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2005 Ducati Multistrada 1000DS Ride Review
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Opinión sobre Ducati Multistrada 1000 ds – DOC. Ducatistas
Volviendo al 1000 Ds, es un motor super elástico y facilon, con mucha retención y aceleración contundente pero no fulgurante. Una vez te …
Source: www.ducatistas.com
Date Published: 11/2/2021
View: 4287
Moto del día: Ducati Multistrada 1000 DS
El apartado visual de esta moto recibió muchas críticas en su día, pero también tenía sus firmes defensores. Un diseño que no se podía tachar de …
Source: motos.espirituracer.com
Date Published: 1/19/2021
View: 5459
DUCATI MULTISTRADA 1000 (2004-2009) Motorcycle Review
The Ducati Multistrada 1000DS is tall yet assured with zestful steering, although its not quite sharp and sophisticated enough to be a true sportster motorcycle …
Source: www.motorcyclenews.com
Date Published: 11/8/2021
View: 5233
Ducati Multistrada 1000DS review — A Bike Beyonds its Time
There was a beautiful serenity to ring the Multistrada 1000DS at about 60-80 mph ( …
Source: motofomo.com
Date Published: 9/13/2022
View: 7224
Ducati Multistrada 1000 DS – MotorbikesToday
This bike is not just good, it’s great, and seriously good fun to live with. It is so unlike any other Ducati I have ever rden and I must say that I am very …
Source: www.motorbikestoday.com
Date Published: 6/17/2022
View: 2085
Multistrada 1000 DS S..llena de lujo.. – Página 2 – Vstromclub
Multistrada 1000 DS S..llena de lujo. … Si la Multistrada en vez de Ducati hubiera so otra marca te aseguro … Dime cual es tu opinión.
Source: www.vstromclub.es
Date Published: 5/12/2021
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Ducati Multistrada 1000 Bike – Devitt Insurance
The engine is packed with character, and it’s a real pleasure to slam open the throttle. The weight and chassis geometry makes it very nimble, and the narrow …
Source: www.devittinsurance.com
Date Published: 3/14/2021
View: 2756
Ducati Multistrada ¿qué tal? – BMWMotos.com
Yo tengo una…la 1000ds,va como un tiro…fácil de llevar,sobrada de caballería…con maletas,cúpula alta…no ruteo mucho,sólo salas de …
Source: www.bmwmotos.com
Date Published: 12/27/2021
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- Author: Tin Roof CycleWorks
- Views: 조회수 31,580회
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- Date Published: 2020. 5. 2.
- Video Url link: https://www.youtube.com/watch?v=Pc7iaCDYlY0
Opinión sobre Ducati Multistrada 1000 ds
Hola a todos, soy nuevo en este foro y me gustaría saber vuestra opinión sobre una moto, ya que veo que sabéis bastante sobre el tema, jejeje. Estoy mirándome la ducati Multistrada 1000 DS de segunda mano y me gustaría saber qué opinión os merece la moto. El tipo de mantenimiento, si es muy cara en este aspecto, y si suele dar fallos. Ahora mismo tengo una ktm duke II y me ha dado algún que otro fallo, y la verdad es que quiero cambiarla por una moto, más fiable, de más cilindrada y potencia y de igual o semejante tipo de conducción. Mucha gente me ha recomendado la Multistrada, otra gente me ha dicho que es “muy amiga” del taller y un poco dura de conducir… Como me han dicho de todo, espero que vosotros podáis ayudarme, ya que seguramente algunos la tengáis o la hayáis probado, y habléis no por lo que os hayan dicho, sino por experiencia propia, que considero que es la única opinión que cuenta, muchas gracias a todos!
Ducati Multistrada 1000DS review — A Bike Beyonds its Time
A number of years ago, I decided I wanted a motorcycle that was a) comfortable for trips, b) already equipped with luggage, and c) under US $4K.
That’s how I ended up with a Ducati Multistrada 1000DS, one of those motorcycles I have ended up missing — and regretting dismantling.
When I bought my Multistrada 1000DS, I didn’t know that much about motorcycles. I trusted my mechanic/dealer and knew they wouldn’t sell me a lemon. But there was a lot I wish I knew, and many questions I wish I knew how to ask.
So that’s why I’m penning this Ducati Multistrada 1000DS review. Partly so you’d know what to ask before buying a used Multistrada, and partly as just a general guide to buying a motorcycle when you have no idea what to ask in general.
(Apologies — the photos in this article are a bit old, before phone cameras were very good, and before I learned much about even just casual motorcycle photography.)
My Ducati Multistrada 1000DS under a rainbow
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Looks to die… from?
The first thing people notice about the Ducati Multistrada 1000DS is that it’s not exactly easy on the eye. It’s not — relatively speaking, and aside from the red and the general “ooh, motorcycle”-ness — a pretty bike.
I thought the style of the Multistrada 1000DS would grow on me. Sometimes I’d look back on it and say “Well, it is rather a handsome thing, from some angles, isn’t it?” And that was true — sometimes, from some angles. But overall it didn’t quite “work” aesthetically.
My Multistrada 1000DS at one of my work sites. One of the times I looked back and thought “OK, sometimes it looks cool.”
I did learn to appreciate riding the Multistrada 1000DS. I did like having an “eccentric” motorcycle, loved by few and ignored by many. But man, it just did NOT have the appeal of other stunning bikes in the Ducati showroom that was a tantalising five minute walk from my house.
That isn’t to say that it’s altogether ugly. It’s just that I started saying things like “it’s just ugly for a Ducati” or “love it or hate it” or “you can’t see it when you’re riding it”. It’s in difficult company. Next to its contemporary, the Ducati 999, it’s hard to say the Ducati Multistrada 1000DS is a wonderful looking machine.
Ducati 999 Multistrada 1000ds
Even the Ducati 999 wasn’t appreciated at the time. But it was just ahead of its time — these days, it looks awesome (I think, and many agree). The Multi never really quite had its day.
But that’s not to say that the Multistrada 1000DS didn’t have its own redeeming qualities! It had many of the ingredients of a great bike aesthetically, like
Under-seat exhausts
A trellis frame (unfortunately hidden away)
A wonderfully exposed rear wheel on that single-sided swing-arm
Plus, it had so many hints of greatness, like those giant discs on the front wheel and of course brilliant red (or black) paint.
The Multistrada 1000DS’s design came from the mind of Pierre Terblanche, who also gave us the Ducati 999.
Even if the 999 wasn’t universeally well-received at the time, Mr Terblanche is responsible for many other beautiful motorcycles. Most notable would have to be the SportClassic range, including the Paul Smart 1000 — these days a collector’s item you can only get at auctions. And for another random entry, he also designed the recent Royal Enfield Himalayan.
Ducati Paul Smart 1000 Royal Enfield Himalayan
So it’s safe to say that Mr Terblanche has taste. I have to entertain the option, therefore, and as I often do, that it’s I that don’t have taste.
About my Multistrada 1000DS
My Multistrada 1000DS, the day I brought it home
The 2003 Multistrada 1000DS I bought was my second Ducati and I think the fourth bike I ever owned.
My first Ducati was a 1996 Ducati Monster 900 which I adored but which I knew wasn’t the ideal steed for a long-distance trip. It lacked wind protection (more necessary in the US, where roads are faster) and also I didn’t really trust it as I was fixing it up myself (and had more work to do).
I found out that the Multistrada even existed by googling “Best affordable travel motorcycles”. I read various lists, and narrowed it down to three contenders:
The BMW R 1150 GS (as the R 1200 GS in any form was way out of my budget)
Triumph Tiger, various models
Ducati Multistrada
Why these three? Truth be told, many other bikes could have fit the bill. With the benefit of hindsight and a lot more knowledge, these days I would have happily added to the list the Suzuki V-Strom 650, maybe the Kawasaki KLR650 or Versys 650, other BMW contenders, other sport-touring type motorcycles (like an old VFR800), and others.
But since there was a Multistrada 1000DS available at my local dealer, I got to go there, talk to them, and find out more about it. I bought it pretty much on the spot. “This’ll do fine,” I thought, rationalising the decision by the fact that any bike was about a million times better than zero bike, and… look, I just wanted it. A price of $4,000 for a machine with 18K miles (29K km… wow, sounds like a lot more suddenly) and hello, new bike day!
Then I had to ride it home. I was nervous. This was a tall bike! But easy does it. My mechanic assured me it was easy to ride, and sure enough, I arrived home still in one piece, and still vertical.
Parked in a garage. I did often turn back to admire it.
Not knowing much about how to assess motorcycles, here’s what I knew about my Multistrada 1000DS before I bought it: that it was like my Monster 900, but taller, and with a luggage rack and windscreen, and 100cc more and fuel injected.
I also knew that “Multistrada” meant “many roads”, thanks to my rusty Italian, and some Googling confirmed that it was really an on-road bike, not a dirt bike by any means. (In fact this was true of every Multistrada — but Ducati spun off the off-road focused Ducati DesertX brand in 2022 to try to remedy that.)
My knowledge was not too far off. But it really missed the point of the Multi when comparing it to other bikes.
Here’s what I should have known. Consider this an “owner’s list” of important specs to consider.
Spec Multistrada 1000DS spec & commentary Engine 992cc fuel-injected air/oil-cooled L-twin. Belt-driven cams, two valves per cylinder, desmodromic valvetrain.
Contrast this with other bikes: mostly liquid-cooled, with chain or gear-driven cams, and four valves per cylinder. Purpose Upright sport touring (these days called “adventure sport touring”): Going fast, and around corners, but with all-day comfort. Peak power 62 kW (84 hp) @ 8000 rpm. Starts running out of chug at 7000 rpm. Hard redline at 9-10K (I forget, but I hit it) Peak torque 82 Nm (60 ft-lb) @ 6000 rpm. Not much below 2500 rpm, lugged a bit. Desmo maintenance Valve inspection every 10000 km (6000 mi), usually with an adjustment necessary. Replace valve belts every 2 years or 20000 km (12000 mi).
Hindsight: This is a very short maintenance interval and was going to reduce the value of my bike quickly. Clutch Dry, hydraulic (cool sounding!) Drivetrain Chain drive. Single-sided swing arm. (Also cool) Final drive ratio 15/42 (quite tall) — made commuting and low-speed work quite difficult Weight ~210 kg (~460 lb) fully fuelled. Not bad. But quite tall. Seat height 820 mm / 32.3 in. Seat is wide, too – if you have a 32 inch inseam you still won’t flat-foot. Front suspension Fully adjustable 43mm inverted (upside-down) Showa fork. You can adjust rebound and compression damping to suit your ride weight and road conditions — a rare, high-end feature, that I had no idea about and never used.
The Multistrada 1000 S DS (2005+) version had fully adjustable inverted Öhlins suspension. Rear suspension Showa monoshock with adjustable preload and rebound damping (again, great, and I never used it).
S DS (2005+) had a fully adjustable Öhlins monoshock with remote preload. Ducati Multistrada 1000DS specs and commentary
But whatever. Owning and riding that Multistrada 1000DS taught me a lot about what I liked and didn’t like in various bikes.
More about the Multistrada 1000DS Engine
We’ll get to riding the Multistrada 1000DS soon.
The 1000DS’ engine was a very interesting one. It was one of Ducati’s early air/oil-cooled fuel-injected engines.
As an air/oil-cooled engine, it had pretty narrow valve service intervals — every 6000 miles or 10000 km you’re supposed to take off the tank (not fun at all on this bike), remove the cylinder heads, and use some mirrors and jiu-jitsu to measure the valve clearances — and inevitably, adjust a couple by replacing the shims. I did it once and didn’t really want to do it again.
The Multistrada 1000DS has a two-valve-per-cylinder desmodromic engine. Which means you have to make eight measurements — eight potential shims to replace. (Desmodromic valve systems means valves are opened AND closed actively, rather than using a spring to re-seat them.)
And as a motorcycle with belt-driven cams, you’re supposed to change the belts every two years. That’s what the manual and the maintenance schedule say. In reality, many owners know that they’re the same belts as on bikes that say “every five years” so they do it every five years (or four, just to kind of play it safe).
It ran a modest 10.0:1 compression ratio. Aside from not making that much power, one benefit of this ratio is that the bike never got uncomfortably warm between the legs — not something I’ve often said about Ducatis.
The engine in the 2003 version made a reported 63 kW (86 hp) at 7750 rpm, and peak torque of 88 Nm (65 ft-lb) at 5750 rpm. Not so much power that it’ll set your hair on fire, but more than enough for spirited riding — you’ll never feel “slow”.
No, the Ducati Multistrada 1000DS’ engine isn’t terribly powerful. On freeway onramps, I discovered the rev limiter quite a few times and thought “what the hell is that?? is my bike broken??” And I’m not even a hooligan (well, not as much as … bigger hooligans).
But those sub-100 horses in the Multistrada 1000DS are definitely enough to get you into trouble. Wheelies come easily in first and second gears — sometimes unintentionally. And it’s quite easy to get to 100 mph (160 km/h) out on freeways and still feel pretty safe, as the bike is stable at speed and gives decent protection.
Starting the Multistrada 1000DS usually takes a couple of attempts. It’s a slow starter (I think due to big pistons and a not too strong starter motor) and doesn’t always catch at once.
Out on the highways and in twisty roads is where the Multi is very happy. In second and third gears, burbling through the gears.
I rode the Multistrada 1000DS through rain, through mud, through mist and through desert roads and it did it all. It never overheated — though a few times when riding it in the rain the temp gauge came on to tell me it was too cool. Interesting!
The only time I didn’t enjoy the Multistrada 1000DS’ engine was in the city. This was partly the engine (that didn’t really like being below 3000 rpm), and partly the gearing of the bike (which was oriented towards touring). It was too easy to lug the bike in the first and second gear, and I did stall it a few times at the lights.
I don’t like riding in the city and try to avoid it. But it’s an inevitable reality of the city dweller trying to escape. So if city riding is a big part of your life, I would avoid the Multi 1000 or any bike that has low-speed difficulty.
Riding the Multistrada 1000DS — How did it ride?
I had a lot of fun on the Multistrada 1000DS that I owned for around 2 years. Here’s my account of what it was like to ride fast and slow and in all kinds of conditions.
I first and foremost bought the Multistrada as a distance bike. I wanted to ride to Nevada, to Texas, and beyond… Well, in reality I ended up riding down the PCH and out to the mountains east of the Bay Area a few times, plus up north, but nothing ever more than a couple of nights away.
Parked on the side of the PCH in California in the dead of winter
There was a beautiful serenity to riding the Multistrada 1000DS at about 60-80 mph (100-130 km/h). It just did it well. It had more torque and could get up to 100 mph — with maybe push for another 10-20 if I was patient (I was not and felt no need for it).
Perhaps it was because I was relatively ignorant about bikes during this period, but I found riding the Multi 1000DS stress free. These days I’d be a little circumspect about taking an air-cooled Ducati on an overnight trip. I’ve been let down by all my Ducatis at least once — and five times bitten, twice shy.
So I rarely did anything to prep the Multi for travel. I rarely cleaned the chain (sorry, next owner! But you did get it for a song), just kind of wiped the machine down and made sure it started up OK, and got going.
Doing some minor adventuring
Launching the Multistrada 1000DS is fine… unless you’re just commuting. Around town, I didn’t really like it. I thought it was just me until I did some googling and realised no, nobody really likes low-speed on the Multistrada 1000DS (or most bikes — you need a special kind of bike for low-speed commuting and it’s called a “scooter”. Or a Grom. Or at most an SV650…)
More than a couple of times I stalled the Multi (early in ownership) or did wheelies — one by accident. It’s just not a bike that really likes to go slow. At 2000 rpm it was almost angry with me. “Why are you doing this to me?” it coughed. “We were destined for greatness!”
But when I did achieve greatness, at around 8000 rpm, it’d say “I give up.”
On-road adventures, with a few trees in the way (I cleared that path)
So basically, the Multistrada 1000DS is designed to go. Not really to start going.
Once it’s going, it’s really wonderful. I had wide handlebars so steering was always easy. The windshield gave me enough protection to not get blown off the back, but let my head stay in the (slightly turbulent) breeze.
I never felt unsure or unsafe of my footing on the Multistrada. I could take it on hard-packed dirt roads, ride it in the pouring rain, or sweep it through winding tourist rides and just always felt steady and confident in myself. I don’t think I ever lost traction.
It’s basically a function of the riding position as well as the competent suspension. I was tall and upright, with a commanding position over the bike, and with wide handlebars that let me give inputs easily. The suspension I’m sure did its job too — but I never tuned it to get the most out of it. That’s either a testament to its quality or an indication that it had even more to give.
The Multistrada was, in terms of character, middling. You know how when you hear a Ducati V-twin with a full exhaust go past it has a blood-curdling roar that sends you into a reproductive frenzy? (Or is it just me?)
Well, the Multistrada 1000DS does not sound like that. Even with my Remus pipes and eventually Arrow headers, it was always a little boring for a V-twin. I was surprised. Maybe it’s the mild tune. I added an open clutch cover and the blighter just got louder, not more interesting.
So don’t buy a Multistrada 1000DS for aural excitement. There are many better buys for that.
Even though I didn’t like the Multistrada 1000DS’s motor for every situation, I learned a lot from owning the Multistrada. Riding and owning the Multi told me that I really like an upright riding position and that I want my bike’s engine to be exciting.
I do like a sport-touring riding position, but the adventure-touring position (or alternatively the naked bike position) gives me more confidence on dirt roads and in the wet, two situations in which I often end up.
Which Air-cooled Multistrada should you get?
If I were to get an air-cooled Multistrada again, I’d pick up a Multistrada 1100 S. I think it’s the best — and also the last — air-cooled Multistrada.
Multistrada 1100S
The Ducati Multistrada 1100 replaced the 1000 in 2007, just as the Monster 1100 replaced the Monster 1000.
But the 1100 motor wasn’t just ~100 more ccs. It’s better in every way — more power up top, and more torque across the rev range.
Ducati ironed out some of the bugs in the 1000 engine as well in the 1100. For example, 1100 owners don’t complain of soft valve guides.
Also, the 1100 was the last of the air/oil-cooled Ducati engines. It’s the same engine used in today’s Ducati Scrambler 1100 — although the latter is lower power and blessed/burdened with a lot of tech.
On YouTube, sound clips of the Multistrada 1100 S are a lot more promising. It sounds like a beast!
I’d buy the S version because of that high-end Öhlins suspension. It does create a bit of liability if I crash it, but you only live once (and the bikes aren’t too expensive).
In reality, I’m much more likely to get a more modern, liquid-cooled bike like the Multistrada 950 S. The outlay isn’t much more and it’s undeniably a better bike in terms of general usability.
Problems with the Multistrada 1000DS
All my Ducatis have left me stranded at least once. So I like to let people know what can happen when they buy a used Ducati.
During my ownership of a Ducati Multistrada 1000DS, I had three problems.
The bigger one was with when one cylinder stopped firing when the bike was warmed up (i.e. after about 30 minutes of riding). This turned out to be a faulty crankshaft position sensor — a similar problem to my Ducati Supersport 900 I bought many years later. When these go bad it can cause a bike to not fire at all, but my problem was more intermittent. This left me stranded once. I had a leaking oil pressure sensor, which just caused an oil pressure warning on my display. One of my mirrors just snapped off while I was riding! The metal just failed, about 100 miles in. I don’t know if it was pre-damaged. I had to tape it on and then replace it when I got home.
All of these were sub < $100 to repair and easy. Other problems I’ve read about that the Multistrada 1000DS can experience are: Faulty coils/plugs — not at all unique to Ducatis, but very noticeable as it means just one cylinder will fire. Tends to happen more on Ducati V-twins as they shake themselves loose. — not at all unique to Ducatis, but very noticeable as it means just one cylinder will fire. Tends to happen more on Ducati V-twins as they shake themselves loose. “Soft valve guides”. A too-soft material (some say the right material, but incorrectly bored) was used for the valve guides of the early 1000DS motors. This lent to worn guides and sometimes slightly bent valves. They’d stall on cold idle, have a lumpy warm idle, use oil, and leave oil in the tail pipe. Ducati used to fix them under warranty, but now you can expect it to cost you a fair bit as it means opening the heads (may as well get a valve service while you’re in there). A too-soft material (some say the right material, but incorrectly bored) was used for the valve guides of the early 1000DS motors. This lent to worn guides and sometimes slightly bent valves. They’d stall on cold idle, have a lumpy warm idle, use oil, and leave oil in the tail pipe. Ducati used to fix them under warranty, but now you can expect it to cost you a fair bit as it means opening the heads (may as well get a valve service while you’re in there). Charging system failures — again not a uniquely Ducati problem, but stator coils and regulator/rectifiers just tend to go on older bikes. Regretting Stripping my Ducati Multistrada 1000DS Naked At one point I got an idea into my head: I decided to strip the Multistrada naked and build myself a Ducati Monster, a “Monsterstrada”. If I were a sane person I’d say I really regret this decision. But you can’t live life with regrets, so I’ll insanely say instead that I spent a lot of money to learn a lot about myself, my bike, and the economics of stripping a perfectly good bike naked. My rationale for the project at the time was: “Ye gods, this is an ugly bike. But I like riding it. And it has some cool bits about it, and a gorgeous frame that needs exposing. And replacing it with a better Ducati Monster would cost thousands, so why not pour thousands into it and build myself a bike, and learn how to build in the process?” There are some other decent reasons to do the project — if you have an old Multistrada who needs its fairings stripped anyway. Some of these reasons are the fact that it has really good suspension, a good motor (assuming it’s in good nick), and some niceties like that under-tail exhaust and exposed rear wheel. A better plan of attack might be to build a Hyperstrada 1100 rather than a Monster 1100. Here’s how far I got with my Multistrada anyway: My Multimonster from its best angle (it had worse angles). Wow, why didn’t I at least remove those rear sets? In the process of stripping it naked I did the following: Put on a set of Arrow headers (feeding into the Remus pipes I already had). Never tuned it (regret) Open clutch cover, then a closed one again (actually a sound deadening cover) Stripped the fairings, but never really “cleaned it up” Moved a lot of bits that were hanging on the outside to the inside Relocated the oil filter Installed a round front headlight I had so much work left to do… the dash needed relocating, the bars needed to be narrower, I needed better mirrors (tried bar-ends and didn’t like them), and the tail needed cleaning up. But I ran out of time and patience and sold it for a loss of maybe $2000 because it looked crashed and I was desperate. Ah, motorcycles… I wouldn’t “streetfighter” a bike again unless it had broken or very poor condition fairings, or got it for a song with a million miles on it. Here’s a story of that Multimonster build here.
Ducati Multistrada 1000 DS
When I first saw the Ducati Multistrada at the NEC a couple of years ago I said to myself “Now there’s an ugly bike, what are Ducati doing by building that?” It is complete departure from the Italian exotica the factory is renowned for producing, in fact I would have gone so far as to say that it was not a Ducati design when I first saw it. But times change, and first impressions can sometime be completely wrong! Sometimes it takes me a while to make my mind up about a new bike when riding it for the first time. When I collected the Multistrada from Ducati I also collected a 1000DS which I started to ride immediately. It wasn’t until about a week later that we swapped bikes over after being told by Simon “You’ve just got to ride this Multistrada It’s just great, you can take so many liberties with it” so we swapped and I did!
This bike is not just good, it’s great, and seriously good fun to live with. It is so unlike any other Ducati I have ever ridden and I must say that I am very impressed with the end result created by Ducati’s designers and engineers, it is after all previously unexplored territory for Ducati. Director of design at Ducati, Pierre Terblanche, wanted to build a bike that was fun to ride on the roads he enjoyed. OK so that’s a good enough reason, but the new bike had to cope with not only the twisting and often bumpy mountain passes, it also needed the ability to ride in town and tackle long-distance work as well. There are lots of winding roads in the mountainous areas of Italy, many of them are also rutted with breaking surfaces and strange repairs, much like the roads in the UK really! But it’s on these types of roads that the Multistrada truly excels.
My first ride on the Multistrada was in fact on the pillion for some 40-50 miles, I found out then that it was indeed very comfortable on the back, and that the bike had plenty of grunt for some serious touring either with a pillion or with lots of luggage. We then swapped bikes and I took the quick route home to get out of London, the M25, oh well it had to be done! On the way back I took the longer way home and exited the M40 and off into the Oxfordshire countryside for some rather more serious riding. That’s when I saw the Multistrada come into it’s own. Having spent many a happy day riding these roads on all sorts of serious sportsbikes, tourers, customs and other strange bikes I suddenly saw the light! The Ducati Multistrada is possibly the ultimate all-rounder on these roads, it’s so much fun to ride with it’s perfect blend of sportsbike handling and performance with a high riding position akin to something like a 2 wheeled Range Rover. It is comfortable, has a great riding position, it’s practical and when needed can actually do a little off-road work as well.
The 1000 DS ‘Dual Spark’ motor that powers the Multistrada is the same variant that is currently fitted to the 1000DS Supersport, and the Monster. This new engine gives you effortless power and torque, it’s not arm-wrenching but the way it fits in to the design and approach of the bike really lets you use all of it. There is a little vibration through various parts of the bike at certain speeds, but it’s never that annoying, it’s just enough to let you know you are on an Italian masterpiece. There’s lots of torque available from just off idle, and it will rev up to 8700rpm redline easily in almost all of the 6 gears. In 6th gear at a leisurely 4000rpm you will see a legal 70mph which says that it is relaxed and has a serious potential as a tourer.
The Multistrada rides on a signature Ducati trellis frame, it feels just right for the bike giving a solid feeling and perfectly rigid. The front end is fitted with USD Showa forks and the rear with a monoshock set-up as found on Ducati’s 999 and 749, It rides with total confidence and gives you a grin every time. There are some differences in the suspension however, mainly the 165mm of travel, and also the compression damping adjustor has been re-positioned to the outside of the fork legs, this makes it so much easier to adjust over the other versions.The end result is that the Multistrada has sportsbike handling, can soak up potholes and ruts, and with the 24-degree steering angle has a near perfect balance of agility and stability on all roads. One thing I must say here is I am not used to any Ducati having a good steering lock, but to my surprise the Multistrada actually has. This together with a low centre of gravity make tight U-turns dead easy for anyone. The clutch is a little heavy, but then it just reminds you that you are in fact on a Ducati, it’s not a problem in town or traffic at all. The gearbox is very good indeed, it is positive and slick around town, out on the open roads or even at a track day. Trackday? I hear you say, well yes is the answer. I think that this bike in good hands will seriously upset many a sportsbike, after all it has all the trademark handling qualities of any other Ducati.
On other more sports focused Ducatis the injection system has a tendency to jerkiness around town, this was something I could not find on the Multistrada. The Marelli system is slightly different to the normal version and has no cold idle lever like the 1000DS Supersport or Monster. It is crisper to ride in traffic and has great response right up through the rev range. You can bring into play all those 84 horses to get the 200kg of Multistrada going in a flash. I suppose sometime in the future we will see a 998 or maybe a 999 powered version, that day will be fantastic if this bike is anything to go by! In the braking department Ducati have yet again set the standards for seriously good brakes, in fact the brakes fitted to the Multistrada are the same as you will find on the 999, 749, Supersports and so on. You get fantastic stopping power, great feel and tyre squealing from both ends. Of course they’re Brembo ‘Gold series’ to be exact, need I say any more!!
So after all the mechanical stuff what have we got here? Well on first impressions the Multistrada is not the best looking bike in the world, but it has character and that’s what it is all about nowadays. To top that off the entire package delivers an adrenalin rush that most other bikes don’t even come close to, it’s user friendly and will take you almost anywhere you want to go. So don’t be put off by first impressions, this bike has it all and it grows on you very quickly.
The riding position and general feel of the bike is that of a slightly grown-up Supermoto, it’s very slim, has wide bars and a low slung engine. Taking it around the lanes and ‘B’ roads is just a pleasure with the precise steering and linear power delivery. It’s so easy to just sweep through corners and around long bends without a hint of any weave or deviation off-line, in fact all you have to do point it and that’s where it will go. Quick changes of line mid corner didn’t seem to pose any problems at all, a couple of Pheasants and a sheep can vouch for that!
The riding position is just perfect and pretty comfortable as well. The low footrests give plenty of legroom and don’t restrict the cornering clearance in any way. It has a seat height of 850mm so maybe some shorter riders will have a little difficulty with it’s height, but with it’s exceptionally low C of G there’s very little high up weight to balance even on tip-toes. Although the bars are quite wide they are not a problem in traffic or when filtering, the Multistrada has a serious amount of steering lock and can get you out of a lot of traffic situations with ease, there’s so much leverage and control of the bike with the standard bars and I for one would not want to change them for anything smaller, the only thing I would possibly change about them is the colour. Chrome bars on this bike just doesn’t quite look right, I would like to see a set of high quality alloy bars fitted with a brace for that Supermoto finishing touch, these together with some hand guards from the vast array of Ducati accessories available for the Multistrada.
Up top and in front of the bars comes the other modification I would make. The standard screen is just a bit low to give full protection, at normal speeds the windblast hits me right in the upper chest and starts to buffet you around at higher speeds. There is a higher version available from Ducati and would certainly be a must for any type of touring or motorway riding. Incidentally the top fairing/screen is in fact handlebar mounted and moves independently from the lower fairing, strange but true and it does take a little getting used to. Also on the subject of covering a lot more miles I would invest in the alternative seat from the accessory list due to the ‘plank like’ comfort of the standard one! It was never a problem on the ordinary roads as you tend to move around a lot anyway, but on longer runs when you are more still in the saddle it does get to you after a while.
Everything about this bike is quite novel, from the overall styling to the funky mirrors and built-in indicators. They do look very cool but I can’t help wondering why they are so small. Under the rear seat you have absolutely no storage space at all due to the fast that the exhaust cans are high mounted and there is a catalytic converter just where the storage should be, it does however keep the pillions rear end warm on winter runs though! Instead of seat storage you have a small lockable glove compartment in the right hand fairing panel, it doesn’t really fit more than a wallet and a pair of sunglasses and the toolkit, but it’s better than no storage at all. The quality of finish is absolutely typical of a modern-day Ducati, it’s well put together, is fitted with some of the best available parts in the biking world, it has so much style and some seriously trick instrumentation, it really makes you feel like you are aboard a very special machine.
If you are not convinced by now then I suggest you get down to you nearest Ducati store and try one. Apart from the initial looks, and getting used to them its a fantastic package. Personally I think it looks great from all sides, and has tons of character. Take a look at the Ducati accessory catalogue for the Multistrada and kit it out with carbon and performance parts, yes they are all available for this bike, just like it’s Supersports brothers. But that’s where the difference ends, get some panniers, engine guards and some other off-road type stuff and you will have a serious alternative to the BMW1150GS Adventure that will shock almost every sportsbike rider on the road!
As designer Pierre Terblanche says, “What is important is that it doesn’t pass unnoticed – it must be striking, it must stand out in the crowd, and it must work extremely well.”
Well in the case of the Multistrada they have certainly achieved that. The factory have created a bike that re-defines how people perceive Ducati, and to those customers who buy one I’m envious of you, I certainly would love one of these bikes.
AP
Multistrada 1000 DS S..llena de lujo..
MultiLuis escribió: Pues a mi lo que me parece perfecto que a cada uno le den arcadas con lo que le salga de los…, que a cada quien le gusten x o b moto, en resumen que cada uno tenga su opinión para eso estamos en un pais libre. Por eso existen modelos y marcas diferentes y cada uno nos compramos también la moto que nos sale de los…, sencillamente porque A MI me gusta más que la que tienes TU.
Yo voy a ser mas caballero y os diré que a mi si que me gustan vuestras motos, y las BMW y por supuesto las Ducati que para eso tengo una multistrada ahora mismo, pero tambien todas las japonesas porque tambien he tenido Suzuki Bandit, Honda Transalp o VF, o XR, Yamaha FZ y hasta Aprilia Caponord entre algunas cuantas más, y ¿sabeis lo que yo opino tras mi experiencia motera?
¡Pues que no teneis ni pu*a idea de lo que estais diciendo!. La mayor parte de vosotros habla de oidas porque no ha probado una Ducati ni una BMW en su vida, nisiquiera sabeis de lo que estais hablando porque no sabeis valorar el conjunto total de una moto y no solo ya la maquina, sinó su uso. No me voy a molestar ni en argumentos porque creo que es tontería con gente como vosotros. Sois exactamente iguales a aquellos Ducatistas y BMWeros que conozco que también desprecian a las japonesas solo por su pais de procedencia, y aunque en vuestro caso es al contrario no es menos patético.
Para gustos los colores y para los campos flores. Para mi la Multi es la moto más bonita de largo que que he tenido jamás, y no solo eso sinó que me ha demostrado lo rápida, fiable y polivalente que es. Y sin embargo no tengo prejuicios y hasta es posible que la cambie en un futuro por una Vstrom como las vuestras.
Tambien me encanta la KTM supermotard, pero ¿que coñ* tendrá que ver con una Multi? es como comparar la velocidad con el tocino porque son conceptos totalmente distintos. A ver enseñadme una Supermotard con tres maletas para que me pueda hacer un viaje largo de 15 días con mi señora de paquete como lo hago en mi Multi.
Es mejor no escupir para arriba porque a veces termina por lloverte en la cara. Tengo varios conocidos que lo hicieron con BMW y sus boxer y ahora tienen uno debajo del culo. ¿En que narices os basais para decir que un motor japones es mejor que uno italiano? ¿En su nacionalidad? ¿y sobre todo mejor para que tipo de uso? ¿para correr?, ¿para pasear?, ¿para que?. ¿Y en que os basais para decir que una Multi es cara? ¿Comparada con que?, ¿Pero hay alguna moto en el segmento de la Multi que no sea la TDM? ¿Y una TDM es realmente comparable con una Multi?
Y sobre todo y lo más importante ¿PARA QUIEN?
Ducati Multistrada 1000 Review
Ducati Multistrada 1000 Bike Overview
Ducati’s Multistrada 1000 regularly tops the ‘ugliest bikes ever made’ charts. But the first Multistrada, the 1000 DS, is an excellent machine under the skin.
The controversial looks are another product of Ducati’s early 2000s dalliance with designer Pierre Terblanche, and have echoes of the limited edition MH900E Mike Hailwood Replica.
Underseat twin exhausts, weird stacked headlamp and a curious two-part fairing have rather strange lines, and with the long-travel suspension, the overall feel is rather unbalanced.
Once in the saddle though, the Multistrada gets much much better. The 992cc air-cooled engine isn’t super-powerful, putting out just 85bhp. But it’s a torquey beast with good throttle response, and makes a great road lump.
Ducati gave it excellent suspension too, with Öhlins units on later ‘S’ versions, plus Brembo brakes, single-sided swingarm and a super-stiff steel tube trellis frame. It’s light too, tipping the scales well under 200kg.
On the road, it’s great fun. The engine is packed with character, and it’s a real pleasure to slam open the throttle. The weight and chassis geometry makes it very nimble, and the narrow profile cuts through traffic with ease. Add some hard luggage and a slightly taller screen, and it makes a great middleweight tourer too.
There’s not a load of these about, but they are often a bargain to buy, thanks to that controversial styling. Watch for neglect and missed servicing, ignore the mocking from your pals, and you’ll have a great practical fun Ducati for great money.
Ducati Multistrada ¿qué tal?
Yo he tenido el primer modelo de Multistrada 1000 durante año y medio y 33.000 km. Salvo porque no es una moto trail y no está hecha para hacer offroad para cualquier cosa que te puedas plantear sobre asfalto es una maravilla (y algunas pistas también han caído).
He viajado bastante con ella, me he metido tiradas de 800 km. en un solo día, pero no de autopista o carreteras buenas y rápidas, sinó de curvas y más curvas lentas y es la moto con la que más he disfrutado cruzando los Pirineos de costa a costa, y eso que lo hice cargado con tres maletas y copilota. Encima de vuelta a Vigo me pasé por el Jarama para rodar un poco y se portó de maravilla.
Problemas mecánicos 0 en los 33.000 km y nunca he tenido que rellenar aceite entre cambios. Las revisiones caras son cada 20.000 km. (unos 400€) porque toca reglaje de válvulas y cambio de correas de distribución, las intermedias cada 10.000 tienen un precio normal, unos 180€.
La mía tenía cubremanos, cúpula elevada, maletas laterales, top case y asientos de gel, osea la tenía preparada para viajar y nunca me he cortado ya que me ofrecía la suficiente comodidad para hacerlo hasta el fin del mundo.
Sobre los productos italianos decir que actualmente es la 3ª moto italiana que tengo. La Aprilia Caponord es la única que he repetido junto con la Honda Transalp. De los casi 300.000 km. que acumula mi culo en todo tipo de motos y marcas (sobre todo japonesas) los últimos 140.000 han sido en las 3 italianas, con entera satisfacción y una estupenda fiabilidad.
VVV´s.
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