years if you abstain from some small occurrences and defects. This way, last winter the gear sensor suddenly failed which led to massive confusion in the board computer. Even before the Multistrada temporarily showed a light misfiring, possi-bly this had already indicated this defect. At that time the display did not deliver any error message. However, the Ducati did not have a breakdown, the transportation vehicle was not required. Even the four times renewed battery of the radio transmitter key could not stop it. The board computer reports the weakening in time in the display. The reason for this could possibly be that the key tem-porarily was located near the motorbike and

therefore was communicating with the machine for days. This theory is sup-ported by the fact that the last both batteries lasted for approximately

20,000 kilometers.

Endurance Test Closing Balance

Light run marks at the crankshaft give no real cause for concern, the measure is within the installation tolerance. Obvi-ously there were light contaminations in the oil, which produced superficial grooves and breaks

3 6 T E S T & T E C H N O L O G Y w w w. m o t o r r a d o n l i n e . d e T E S T & T E C H N O L O G Y 3 71 / 2 0 13

Endurance Test Closing Balance

One can already recognize: these were not any highly dramatic things at all, rather slight details compared with the electronic disaster of the endurance test 999.

The few mechanical defects were little spectacular, as well, although annoying. The fact that a rather small damage like the occa-sionally hooking exhaust valve cannot be dis-missed as trifle can be realized, at the latest, when you get the receipt at the cash desk. When the board computer indicated a corre-sponding error message for the first time, the garage tried to repair the valve with lubri-cants and gentle force. This could be suc-ceeded, however, turned out to be a tempo-rary solution. At the mileage of 27,000 noth-ing could be done anymore, the valve was overhead, the complete pre-silencer had to be replaced. At the testing machine this hap-pened within the guarantee period , outside the guarantee period such a damage gets quite expensive: 1000 Euro alone have to be paid for the material. Our advice: it definitely makes sense to observe the condition quite frequently. Particularly if you drive your Multi-strada like the testing machine also in the winter and at miserable weather conditions.

The BMW S 1000 RR had a similar defect in the endurance test, the exhaust valve of which was knocked out and also led to a re-placement of a wickedly expensive, com-pletely intact pre-silencer. It is actually a pity

The one groove which has pulled a splint into the

piston, is not a big problem at all. Apart from that the pistons make a very good impression, however, have already a slightly increased

profile and would now be replaced by

new ones.

The FCC oil bath clutch combines anti-hopping and servo-impact by means of double ramps in a sophisticated manner. An ingenious and high-quality compo-nent which has overcome the complete distance in a perfect manner.

CostsOperating costs based on 50,000 kilometres19 litres of oil @ EUR 16.50 EUR 313.505 oil filters @ EUR 13.82 EUR 69.105 air filters @ EUR 61.03 EUR 122.064 ignition plugs @ EUR 28.19 EUR 112.762 sets of brake linings, rear @ EUR 67.40 EUR 134.802 sets of brake linings, front @ EUR 128.52 EUR 257.042 sets of drive belts @ EUR 98.84 EUR 197.684 sets of chains @ EUR 318.68 EUR 637.36Brake fluid EUR 16.35Small parts, lubricants EUR 172.18Inspections and repairs EUR 1752.27Tyres (including installation, wheel balancing and disposal) EUR 2128.55Fuel EUR 5801.91Total cost EUR 11,715.56Purchasing price EUR 18,245.00Depreciation EUR 7645.00Estimated price (dealer’s selling price) EUR 10,600.00Costs per kilometre (excluding depreciation) EUR 0.234Costs per kilometre (including depreciation) EUR 0.387

Maintenance and repair costs Kilometre readingLocking pin for passenger footrest loosened 3,528Key battery replaced 5,400Key battery replaced 8,124Front and rear tyres replaced, Michelin Power Pure 8,167Rear wheel brake vented, key battery replaced 9,527Exhaust valve made practicable after heavy corrosion 12,050Front and rear tyres replaced, Conti Road Attack 2 19,922Set of chains, swing arm, brake linings, rear and exhaust end piece (warranty, clip broken) replaced 20,536Front and rear tyres replaced, Pirelli Scorpion 22,176Hand protectors right/left (cracked) replaced 25,130Front and rear tyres replaced, Bridgestone BT 26,473Silencer (warranty, due to hanging valve) and key battery replaced 27,450Gear sensor replaced (warranty) 33,921Rear brake linings and swing arm guard replaced 36,541Set of chains, swing arm guard replaced, swing arm and front and rear tyres, Dunlop Sportsmart replaced 38,893Front and rear tyres replaced, Conti Road Attack 2 42,109Right fork oil seal replaced (warranty) 42,734Front brake lining replaced 46,260

Costs and Maintenance

… with regard to the enormous battery consumption of the radio transmitter key:

after several delivered Multistradas we hear about it for the first time. We think that an untypical handling of the key has led to the increased battery consumption. It is decisive that the key is not kept within a radius of about two meters from the car when the motor is switched off.

… with regard to the weak rear wheel brake:the wish of some customers for a better

pedal feel was also expressed towards our traders. For this reason, within the framework of a goodwill provision we have developed a revised brake cylinder and a modified brake line. Due to the ABS we urgently advise against experiments with other brake pads.

… with regard to the hanging exhaust valve:according to our state of knowledge it is a

unique case. We think that through the intensive use of the durability test machine in winter gritting salt caused the corrosion damages at the valve mechanic.

…with regard to the wear at the lower large end bearings:

50.000 kilometers in the hard test mode have

left traces at the large end bearings. Since, as a whole he motor is in an excellent condition, we are very content with the result. The large end bearing moves within the tolerance sector, however, in this specific case in which the motor has already been disassembled, we would install new bearings.

… with regard to the partially ground shift fork: the shift fork would definitely render

performance for many further kilometers and switching operations without any abnormalities.

… with regard to the good condition of the FCC oil-bath clutch:

we are very satisfied with our new generation of clutches. The oil-bath solution leads to less wear and smaller manual forces.

… with regard to the defective gear sensor: here we only know a few cases. Of course, we

would solve such a case within the context of our goodwill philosophy.

… with regard to the partially ground swing arm: this damage at the Multistrada from

MOTORRAD is the only case. Therefore, unfortunately we must assume here that a

deficient chain tension caused the damage. On this occasion we would like to point out that there is also a tool to inspect the correct chain tension within the standard delivered board tools.

Ducati adopts a position

Ducati technicians Kai Liedmann and Managing Director Walter Bauer in con-versation with MOTORRAD testers Vetter and Thöle

Phot

o: K

atrii

n Sd

un

that the producers combine more and more components and functions for cost reasons, so that small defects have a great impact.

At the Ducati there was another bit, howev-er, surely avoidable damage: the swing arm had to be replaced two times, because the chain had etched a groove into it from be-low. First of all, the drivers have to take a good look at themselves, the chain was too loose and probably was replaced too late. The pinion already got light saw teeth and thus pulled up the lower chain whopper. Any wheel guard bears this for long.

Obviously Ducati drivers take better care of their valuable material: in the readers’ experi-ences you will not find any com-parable damage and also the clamping exhaust valve seems to be an individual case. There are oth-er mechanical problems at dif-ferent places, even serious damages are reported. After having a crankshaft dam-age a reader replaced his machine by a new one. De-spite more or less clearly for-mulated criticism all readers except one would again pur-chase the power fun motorbike at any time.

However, two points of criticism run like a red thread through the let-

This is more than most of the super sport ma-chines feed (see table page 41). After all the benchmark data of the Multistrada are at a similar level and without any doubt the dura-bility test machine was driven by many driv-ers in a rather committed manner. A re-strained handling of the throttle lever would imply little improvement with regard to con-sumption, the Multistrada needs at least six liters. This applies to other water-cooled Ducatits today, as well, whereas their prede-cessors had a quite economical consumption

of petrol in former times. However, it should definitely be mentioned that as a counter-move to this the express surcharge is kept within limits. Even moved in a very rapid manner the Testastretta motor does not con-sume more than eight to nine liters.

Thus, one has or can cope with this, whereas a weakly working rear wheel brake is actual-ly not acceptable.

ter. On the one hand the high consumption, about which almost all drivers complain, most of them, however accept in view of the offered driving dynamics. As an average, the durability test machine consumed approxi-mately 7l / 100 km.

The many small levers of the complicated desmodromic system have maintained an astonishingly good condition

and only occasionally show superficial and harmless run

marks, also all camshafts look virginal.

3 8 T E S T & T E C H N O L O G Y w w w. m o t o r r a d o n l i n e . d e T E S T & T E C H N O L O G Y 3 91 / 2 0 13

Practically all letters make this problem a subject of discussion. In this, two phenome-na have to be distinguished: it is a real defect when the pedal travel is gradually increasing until finally there is no braking effect any-more. This happens when air gets into the system, which is difficult to get out again. For this Ducati offers a conversion kit consisting of brake pump and brake hose. A double seal in the new pump is to avoid that air gets into the brake hydraulic system at all. The other phenomenon is the innately weak impact of the rear brake. Stoppie artists who

change from the super sport machine to the Multistrada will realize this to a smaller extent than those who change from another trade-mark and another motorbike type and use the rear brake more intensively.

The last way of a MOTORRAD endurance tester leads into pathology for the purpose of autopsy. Rough damages were not ex-pected at the disassembly, because the Ducati has run without any abnormalities un-til the end, only mechanically a little bit loud-er at the end. The inner life of the cylinder heads makes a very good impression. Only a few sediments in the ducts and on the valves, the many small desmo-levers are in a perfect condition, everything is picobello. The pis-tons and cylinders show a slightly increased

profile, however, optically make an excellent impression. Only the lower large end bear-ings make quite a worn impression and now definitely require new shells. In addition to this, a shift fork would have to be replaced before assembling. As a whole, a solid result..

Thus, we can draw the conclusion: is nothing really broken? It looks like as if some essential quality improvements have taken place in Bologna during the last years. No se-rious damages could be determined within the endurance test of the Multistrada, the lit-tle flaws and defects are tolerable. And there should finally still be a little scope for optimi-zations and improvements, so that Claudio Domenicali can continue to torture his team.

www.motorradonline.de/dauertests

In the meantime I have been driving my Multi for two years and altogether 27,000 km now. Despite some annoying problems within the guarantee period (crankshaft bearing dama-ge, leaking front fork, rear wheel brake, dashboard) I am still thril-led with this motorbike. The Mul-tistada is very versatile for me, re-gardless whether on tour, on a

country road or on winding roads, simply a great motorbike everywhere. With my body height of 190 cm I have a relaxed seating position, thus also longer distances are no problem.

Günter Fedrow

I have now been driven approximately 24,000 km with the Multistra-da since August 2012. After many years of Yamaha, baby break and then BMW it was the right decision. Yesterday I ordered a new Pikes Peak. Until now I have had no serious disturbances if one has become used to the non-working rear wheel brake. Problems: stopping in idle run, rear brake, cock-pit (indicator lamps constantly light up). Due to the CO-value the Ducati has failed at the MOT. After corresponding adjustments everything was ok again. I am thrilled with the motor. The seating position is great. The con-sumption of petrol is slightly above 6l/100 km. Until now I have only driven the Pirelli Scorpion, it can be applied for about 7000 km. I have also driven another MTS with Michelin and was keen on the better handiness

Dietmar Papenfort

After 35 years of active motor-bike riding I have finally found my dream bike. I have been dri-ving the Multi for two years and al-most 20,000 km now. There has not been any problem at all, no un-scheduled garage stay or other di-sturbances. An inspection and that was all. When I go on a tour I easily install my motorbike case, plug in

my navigation system and off I go. And after eight hours you still sit on your seat in a relaxed manner. I am very much thrilled with the engine power increase, particularly in the sport mode, when these both “ravioli can pistons” take up their work. It is simply cool. If you drive the Multi, you will feel “le emozioni!. Thomas Weichert

In advance I would like to point out that I have not regretted one sin-gle meter with the Ducati, since I have changed from the BMW R 1200 GS to the Ducati Multistrada in spring 2011. Until autumn 2011 I have been dri-

ven more than 15,000 km. After the inspection at 12,000 km there were real problems with the electronics. The engine stopped during the drive and could not be started anymore. The switching unit with the activate button was replaced, since then there have been no problems anymore. The rear brake has lost its impact as early as after the first months. This was reworked once in the year 2011, the defect was then removed quickly. In July 2012 my Ducati trader installed a new rear brake unit, after 3000 km today there is still the same condition again as previously. The carbon registration plate carrier looks really great, unfortunately in case of solar radiation a road user driving behind me does not see my indicator. The carbon registration plate carrier is attached with four black screws which rust after three months. Otto von Hören

Since I have purchased my Multi I have driven 12,600 km completely without any problems and breakdowns. If you have once made the basic settings in the menu and increased the spring preload at the front, the

chassis fits perfectly. I cannot un-derstand your criticism on the throttle response in the sport mode, with the chain wheel guard I did not have any pro-blems either. The best thing is to regularly carry out own inspec-tions and not to delegate everything to the garage. In addi-tion to this, also the retrofit chain lubricator has a positive impact,

which doses depending on the speed. The chain still makes a very good im-pression and the contamination at the rear wheel is low, as well. The instal-lation for approximately 450 Euro is worth while spending each Cent. At more than 200 km/h the Multistrada remains calm, at top speeds it gets a little more turbulent. As a whole, the wind and weather protection is very good. The consumption is between 5.8 and 8l/100 km. I have to criticize the slightly bad gear switching capacity and the bench seat could be more comfortable.

Bernhard Gläser

In May 2011 I purchased my Multistrada 1200. I only had problems with a practically functionless rear wheel brake. Ventilating did not imply any im-provement, the consumed retrofit kit from Ducati did not bring any clear improvement, either. At a mileage of 19,000 a singing noise appeared from the motor sector on the return tour from Sardinia in June 2012. After a constructive talk the trader offered me a repurchase of my machine as well as the purchase of a new 1200 at acceptable conditions. At this one it beco-mes evident that Ducati definitely can install efficient rear wheel brakes. The “new one” has now driven 7000 kilometers without any disturbances within three months Horst Czyzewski

Readers’ experiences

Endurance Test Closing Balance

Endurance Test Evaluation

Harley-Davidson Road King

Yamaha XJ6 Diversion

Honda CBF 1000

Suzuki Bandit 1250 S

Suzuki Gladius

Yamaha XT 1200 Z Super Ténéré

Triumph Sprint ST

BMW K 1200 S

Kawasaki ER-6f

Honda VFR CBS-ABS

Yamaha YZF-R1

Ducati Multistrada 1200 S

Suzuki V-Strom 1000

Suzuki GSX-R 1000

BMW F 800 S

Honda Fireblade

MZ 1000 S

Kawasaki ZX-10R

Triumph Daytona 675

Yamaha XT 660 X

Aprilia NA 850 Mana

BMW R 1200 GS

BMW S 1000 RR

Kawasaki ZZR 1400

Triumph Thunderbird

Harley-Davidson V-Rod

Kawasaki Z 1000

KTM 690 SM

Aprilia RSV4 R

Kawasaki Z 1000 ABS

Buell Lightning XB12S

KTM 950 Adventure

Suzuki Intruder M 1800 R

Ducati 999

BMW K 1300 GT

Ducati 1098

KTM 1190 RC8

ENDURANCE TEST ASSESSMENTThe assessment table gives an overview of the MOTORRAD durability test machines during the last years. 100 points can be achieved, at maxi-mum, divided into five partial assessments. The costs per kilometer include expenses for inspec-tions, spare parts and wear parts, wheels and chain sets. For the petrol consumption the aver-age is being calculated over the entire 50,000 test kilometers. The loss in value is based on a DAT-es-timation. The relation to the list price is assessed

at the beginning of the test. Extraordinary visits of the garage result in a deduction of respectively one point. Breakdowns due to which the motor-bike could not continue to be used are punished with a deduction of five points. This did not hap-pen at the Multistrada, despite of this it had to be brought into the garage five times on an unsched-uled basis. For the technical condition the wear limits as well as the visual condition of the indi-vidual components are taken into consideration – and this looks good at the Ducati.

The models in pictures

1excluding depreciation and fuel costs; 2average fuel consumption over 50,000 km; 3according to DAT evaluation; 4unscheduled repair shop visits; 5evaluated: dimensional accuracy, wear and tear pattern, replacement part requirements; 6minus points for engine damage; *repeat orders under phone 07 11/1 82-12 29

Cost

per

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Fuel

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2

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15. 15.

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18.

21.

25.

28.

31.

21. 21.

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11.

18. 21.

25.

28.

32. 33.

30.

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34. 35. 36.

37.

Maximum points 25 5 10 30 30 100

1 Harley-Davidson Road King 7,0 21 6,5 3 25 10 3/0 27 24 85 23/08

2 Yamaha XJ6 Diversion 7,6 20 5,4 5 41 7 3/0 27 25 84 25/10

3 Honda CBF 1000 7,5 20 6,4 3 43 6 1/1 24 25 78 18/07

3 Suzuki Bandit 1250 S 10,6 14 6,0 4 46 5 2/0 28 27 78 02/09

3 Suzuki Gladius 10,0 15 5,0 5 43 6 1/0 29 23 78 03/11

3 Yamaha XT 1200 Z Super Ténéré 7,9 20 6,3 3 42 6 4/0 26 23 78 03/12

7 Triumph Sprint ST 9,5 16 6,5 3 45 5 4/0 26 26 76 03/07

8 BMW K 1200 S 9,5 16 6,6 3 44 6 5/0 25 25 75 24/06

8 Kawasaki ER-6f 8,2 19 5,0 5 46 5 5/0 25 21 75 07/08

10 Honda VFR CBS-ABS 10,5 14 7,0 2 44 6 1/0 29 23 74 17/03

11 Yamaha YZF-R1 10,6 14 6,8 2 44 6 1/0 29 22 73 25/08

12 Ducati Multistrada 1200 S 11,8 12 7,4 1 41,9 7 5/0 25 26 71 01/13

12 Suzuki V-Strom 1000 8,4 19 6,5 3 56 2 4/0 26 21 71 02/04

14 Suzuki GSX-R 1000 11,4 13 5,9 4 47 5 5/0 25 23 70 23/07

15 BMW F 800 S 8,7 18 4,8 5 42 6 4/1 21 18 68 02/08

15 Honda Fireblade 12,9 10 6,1 4 45 5 3/0 27 22 68 20/09

15 MZ 1000 S 8,8 18 7,3 1 54 3 4/1 21 25 68 01/06

18 Kawasaki ZX-10R 12,3 11 6,3 3 55 2 1/1 24 27 67 14/06

18 Triumph Daytona 675 11,1 13 5,7 5 42 6 8/1 17 26 67 17/08

18 Yamaha XT 660 X 10,5 14 4,8 5 53 3 3/0 27 18 67 06/06

21 Aprilia NA 850 Mana 8,6 18 5,3 5 50 4 4/0 26 13 6 66 02/10

21 BMW R 1200 GS 6,1 23 6,0 4 50 4 6/2 14 21 66 21/05

21 BMW S 1000 RR 11,4 13 6,4 3 41 7 7/0 23 20 6 66 04/12

21 Kawasaki ZZR 1400 13,1 9 6,9 2 44 6 4/1 21 28 66 03/08

25 Triumph Thunderbird 9,6 16 6,2 4 42 7 8/1 17 21 65 06/12

25 Harley-Davidson V-Rod 11,2 13 6,9 2 41 7 8/0 22 21 65 17/04

25 Kawasaki Z 1000 11,8 12 6,5 3 56 2 3/0 27 21 65 04/05

28 KTM 690 SM 12,3 11 4,6 5 44 6 7/2 13 23 58 22/09

28 Aprilia RSV4 R 12,9 10 8,2 0 46 5 10/0 20 23 58 21/12

30 Kawasaki Z 1000 ABS 17,7 0 6,3 3 44,7 6 3/1 22 25 56 24/12

31 Buell Lightning XB12S 12,9 10 5,5 5 41 7 6/2 14 18 54 25/06

32 KTM 950 Adventure 8,7 18 6,7 2 38 8 9/2 11 10 49 16/05

33 Suzuki Intruder M 1800 R 11,3 13 6,7 2 48 4 4/4 6 18 6 43 16/09

34 Ducati 999 14,6 6 6,4 3 56 2 11/0 20 9 40 26/05

35 BMW K 1300 GT 8,5 18 6,3 3 42 6 11/4 0 12 6 39 21/10

36 Ducati 1098 16,7 2 7,2 1 45,6 5 12/3 5 17 6 30 03/10

37 KTM 1190 RC 8 15,4 4 6,2 4 44 6 10/3 0 12 6 26 09/11

4 0 T E S T & T E C H N O L O G Y w w w. m o t o r r a d o n l i n e . d e T E S T & T E C H N O L O G Y 4 11 / 2 0 13

New Ducati Multistrada 1200 S with Skyhook suspension

Touring meets passion

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