Самый дорогой турэндуро. Честный обзор Ducati Multistrada 1260 Enduro и S
I travel a lot on different adventure bikes and this is Ducati Multistrada 1260 review. Two in one - S and Enduro. Usually, there are not many differences between different versions of a adventure bikes - wheels, suspension, tank, and saddle - rarely anyone goes further. There are more differences between Multistrada S and Enduro versions than lean GS and Adventure or base Africa and Adventure Sports.
Different 1260s have, in addition to little things, for example, almost identical, but still different mudguards and saddles, even different beaks, exhausts and conceptually different swingarms. There is a feeling that these models were developed in parallel - Enduro is based on previous version of 1200 Enduro, and S seems to be developed in parallel. A normal blogger would make 2 different reviews and also separate first impressions, I'm lazy and tamp everything into one video. 1260 Enduro is the most expensive adventure bike in stock.
Moreover, this is not maximum package, some options and accessories will have to slobber from above. Stock more road oriented 1260 is quite in market at an average price for the class, but stock Multistrada does not have many chips that I will extol, the main of which is semi-active suspension. There are now only two series of large, sporty adventure bikes - KTM 1290 and Multistrada line: 1260 and V4. All other competitors are not about the same, and 1000cc ones do not hold out in power. From outside, without trying, it is difficult to understand how Multistrada and KTM differ - it seems that both are fast. I'll try to explain the difference in a nutshell, after which you can boldly close the video.
Ducati is fast, but not badass, there is always a feeling that electronics are riding motorcycle for you and smoothing everything out. KTM is more of an SUV with a nuclear reactor stuffed into it, and Multistrada feels more like a charged S-class car in same acceleration . Fast, but somehow gentle - definitely not everyone will like it, because it does not allow to splash out emotions, like KTM. I wouldn't be surprised if 1260 is faster on sport track though. Ducati is closer in ideology
to high-tech superbikes, and KTM to motards. My main complaint about 1260 is engine and connection with gearbox, and I'll start with them. And when compared with Multistrada 950, it is hard to find differences in sensations, except engine. And no, I don’t want to start song about vibrations again. Of course, there is always a small vibration, up to 4000 rpm is noticeable only on footpegs, then on arms and on saddle - but still less than that of KTM and BMW, within norm for a European motorcycle, so today is not about that. Multistrada engine is traditionally considered high-revving.
1200 Multistrada was really high-revving and had a clear dip in the middle, which pissed me off. 1260 was rebuilt, getting rid of pit, the torque shelf is quite even, just traction starts a little later - not like sports bikes. At very low revs, it dulls slightly, then fire throughout the range. It is curious that almost entire moment is already available at 4500 rpm and it is comfortable to twist in the range from 4000 to 5000, not like the old one. As I said before, a graph comparing torque of different motorcycles gives an idea of character of engine, and not who accelerates faster. Ducati spins up engine very quickly,
so in reality 1260 and KTM are somewhere on par with everyone else in acceleration. Motorcycle has good wind protection, exhaust volume almost does not increase from revs, and vibrations remain at about the same level, while handle reacts to slightest changes, so there is a nuance with Ducati. Gape a little, didn’t seem to do anything and accidentally ride at a prohibitive speed. This is typical for all Multistradas, especially, of course, expressed on V4, so I recommend looking at speedometer. This motorcycle does not feel speed, as if in a videogame. This is not the only one, but one of the reasons why Ducati does not have same fun as KTM - too slick and synthetic bike.
It seems so far there are some pros, what not like? Engine works great in conditions where do not need to brake too much - highways, fairly fast winding roads, everything is fine. But those narrow mountain paths that I like, where a car may fly out of the corner, or steep hairpins - in short, where need to slow down quite hard up to 20-30 km/h. When close throttle, engine brakes too sharply, motorcycle jerks, which don't want at all on a tourist. And during acceleration, as I said, there is emptiness below, and then a light kick. You can live with it, but on serpentines, when a cycle of narrow closed turns or hairpins every 100 meters, irritates excess nervousness. Again, only under certain
conditions, on highways with gentle curves, feeling of sportiness is optimal. The second point - in same conditions, you constantly need to click gears. Let's say the second gear is already screaming at 70, and third below 50 is choking. On narrow European serpentines, usually ride in 30-100 range, and on most competitors it is enough to stick in third gear, which covers the entire range, on Ducati you have to click back and forth. And there is a related issue with quickshifter.
Quickshifter itself is clear and imperceptibly switches even from first to second, but only at low revs, optimally somewhere around 3500, where there is still no normal torque. If you switch like that, there will be, rather, dynamics of a family sedan and it makes sense only in city. If you switch at other revs, and on Multistrada you always want to switch at higher revs, a noticeable kick, which also jerks slightly, definitely don't want to switch without a clutch when cornering. Not a kick like a BMW, but having to switch back and forth more often, it quickly becomes annoying. On V4, this moment was corrected, there quickshifter works smoothly in a wide range of revs.
I also note about gearbox that sometimes it was difficult to find neutral on both S and Enduro, it was also possible to catch a false neutral. In fairness, very rare, but it was. For example, I had no problems with neutral on KTM 1290 and GS, although they are scolded for the same.
Interesting. Different versions have different exhausts. Not only S and Enduro, but there is also a Pikes Peak version that uses a third exhaust option, a carbon fiber Termignoni, which I haven't ridden with. In what other motorcycle have you seen this? It is also curious that although Enduro has one pipe, and S has bifurcated pipes, nevertheless, sound is almost the same and you can distinguish them only if put it next to and listen. In general, sound is nice, but very loud even at idle - as if someone was deliberately confused in order to achieve maximum permissible volume and not give a single decibel to bureaucratic regulators.
Exhaust itself is compact. Especially on Enduro version, like on some 300cc. This is great, if only because can put panniers closer to motorcycle and when you get up, or passenger is sitting, it is difficult to somehow hurt or feel heat from the exhaust. Or if you use soft bags, which are difficult to fit on many motorcycles so that they do not melt.
Engine is economical for its power. On cruise control 127 km/h in sixth gear, S version has a consumption of 5.2 liters per 100 km, in mountains about 5.5. Enduro, as expected, eats more - about 0.3-0.4 liters
with the same weight, with same tire, except for diameter, with same windshield and without side panniers and any protective bars. This is by the way about how aerodynamics, suspension and wheels affect consumption. Moreover, it cannot be attributed, as usual, to air filter, old oil and spark plugs - both motorcycles are dealerships and have just been run-in.
One of the key differences between Enduro version is the huge 30-liter tank , while regular version has 20 liters. With KTM no longer producing 1290 with a larger tank, Ducati is the only competitor to GS Adventure in 1200 class in terms of range. Even more, it's the lightest modern adventure bike with a 30-liter tank, without taking on any small bikes with rally kits. In fact, Multistrada with a 30-liter tank is lighter than Super Tenere, Tiger and Crosstourer with standard small tanks.
If we talk about basic version, 1260 is the lightest modern adventure bike from 1100 cc, so it is not so difficult to handle it. In addition, S, if I'm not confusing anything, is the lowest stock adventure bike from 1000cc on saddle. There is also a 2 cm lower saddle as an option. With Enduro, everything is different - in terms of height it is also low for its suspensions, a little higher than S, but something else is more important. S is perceived as super-light for its class, somewhere at the level of liter and even heavy mid-calibers, and on Enduro with a full tank, a hellishly high center of gravity and a fueled motorcycle is very heavy - it will work for asphalt, but there is no desire to carry it.
Ergonomics is more tailored for medium height. One of the most comfortable adventure bikes for average height, by the way. However, it must be borne in mind that 1260 has a very wide saddle - even a 950 more sloping shape - for both rider and passenger. Saddle itself is comfortable to ride, but still slightly falls short of custom gel saddle . At Multistrada, seating has a slightly sporty bias. Firstly, footpegs are located high,
while handlebar is low and slightly distant - it is implied that on Multistrada you ride with a slight incline in a more attacking position. And this is where the problem arises. Specifically, with my height of 188 cm, firstly, shoulders are a bit numb, but ok, this can be corrected with spacers or another handlebar, and angle in knees does not bother - you can adjust comfort. The main nuance is due to the fact that pegs are slightly raised, and handlebar, on the contrary, is lower, in standing it is so-so to ride for tall people, here spacers will not save much.
Different versions have different footrests. S is compact, Enduro is very massive with removable rubbers. Size of footpegs is gorgeous - you could have been standing for hours if it weren't for ... But huge
Enduro footpegs slightly interfere with standing on the ground and fold back side stand when compared to S version. Brake foot on Enduro version is seriously regulated. For some reason, they say that there are 3 positions - smooth and with different spikes. This is nonsense, the smooth position
is not fixed in any way and the point is not in different spikes, but in adjusting pedal by height. It is assumed that you moved off asphalt, removed rubbers from footpegs and turned pedal over with your hand so that it would be convenient to brake in a standing position. Gearshift on Enduro also folds like an adult when dropped.
Saddle on Enduro is pretentious and slightly different from the asphalt version. As an interesting touch, the side panels on Enduro are made of unpainted aluminum. There is little functionality in this, but style rhymes with installed branded aluminum cases. For 1260, there are two sets of branded cases - plastic, which apparently makes Givi, and classic aluminum, which Touratech makes. There is a minus - all cases are closed and opened only with a key.
These plastic cases have been produced for a long time, it is clear that the old model was taken as a basis. The trick of original aluminum Touratech cases is that they can be locked without a key, they open only when latch is pressed, so do not need to get key back and forth when traveling. At Ducati, these cases can only be opened and closed with a key, which loses all meaning.
S and Enduro in stock have different engine guards. On S it's mediocre, and on Enduro it's a whole piece of technical art. The principle is that guard is, as it were, suspended on separate brackets through an additional connection, and brackets themselves are attached to the frame through a damper. Logically, impact protection will play, for this there are gaps and dampers, and will not tear off mount from engine or frame, will not break engine cover, which is a problem on adventure behemoths.
Moreover, look how smooth bottom of motorcycle is - no levers and pipes stick out, motorcycle will slide like on skis where there is not enough clearance. The presence of central stand does not reduce ground clearance and legs of stand are designed so as not to cling to anything. Okay, this endurance pampering at least does not spoil convenience of the motorcycle, spoked wheels of 19 and 17 inches - OK too. But what is completely unnecessary on a motorcycle is suspension of Enduro version.
It really was focused on bad roads with potholes - it rides smoothly and swallows bumps better - that's true. I'll start from afar. All suspensions have a range of possibilities for different conditions. And I always praise semi-active suspension of any other Multistradas S versions. All Ss have a huge range of possibilities even when compared to most other semi-active bikes, not to mention the fact that no mechanical suspension has anything to offer.
Last value is moderately hard - with this adjustment it is good to ride on serpentines with sharp turns. It does not reach furiousness of sports motorcycles or same KTM, but it will be optimal for most. Moreover, 1260 still has a long wheelbase and steering is not quite similar to classic sports one, suspension fits. The most comfortable suspension
modes allow you to really ignore small irregularities - and this is not a figure of speech, there is not even slightest recoil in hands or fifth point. But there is also a negative side to this. I rode once on asphalt, which looks like it was made of large granules and after some time began to wiggle back and forth. I took a closer look - asphalt ended long ago and crushed stone from these granules began, seemingly the same, only without final baking. On a regular suspension, I would immediately feel that I was riding on gravel - there is no such thing here. In general, lack of feedback
on bumps is one of the reasons why I do not recommend any of Multistradas for off-road without a test - an amateur. I rode four Multistradas, but I was not used to SkyHook feature, although some, on the contrary, will like it. From the point of view of asphalt, ideal is not to notice joints, cracks, sloppy hatches, etc. I usually ride on highways in softest suspension mode. Multistrada is the only motorcycle series on which I put suspension mode a little harder, because in the softest position it starts to seasick. Even on long travel adventure bikes, there is usually no such effect.
In Enduro version, the picture is different - motorcycle's suspension range is shifted into softness and in the tightest setting it does not give sharp steering and sways - it feels like it is no longer a Ducati. It seems like you are riding a powerful engine with a sporty character with a sportier fit, but you cannot show dynamics. On serpentines in Hardest mode - snot, only for riding in a straight line. And yes, I understand that in Russia there are practically no serpentines and many will not even see difference with S. Not exactly bad suspension, it just feels closer to serious advnture bikes. Mediocre, in description of Ducati presence of such a word is a verdict.
At the same time, you get nothing in return. S already rides normally on bad roads and dirt roads, swallows small pits, but don't want to seriously knead the mud because of poor feedback, and because of uncomfortable position in standing, and because of these turn signals in hand protection, which are easy break when dropped and finally abandoned in V4. If, for some reason, you wanted to ride on dirt roads, it is easier to put spoked wheels on S, long- travel Multistrada suspensions only harm. Looking at the new bike, V4 has optimal suspension, with an optional 19-inch wheel and spokes, and V4's ground clearance is significantly higher than that of 1260 Enduro. Another curious topic that almost everyone comes across is brakes. The trick is that
different brakes are put on different versions of 1260, which never happens. Brembo, but different. Not only between S and Enduro, which can be easily explained, but even between base version and S. At the back on all versions there is a 265 mm disc and a two-piston caliper. However, even rear brake is slightly different. At very least, S has caliper dangling from bottom of the disc, and Enduro at the top.
Even on test bike, which is new and licked, on S the entire caliper is already dirty - it flies from chain just at it and no one ever got to caliper with a wash. But this story is on many bikes with a cantilever swingarm, but with a front brake, it is more and more interesting. On Enduro version, rogue Brembo M4s are installed, four-piston with small discs of 320 mm, on S version there are already quite premium Brembo M50s with discs of 330 mm. I'm kidding, of course, because this level of braking is only a dream for most bikes, and M50 is such an unspoken standard for superbikes with reduced unsprung weight and tougher grip when it comes to mainstream brake lines. With 330 mm discs, there are only 2 models of adventure bikes - Multistrada 1260 and V4. True, V4 is already used
Brembo Stylema, which were for some time exclusive of the top superbike Panigale V4, which are even lighter and better, and they can definitely be unconditionally called the best brakes in adventure bikes, but this is already perfectionism. In my videos, you could already hear Brembo Stylema phrase in reviews on Tigers and, looking back, you can estimate what an incredible level of brakes for its class on budget Tiger 850. By the way, on all 1260 versions, cornering ABS is standard. Now about how all these technologies are configured.
Ducati has, in my humble opinion, the best tuning system for different modes. I'm not talking about controversial screen design and display data - not everything is so smooth, but concept of ride modes is the benchmark. Motorcycle has 4 ride modes - in fact, names there are not particularly important. The main feature is that each mode
can be individually adjusted very deeply to suit yourself. For example, engine power and throttle response are regulated - and this is not one parameter, as usual. 8 levels of traction control, or you can turn it off altogether, 3 options for ABS operation, 8 levels of antiwheely. The front and rear suspension is individually configurable from five options, each of which is markedly different from others. Not like on KTM, whatever you put it,
it's still harsh. Of course, both load level and SAG are configurable. Here I will note that suspension adjusts very quickly, on some motorcycles you can turn gray while adjust the height. As a result, you clearly adjust 4 necessary scenarios for yourself and easily switch between them while riding. Competitors have no such freedom of action.
I don't like interface of display of this generation of Multistradas itself - it is just transitional. There are 4 display modes, but they differ mainly in ability to turn off unnecessary data on display. Previously, Multistrada had a monochrome screen and 1260 uses this outdated interface scheme, but display itself is color, which is not always possible to guess. There are glimpses of color, but there was clearly no work with accents. As a simple example, even neutral on screen does not appear green, although this is standard. If Sport mode is selected,
for some reason it is displayed on a large red plate, which takes all emphasis on itself. All other information merges and is somehow chaotically scattered across screen. There is Bluetooth and even simple navigation tips, but they only work with some navigators - most likely, only with branded Ducati Zumo.
With phone only in player and headset mode, as well as for collecting statistics. In short, useless nonsense. Only fuel indicator is perfectly implemented - as if another designer had designed it. Firstly, it is colored, and secondly, it is accurate and detailed - there are many divisions and indication really works, and not like on other motorcycles, first division goes out only half of the tank, and then rest quickly fly away. When traveling on such motorcycles, I usually wait for two divisions, then in my head I count 40 km and start looking for a gas station. Increasing scale allows you not to do mathematics, more precisely understanding the rest of gasoline. A trifle, but nice.
Let's talk a little about options and convenience. To work of cruise control I will find fault a little - it does not affect the choice of a motorcycle in any way. At 1260, if you decelerate while holding down descent button, bike slows down and then picks up speed.
I have to keep in mind that speed will be 5-7 kilometers higher than it actually shows when dropping. There is hand warmer, but it was clearly tested in summer in southern Italy. Heats up weakly, about half of the power of normal heating. On S, it blows slightly at knees - without a directional flow, so windproof, in general, is at top five with a minus.
On Enduro, there is even less blowing in legs than on S, but it still gets a little. Again, if you want to know about shortcomings of a used motorcycle - see presentation of updated model. In official presentation of V4, they say that they made an epoch-making leap forward in terms of aerodynamics and protection of pilot from the wind. If translated, 1260 is the last century. They swear at 1260, which fry thighs, as well as at 950 - I have not had such problems on any version, but I did not stand in lingering traffic jams. However, in presentation of V4 they also talk about something like that.
I note giant mirrors with small edging. In addition to the fact that this is a work of art, if you set them up correctly, you can see everything, in normal form mirrors stick out much wider than handlebar, so there are no problems with elbows. It is not obvious, but in terms of hand protection and mirrors, 1260 is the widest in the class, only V4 update is wider. There are, of course, competitors of meter width, but they are already either on mirrors or on handlebar, and in traffic jams it just helps to tilt motorcycle slightly. With Multistrada, firstly, you just can't take off handguards - turn signals hang on them, and few narrow mirrors are suitable in style, therefore, motorcycle is not very convenient for aisle, especially in comparison with closest competitor, which, on the contrary, is the narrowest in the class. On Multistrada, there is a very good light with a powerful stream.
There is keyless access, but neck of gas tank with keyless access is a separate option, in stock at gas stations you need to scratch with a key. All 1260s have a front DIN socket, a USB seat underneath, and another DIN. Let's move on to the bottom line. Many will clearly point out that this is the most beautiful adventure bike, especially in S version. I consider the design aspect to be the most important
in Ducati. Not from side you thought. For example, I really liked Multistrada V4 as a set of riding qualities - this is a spoiler for a future video. I thought about buying it, but it’s design that stops me. I know myself - somewhere I will
knock on a motorcycle with a garage door, somewhere I will try to transport a cabinet from IKEA on it, scratching all plastic, weld some pieces of iron to a motorcycle and wrap it with PVC electrical tape. Like a scar all over the face of a brutal man and a glamorous model - like the same thing, but consequences are different. My hand doesn’t rise to spoil Multistrada, but I don’t want to change my habits for the sake of Ducati, this is not my bike for all its merits. And there are people for whom it is important to be surrounded by beautiful things with beautiful details. It's not always about show-off. There are, for example, people who are ready to spend on a chandelier in bedroom, where guests obviously do not reach, the amount sufficient to buy an apartment in an average Russian city.
If in mid-size class there is a choice between luxury Ducati and MV Agusta, then in large class of adventure bikes for people who value aesthetics of details, there are no options at all - only Ducati 1260 S. Even new V4 looks paler against background of 1260. The updated, rougher beak is a matter of taste, but 1260 cantilever swingarm is definitely prettier.
The rest of versions, including Enduro, have a double-sided swingarm. Another 1260 here is this floating mudguard, on V4 this design was abandoned, returning to an ordinary elongated tail with a number. Let me draw your attention to color. All other Ducati on my tests were red, in show rooms, too, there are always red Multistradas. In photos, white Multistrada
looks somehow rustic, I realized live what was the matter. Here's a comparison with a white helmet. See? At Ducati, white is not a trivial white, but a border shade between white and light gray, which does not go into either cold or warm.
Anyone in the know knows that such shades are very popular at interior designers. Ducati - it is just for those people who are interested in complex shades, a combination of matte and glossy surfaces, lines, shapes. Factory custom, if you know what I mean. Of course, with a lot of money and without a heightened sense of taste, can buy Multistrada, roll it up with protective bars and armor film, hang a bag on top and prove to someone that this is also an enduro, but the target audience of model will never move off the asphalt exactly - this is fundamentally different attitude to travel - either to ride around beautiful clean places and relax in comfortable hotels, or to drag around forever dirty in dusty places, spending nights in a tent. I could not even test Multistrada
at my testing ground - it makes no sense. Not because Ducati can't. Can, just for Multistrada to ride through mud, you need to skim protection, move turn signals, losing all charm along the way. In Spain, France and Italy, they love Multistrada very much - I sometimes meet these motorcycles both in city and on highways. And, in my opinion, they always ride naked Multistrada - the way nature created it. And if with panniers, then only with original ones, which really do not spoil the appearance. If we talk about road versions, now model has 2 problems.
Firstly, there are practically no differences from 950 Multistrada, which is much cheaper when compared to similar packages. By and large, the difference is only in engine power, and 950 is not weak. Secondly, Multistrada V4 is both a major leap forward and a huge amount of bug fixing. Most of nagging in this video is irrelevant for V4.
Against background of V4 1260, it is already some kind of dinosaur, although compared to other brands it is still a spaceship. What is this for me: now in Russia inadequate prices for 1260 are literally the same as for V4, and at time of recording exactly 1 used was sold for the whole of Russia. Speaking about Enduro version - for all my love for large gas tanks, I just have no idea who I would recommend this bike to. Obviously, it does not attract replacement of Africa and KTM, and this jelly suspension will most likely disappoint racers. 950 and V4 have best balance between steering and being able to ride on any road in my opinion. With regard to reliability and service.
Slightly capricious machine, much depends on desmodrome and correct service. In addition, Ducati now has a four-year warranty in Russia. In Spain, for example, Ducati is considered a completely reliable device, while in Russia it is the other way around. I came to following conclusion.
On some classic Japanese, it is possible to forget a little on maintenance - do not adjust valves for 100,000 km, oil is not quite on time and not quite high-quality pouring, air filter should not be touched for years, etc. Engines are unpowered, technique is simple and easy to ride. This will not work with Ducati - you need to maintain it correctly and on time, like all high-tech equipment. If compression ratio is considered
as a guideline, Ducati is traditionally more forced. For example, V4 is the only adventure bike with a compression ratio of 14, and it is also the most powerful. You are either the fastest and lightest, or you have a million-km-engine and a weight under 300 kg - there is no both at the same time, so I am so skeptical about Enduro version, which does not climb into its niche. A good example - most of Multistrada 1260 service campaigns are related to wireless key fob and several Brembo brake problems. Considering that neither Honda nor Yamaha have any wireless keys, brakes are of 90s years level and not a single Japanese adventure bike with comparable power does not exist - it is difficult to adequately compare them with Ducati.
1260's only competitor is KTM, with same service nuances. There will not be a separate block of comparison with other motorcycles this time, because model is mainly compared either with other Multistradas, or with BMW and KTM - almost everything I said earlier. And then there will be reviews of other elephants and a big comparison of the whole class. Subscribe not to miss, and don't switch.