YAMAHA Star V-Max

 

This is a follow-up to our quickie ride story posted just one day after sampling the bike at its world press introduction in San Diego County. Here we delve deeper into the details of the exhilarating new VMax.
______________________________ The word icon is described as an important and enduring symbol. For Yamaha and Star Motorcycles, the VMax stands near the top of its bikes eligible for icon status. First seen in 1985 and barely revised since, this all-new VMax has gone through a decade-long gestation, with development work going back to 1997. The first running prototype was judged to be too big and the power too linear.

The 2009 Star Motorcycles VMax - an icon reinvented.

Now sold under Yamaha's Star Motorcycles banner, engineers grappled with the concept of a rebirth of a legend. Star is positioning the new VMax at the edge of the expressive/aggressive personality of the modern cruiser category. As such, they use terms like hot rod, muscle, power and respect to describe what the VMax represents.
To make sure Star was hitting its target audience, they conducted extensive market research with focus groups. Owners of the previous generation (which have an average age of 45-plus years) insisted a new version should have improved handling, increased power, a better riding position and continued use of shaft drive. And they were adamant for Star to use a V-Four engine and "keep the V Boost!"

Key to the new VMax's success is a cast-aluminum frame that uses the giant engine as a stressed member.

A larger, more powerful engine was always going to be necessary, especially after the arrival last year of the Hayabusa-powered Suzuki B-King. An all-new V-Four (see sidebar below) was created, achieving Star's goal of reaching the 200-horsepower mark.
Bringing the VMax into the 21st century required enormous improvements to the flexi-flyer steel chassis of the old bike, so they threw it out and created an aluminum frame that uses the imposing engine as a stressed member for added rigidity. But getting a long, shaft-driven chassis to handle up to Yamaha's standards proved to be the most challenging aspect of the new bike, causing a delay to the bike's introduction until they got it right.
The production version of the chassis consists of a cast-aluminum perimeter-style frame and new alloy swingarm. The subframe is made from Controlled-Fill cast-aluminum sections and extruded-aluminum. The chassis' geometry is closer to cruiser specs than sportbike numbers, with a 31.0-degree rake, 148mm of trail, and a 66.9-inch wheelbase. The previous model had sportier geometry: 29.0 degrees, 119mm, and 62.6 inches, respectively. This latest Max is about an inch wider and 3.7 inches longer overall.
It all adds up to a machine with immense visual punch. The VMax's crowning accents are the aluminum air intake scoops that are now functional. The scoops are hand-polished to a fine luster (taking 40 minutes each!) then are clear-coated for an enduring shine.

A large tachometer figures front and center with an inset digital speedometer. Tank-top info screen is small and hard to see while riding.

What appears to be a fuel tank is really just a cover for the non-pressurized airbox and a place to mount a digital info panel that includes a clock, dual tripmeters, fuel gauge, gear indicator, coolant temp, mpg, intake air temp, throttle angle, stopwatch and a countdown indicator. Its electro-luminescence display is said to be clearer and faster than LCD. While the info panel is placed too low to be easily seen while riding, the giant muscle-car-like tachometer is in full view and is augmented by a shift light placed prominently alongside.
Upon firing, the VMax settles into a steady but menacing rumble. The V-Four, with its contra-rotating balance shaft, is quite smooth, but a rider never forgets there is something substantial reciprocating between the knees. A blip of the throttle reveals a fairly heavy flywheel effect, as revs don't soar as quickly as smaller, sport-oriented engines.

The Heart of the Beast

Though built as compact as possible, the 1679cc V-Four VMax motor is a substantial lump. Exhaust cams are gear-driven by the chain-driven intake cams. Forged-aluminum pistons sit atop fracture-split connecting rods, just like the latest sportbike motors. A convoluted exhaust system spits spent gasses out of titanium-skinned quad-exit mufflers. When building a replacement motor for an icon like the VMax, Yamaha/Star engineers knew they had to recreate a legend. While the old 1198cc V-Four was the bees' knees in 1985, it would take a large injection of power to be king of the hill in 2009. The mantra of the muscle-car era was "there's no replacement for displacement," and the new VMax hums the same tune. While its 66mm stroke was retained, the '09 Max gets a big-bore treatment by enlarging its cylinders from 76mm to 90mm. This yields an engine with 481cc extra, a 40.2% bump to 1679cc. Like the upcoming Aprilia V-Four Superbike engine, the VMax uses a chain to drive the intake cams, and from there a gear-set turns the exhaust cams, keeping the engine as short as possible. Valve-adjustment intervals are only every 26K miles. Star also tightened up the 70-degree vee cylinder angle to 65 degrees, also the same as the Aprilia mill. Combined, this tightened up the distance between the cylinder heads by a little more than 1 inch, and the monster motor is 7mm shorter overall. Much of this new engine uses technology seen on Yamaha's top-line sportbikes. A Mikuni fuel-injection system uses a quartet of 48mm throttle bodies with 12-hole injectors, and it's operated by Yamaha's ride-by-wire Chip-Controlled Throttle (YCC-T). The three-processor ECU measures parameters (wheel speed, crank position, temperature, etc) every 1/1000th of a second. Interestingly, a Star-supplied chart says YCC-T also takes into account a lean-angle sensor, which, along with the standard ABS's wheel-speed sensors, could be deployed as a traction-control system. A look at our tire-melting video shows this not to be the case. Also borrowed from Team Blue's R-series sportbikes are variable-length intake stacks (YCC-I) that use 150mm snorkels for strong torque at low revs. At 6650 rpm, the trumpets raise up to reveal shortie 54mm intakes for a V-Boost-like top-end hit that voraciously rockets the bike quickly through the gears. Inside the motor are more sportbike-derivative pieces. Pistons are made from lightweight forged aluminum, and they rise and fall on the 180-degree crank inside ceramic-composite cylinder linings. The connecting rods are fracture-split and carburized for strength. The new combustion chamber is much flatter (a 29-degree included valve angle) and nets an 11.3:1 compression ratio which requires premium fuel. Magnesium engine covers try to keep weight down as much as possible. Spent fuel exits into four header pipes that join in a large under-swingarm collector before flowing into a pair of four-exit mufflers with titanium skins. Inside are an oxygen sensor, two catalyzers, and an EXUP power valve. What it all adds up to is a colossal 197 crankshaft horsepower at 9000 rpm. The final version of the previous VMax (last sold in '07) was rated at a paltry 133 hp at 8000 rpm, a whopping 48.0% less. Prodigious, too, is the new Max's torque production. Its 122 ft-lbs at 6500 revs dwarfs the 86.8 ft-lbs at 6000 rpm of the old bike to the tune of 40.6%. There is so much power on tap that a Star rep related a story of how its rear tire was slipping on a rear-wheel dyno drum when testing its max power. Even adding a passenger didn't completely stop the slipping! I didn't manage to get him to reveal what numbers came up on Yamaha's Dynojet, but reading between the lines, we expect rear-wheel dyno figures approaching 180 hp. Note that Suzuki's B-King pumps out about 160 horses at the back wheel.

With nearly 180 rear-wheel horsepower on tap, the VMax gets down the road like nothing else on it.

The VMax's tank-mounted info panel has a display that shows how much throttle is being used, but that's the last place you'll want to be looking if the throttle is cracked more than a quarter turn. Despite being muted by a substantial 684 lbs full of fluids, 200 ponies have a way of bringing the future quickly into the present. Serious thrust is available at just 2500 rpm, and it just keeps building exponentially from there to the 9500-rpm rev limit, accompanied by an impressive and distinct V-Four yowl. The outrageous powerband is linear but explosive, so much so that the midrange opening of the YCC-I is barely perceptible - acceleration changes only from "holy s*%t! to "Hello, God!" 
The VMax is fitted with a drive system that helps and hurts. Hydraulic clutch actuation eases lever effort, and gearbox throws in the 5-speed tranny are short and precise. A race-style slipper clutch works okay, but it seems a bit incongruous to be doing high-rpm downshifts on a so-called cruiser. However, this is no ordinary cruiser and, in fact, might better be labeled something like a muscle naked. Star's Warrior is correctly termed a power cruiser, and the VMax is certainly something quite different.

The VMax's rear wheel is driven by a shaft, creating some suspension issues but enhancing its tire-smoking corner-exit abilities.

While the gearbox is first-rate, the shaft-drive system partially falls on the negative side of the ledger. Focus groups may have insisted on a shaftie, but this arrangement has its dynamic compromises, no matter how well it's designed. It's heavier, so a rear suspension can't react as quick, and it also makes the bike suffer a jacking effect that results in a stiffer and higher rear end when under power.

Meet the new burnout king.

A set of 6-piston radial-mount calipers clamp down on 320mm wave discs with the assistance of standard anti-lock modulation. Note the modern headlight and scrumptious aluminum intake scoops that are polished by hand.

The jacking effect is actually quite minimal on the VMax, so kudos there, but there's no getting around the stiffer rear suspension with the throttle twisted. Bump absorption isn't as compliant and, worse, the minimal weight transfer makes this the most difficult 200-horse bike to wheelie that I've sampled! Long black darkies are typically the result of mono-wheel attempts - taller, heavier riders, who induce more weight transfer, have an easier time of it. However, this shaft-drive byproduct has hooligan benefits of its own. Without much rearward weight transfer, the reasonably sticky 200mm Bridgestone BT028 has a snowball's chance in hell of not melting when the V-Four is given its head. If you've even been foolish enough to want to mimic the rear-wheel-sliding corner exits of pre-traction-control GP riders, the VMax stands head and shoulders above anything else on two wheels. Tire-spinning corners exits have been part of my fantasy world that rarely transfer into actuality, but Mr. Max makes them ear-to-ear-grinningly real.
In regard to the bike's ultimate acceleration, the VMax is absent a probable electronic trick and equipped with an unexpected one. First, we're thrilled to report the ECU doesn't limit power in the lower gears like on many other modern hyperbikes. Electronic intervention comes into play once 220 kph (136.7 mph) is reached, as this is the Max's top-speed limiter. However, to not handcuff dragstrip performance, the limiter is lifted to a 230-kph (142.9 mph) threshold when a quarter-mile acceleration run is sensed! For what it's worth, I saw 145 mph on the speedo before I ran out of open road.
When it comes time to shed speed, the new VMax is worlds apart from the wimpy brakes of its forbear. Up front, a four-position lever actuates a Brembo radial-pump master cylinder that feeds a pair of 6-piston radial calipers biting on 320mm wave-type discs. They proved to be very powerful but not overly sharp. A Brembo rear master cylinder powerfully fires a single-pot caliper and 298mm wave rotor, and it was when using the rear brake that I was grateful for the bike's standard ABS which isn't intrusive.
In terms of real-world usability, the VMax performs better than expected, although it's a bit clumsy at lower speeds. The narrow handlebar and cramped riding position of the old bike has been opened up by moving the grip position an inch further forward and about a half-inch taller. The seat height is listed at a modest 30.5 inches, but its broad seating area gives narrow-hipped people like me a bit of struggle to reach the ground firmly with both feet. A stepped seat-back isn't just for comfort; it's also to keep you aboard the bike during 1G acceleration.

Dressed to the Nines

Extra menace can be found in the carbon-fiber section of the Star accessory catalog, accented by billet-aluminum bling. Star understands better than most Japanese OEMs that personalizing a motorcycle can be an integral part of the ownership experience. As such, it offers an extensive line of accessories for the new VMax. Few materials are as emblematic of contemporary speed and racing as is lightweight carbon fiber, and Star delivers with an assortment of lovely composite pieces manufactured in-house. Tasty carbon bits include fenders, tank covers, seat cowls and side covers, but the beautifully made stuff isn't cheap. A set of the C-F air intake scoops costs a whopping $999.95. Functional components include a flyscreen, touring windshield, hard saddlebags and a passenger backrest. An optional tail pack can attach to the passenger seat or an accessory aluminum luggage rack. Upping the bling factor is as easy as bolting on some billet aluminum covers for the cams, master cylinders and swingarm pivot.

The VMax's riding position is open and comfortable for rides longer than a quarter-mile.

Underneath the seat is 3.96-gallon fuel tank, same as the old bike, which helps lower the bike's CG. The VMax manages decent heat control through its dual radiators that keep its frontal area as slim as possible. Out of Ramona, stuck in traffic, I could feel a little heat on my ankles and shins, but not bad considering the engine's enormous output.
There are decent views out of the bar-mount mirrors for keeping an eye on your tail during your inevitable extra-legal antics. Freeway cruising is very comfortable for a naked, as a rider is sitting down in the bike, making even a 90-mph lope (with its overdriven fifth gear) quite bearable. A 2-year warranty adds peace of mind.
Star should be commended for the suspension it fitted to the Max. Both ends are produced by Soqi, a Yamaha subsidiary, and both the 52mm fork and single shock are adjustable for spring preload and both compression and rebound damping. But their best feature is tools-free knurled knobs to easily dial in optimum rebound damping at both ends, plus rear compression damping; a screwdriver needs to be unsheathed only for front compression. The rear end also has a handy hydraulic preload adjuster on the bike's left side that can be altered on the fly if you're flexible - otherwise, do it easily at a stop.

Although there are better bikes for cutting up the twisties, the VMax acquits itself well for a machine of its size.

Who wants to rumble?

The suspension is good stuff, but it is faced with the formidable task of controlling a hefty machine and its shaft-drive dynamics. Action from the titanium-oxide-coated fork legs is quite good, even with substantially increased spring rates. But the rear end often struggles with isolating bumps, faced as it is with the shaft-drive compromises. Backing off rear preload and compression damping soothed things somewhat, but it never responded like an optimized chain- or belt-driven bike. More successful is the new VMax's handling qualities, one of the old bike's weakest aspects. Now with the new aluminum chassis, a beefy fork and a forged-aluminum lower triple clamp and a cast-aluminum upper, the big Star is ready to intimidate lesser riders on pure sportbikes down a canyon road.
Although it makes a Suzuki SV650 feel like a mountain bike in comparison, its handling is better than expected, with a chassis that feels stiff and responsive in steering transitions and a fork that offers decent front-end feel. You don't have to be a racetrack refugee to drag pegs on the VMax, but available lean angle is actually very respectable for a beast like this.
Any handling deficiencies it has are related to throttle response and the shaft drive. The YCC-T is endowed with a program to reduce engine braking feel by letting a bit of fuel seep through on trailing throttle, and this works seamlessly most of the time. But in some instances, the compression-braking effect is quite pronounced and, worse, unpredictable when it happens. Chopping the throttle mid-corner can unsettle the chassis, and a rider can feel some drivetrain lash with an uncertain throttle hand in corners.

The 2009 VMax - like nothing else.

When I first heard about the new VMax, I had two thoughts: First, it was about damn time! Second, hanging a $17,990 price tag on a Japanese bike can be akin to wearing cement shoes. But while I still wonder how well second- and third-year models will sell, I do see a lot of value in this scintillating machine. Recreating an icon is never easy, but that's exactly what Star and Yamaha have done with the 2009 VMax. It has a few flaws and limitations, but its overall persona extends the Max's icon status. It's as distinctive as bikes come, it has terrific attention to detail, and it offers a thrill ride that can't be equaled by anything else on two wheels.
Just 2500 units (with commemorative badges) will be available for the 2009 model year, and more than half are already sold. You only have until October 31 to get your order in on the '09 VMax. Those who ordered early should see their bikes by the first part of November.

2010 HONDA VFR1200F

Honda's big news for the 2010 model year is the new VFR1200F, a sporty sports tourer that can be had with an amazing new dual-clutch transmission – the first ever on a motorcycle. The VFR has drawn a wide-ranging variety of opinions. Is it a heavy sportbike or a lightweight super-sport-tourer? It's actually somewhere in the middle, as we found out after riding the VFR1200 on and around the Sugo Sportsland race circuit in Japan. Honda's newest V-4 nestles into a spot between the smaller VFR800 and the more luxurious ST1300. The seemingly obvious competitors are the big sport-touring machines we compared in our 2009 Sport-Touring Shootout: the ST1300, Yamaha FJR1300, Kawasaki Concours 14 and BMW K1300GT. But our ride on the innovative Viffer revealed that it is sportier than that quartet, comparing most directly to the K1300S.

The 2010 Honda VFR1200Fis ready to blow away preconceptions and the competition.

Compared to those bikes, the VFR has lower hand controls and the footpegs are set further back. It's not uncomfortable, just slightly racier. An attractive seat resides 32.1 inches from the ground, and the narrower pair of rear cylinders allows legs a straight shot when stopped. A 0.6-inch lower seat is available as an option.

Dual LCD info screens flank the central analog tachometer.

Behind the moderately high windscreen is a high-end gauge panel that includes all the info a rider could want. Front and center is an analog tachometer flanked by LCD displays for speed, fuel level, coolant and ambient temps, fuel consumption, a clock and a gear-position indicator. Reversed locations for the horn and turnsignal switches is said to be an ergonomic improvement, allowing quicker access to the horn, although you'll be beeping instead of signaling until getting used to it. Surprising for such a technology-intensive machine, self-canceling signals aren't part of the package.
The 1237cc V-4 emits a low-octave purr when fired up, and the 28-degree piston throw produces a sound distinct from previous Honda V-4s. From the side of the road, the exhaust note sounds not unlike a revvier BMW Boxer motor, but once at higher rpm when the exhaust valve opens up, the drone changes to a growl similar to a MotoGP bike. For more tech info, refer to our VFR preview here.
Honda's press materials state the VFR's engine produces 167 crankshaft horsepower at 10,000 rpm. My butt dyno estimated about 135 horses by the time they made their way through the transmission along the single-sided aluminum swingarm and shaft drive to the rear tire. Max torque of 95.1 ft-lbs arrives at 8750 revs, but just as important is that 90% of it is said to be available at just 4000 rpm. A ride-by-wire throttle – Honda's first – helps keep the V-4 power as linear and refined as possible, and it pulls well from as low as 2500 rpm. A slight abruptness during throttle pick-up is a minor foible, but a smooth wrist keeps chassis pitching to a minimum.

Honda's new narrow-angle V-4 powerplant pumps out big power, and it also features Honda's first use of a ride-by-wire throttle.

The Big News

Notable by its absence is a clutch lever. Visible at the forward end of the switchgear is the upshift toggle. Further inboard is the parking brake lever. The VFR1200F is big news on its own, boasting an interesting and satisfying motor, high-end finish quality and a wide performance envelope. But most impressive is its optional Dual-Clutch Transmission that enables riding without clutch or shift levers. This is technology similar to that seen on many high-end sports cars, allowing the ease of an automatic transmission but with the directness of a traditional manual gearbox. As the name implies, two separate clutches are employed. While one is supplying drive to the rear wheel, the other has the next gear pre-selected and ready to transfer power in a seamless hand-off as soon as the rider or computer triggers it. Honda's DCT shouldn't be seen as a crutch for riders unable to operate a clutch lever, and it's not at all similar to the primitive auto-trans system on Yamaha's FJR1300AE. An electronic brain controls hydraulic circuits and solenoid valves located behind the right-side engine cover. Clutch take-up is firm but smooth, pulling away from a stop as cleanly as a well-trained clutch hand – quite unlike the confidence-sapping FJR-AE setup. A VFR rider has the choice of three ways to play the DCT: - D mode: The one I'd use to transport my mother. Shifts are very smooth, and the computer program forces early upshifts for optimum fuel economy. Perfect for two-upping or trolling through heavy traffic. - S mode: My favorite, holding gears much longer and deftly blipping the throttle on downshifts. - Manual mode: Gear-changes happen only at the bequest of a rider's left hand, upshifting with an index finger; downshifting with a thumb trigger. We were given one session with the DCT on the Sugo circuit, and I fully expected the various demands of racetrack riding to trip up the newfangled tranny. Surely it was going to shift up or down at inopportune times, or so I thought. The lack of a clutch lever didn't prevent a lack of speed on the Sugo racetrack. Honda's new dual-clutch gearbox is a remarkable new piece of technology. My theory had merit when exiting the pit lane in D mode. It quickly upshifted to fifth gear even at low speeds, so I decided to click the S button on the right handlebar's switchgear. What came next was an unforgettable riding experience. The S setting keeps the revs up for optimum response, and full-throttle upshifts occur at 9800 rpm, a bit short of the 10,200-rpm rev limiter. When hitting the brakes, the computer knows when to downshift and expertly blips the throttle to match revs, allowing engine braking to help bleed speed. Downshifts are always smooth and not jerky. My biggest concern was an unanticipated downshift when leaned over in the middle of a turn, but it never came. I thought for sure the DCT used a bank-angle sensor to prevent such a situation, but it doesn't. There were a few times I wished the DCT would've selected a lower gear so the revs could be closer to the power peak, and this ultimately hinders lap times. But the V-4 has so much power, it pulls well even if in a gear high. The DCT has an advantage over the manual tranny by being smoother on upshifts. Sugo's last corner dumps a rider into an increasing-radius right-hander and onto the front straight. An upshift on the manual-trans variant slightly upsets the bike. No such issue on the DCT, as I could remain hard on the throttle while the dual clutches seamlessly passed off gears two to three, etc. How much did I like the DCT? Enough to be oblivious to the checkered flag at the end of my session – I blasted around Sugo for three extra laps. I'm very much looking forward to spending more time with this techno wonder. But, from what I know thus far, I'd pick the DCT over the standard transmission if the price was equal. It won't be, but I couldn't be more impressed.

Not many sport-touring bikes will ever be taken to a racetrack, but Honda's confidence in the sporting qualities of the VFR gave us the opportunity to ride it on the 2.4-mile Sugo circuit. It only takes a few corners to realize this is no CBR – a fairly relaxed 25.5-degree rake angle and 60.8-inch wheelbase assures that, as does its 589-lb weight, full of fluids and fuel. Regardless, turn-in response is quicker than most of its competitors. A BMW K-13 probably comes closest.

The VFR1200F has reasonably comfortable ergonomics, with a slight forward lean and moderately rear-set footpegs.

We also had the opportunity to take the two versions of VFRs on the perimeter road around Sugo where we could sample the bike at street speeds. It was more at home in this environment, feeling less ponderous and exhibiting neutral steering – it's more agile than a Concours or FJR.
Grip from the VFR's Dunlop Roadsmart tires was better than expected for a sport-touring tire on a racetrack. There is plenty of available lean angle before the Honda's footpeg feelers touch down, and all but the most insane riders won't have any clearance issues on the street.
The standard transmission has a pleasingly light shift action, and it has an advantage over the DCT option with its utilization of a slipper clutch that eases high-rev downshifts. But it's not perfect, as out on the track it once popped out of third gear on me. Other riders had more frequent issues, although I'm guessing it had something to do with max-rpm shifting on low-mile pre-production bikes.

The VFR1200F wasn't designed for racetrack use, but it nevertheless performs quite well in that environment.

Blasting around a racetrack in full attack mode also revealed the effects of the shaft drive subtly jacking the rear suspension. The shaftie also has the side effect of making the rear tire suffer for traction in the same way as the Star Vmax. Dumping the clutch to do a wheelie out of the pits instead smoked the rear tire.

Paint appears rich and deep, just another example of the VFR's top-quality finish and details.

Although Honda doesn't like to call the VFR a sport-touring bike, optional hard luggage certianly offers that capability.

Although Sugo's front straight isn't very long, the VFR's gutsy motor accelerated up to 150 mph before having to nail the brakes. The Combined ABS system feels quite powerful, using dual 6-piston calipers biting on 320mm discs up front and a 276mm/2-pot combo out back. Actuating the rear brake also applies two pistons on the front-left caliper. Stomping on the rear brake pedal slows the bike as quick as you'd like in most street situations, but really hard stops require the front lever. The anti-locking system is pleasantly unobtrusive.
Honda's concept for the VFR1200 was “sport and touring with premium quality,” and within those terms it has certainly succeeded. Honda haters may deride its appearance, but seeing the Viffer in person brings into focus its high level of fit and finish and its graceful design. That said, its droopy headlight and layered fairing require some acclimatization.
The VFR's biggest hurdle to success might be the MSRP Honda will soon be announcing. We'll guess the standard version will start at around $15,000. Add options like the DCT, hard luggage, heated grips and centerstand, it might be nudging the $20K mark.
Overall, it's too large to be a sportbike, and it's too sporty to be a luxurious sport-tourer. But for some, it might just be perfect combination of both. In about two months, we'll get another chance to ride the appealing new V-4 so we can provide a more comprehensive street report in January.

KTM RC8R 2010

I've fallen in lust with enough Ducatis over the years that I'm skeptical about competition from any other European V-Twin sportbike contender. How could any company compete with Ducati's legendary race history and artful, sensuous styling? Well, KTM, long known only for its highly capable off-road bikes, is doing it by being different – mostly. One look at the 2010 KTM 1190 RC8R is all it takes to know that it wasn't designed by an Italian. KTM is based in Austria (as is designer Gerald Kiska who has worked with KTM since 1991) just a day ride over Stelvio Pass from Italy, but there's no mistaking KTM's non-Italian Teutonic design language. Perhaps the distinctive design of the RC8R is the result of Austria’s location snuggled between Italy and Germany: the cold, engineering-driven German influence blended with the romance of Latin Europe.

Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.

The RC8R’s chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as “pretty,” we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.
“Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW’s new S1000RR,” says MO’s Senior Editor, Pete Brissette.
“They say there’s a fine line separating genius from lunacy, and for the RC8 there’s a fine line between distinctive styling from downright repugnance – you choose,” observes Tom Roderick, MO guest rider and freelance journalist.

KTM’s compact LC8 V-Twin is used as a stressed member to augment the large-tube chromoly steel frame.

Like the Ducati, KTM’s top-line superbike is powered by a liquid-cooled V-Twin, although here, too, it is done a little different. Its cylinders are set at 75 degrees rather than the Duc's traditional 90-degree Vee for a more compact arrangement. The non-R RC8 makes do with 1148cc and 15 horsepower less than the R’s claimed 170 crankshaft hp made at 10,250 rpm. The R has several high-tech features such as titanium intake valves, a lofty 13.5:1 compression ratio and a low-friction DLC treatment on its camshafts’ finger followers. Peak torque of 90.7 ft-lbs from the Rotax engine is said to arrive at 8000 rpm. We discovered nearly 150 horses pushing the back wheel when we had four-time AMA tuner of the year Carry Andrew strap it to the Hypercycle dyno.
While KTM builds its own frames from large-tube chromoly steel, it sources high-end componentry from world leaders like Brembo and Marchesini across the Dolomite Mountains. Fuel injection comes from Keihin in Japan.

Adjustment Attitude

A nicely engineered brake pedal, complete with three-position adjustability to suit any size foot. This eccentric on the shock linkage allows easy ride-height adjustments. We’ve whined for years about the lack of ergonomic adjustments on motorcycles, a one-size-fits-all philosophy. Over the past couple of years, we’ve been lauding recently added features such as adjustable seat heights (BMW, Honda ST1300,Yamaha FJR, FZ6R) and foot controls (Suzuki GSX-R, Yamaha R1). Well, KTM has one-upped them all with the variety of ways to custom fit an RC8R to its riders. Here’s a list of components to adjust. Front brake lever: Nearly ubiquitous, so no major bonus points there. Clutch lever: Surprisingly still unavailable on many modern motorcycles. Handlebars: The conversion from almost sport-tour-y to racebike is accomplished with four bolts and fewer minutes. Seat: Not just the seat but the entire subframe, altering seat height from 31.7 to 32.5 inches in mere minutes. Footpegs: Lots of legroom when set in their lowest position yet still difficult to drag. Virtually unlimited ground clearance when in their high position. Shifter: Adjustable for length (3 positions), leverage and GP-shift conversion. Brake pedal: Nub adjustable for length in 3 positions. Rear ride height: An eccentric allows simple adjustment over a 12mm range. Gauges: Separate displays for street or track, most available via a pair of toggles on the left clip-on. The Road setting has displays for tripmeters, clock, fuel mileage, miles to empty (best- and worst-case scenarios), trip time and ambient temps. The track setting has displays for lap timers, top speed, max rpm and race duration.

With handlebars in their high position and pegs low, the RC8R has a surprisingly accommodating riding position.

Ergonomically, much depends on how the RC8R is set up (see above sidebar). With the subframe in its high position and footpegs low, the RC8 has more legroom than any supersports bike. Short riders will likely prefer the tailsection in its lower position to make flat-footing possible. With the clip-ons in their high setting, visions of a 500-mile day seem possible. A narrow but tall windscreen delivers a large amount of wind protection relative to other bikes in the class.

A compact and busy instrument cluster is sheltered by a fairly tall windscreen.

The RC8R is slim and menacing. Note the turnsignals in the mirrors.

The eager V-Twin always fires up in less than one second, quickly emitting a staccato bark from the under-engine muffler (thanks, Erik Buell). Throttle response is incredibly immediate, exhibiting minimal flywheel effect as the revs climb and fall instantaneously. An LCD bar-graph tachometer is placed at the top of the techie gauge panel but is too small to be readily seen. Optimal upshifts are enabled by a prominent shift light.
The RC8R was introduced two seasons ago but didn’t make the trip to America until the 2010 model year. Revisions to the original model include stiffer clutch springs to better transmit the 5 extra horsepower on tap. Pull from the radial-mount clutch master cylinder is moderate, but we wish its engagement point wasn’t at the end of its travel. Still, a wide engagement zone aids quick launches, and gobs of low-end steam will have the front wheel off the ground before you’re halfway across an intersection.
But you will need a practiced set of hands to be smooth on the Katoom. A light throttle spring and negligible flywheel weight conspires with snatchy fuel injection to make for a herky-jerky ride if not finessed, and it surges at low rpm while putting around town.
“At the low end of the rev range, the KTM is incapable of providing a smooth transition from no or minimal throttle to corner-exiting acceleration,” says T-Rod. “This could be a problem with the fuel injection or the throttle itself as there is next to no spring tension when twisting the grip, making smooth throttle application a chore even for an experienced motorcyclist.”
But once underway, the Twin is nothing but enthralling. A massive amount of low-end twist causes the front end to easily come up in first gear, even with the throttle at 50%. Bang an early upshift to keep it from flipping over and orange-crushing its rider, and the front wheel comes up again, although this time a little slower.
With the engine spinning just under 5000 rpm at 80 mph, roll-on power is astounding – it pulls so hard that I several times prodded the shifter up to access another gear that wasn’t there, yet another reason why we like gear-position indicators and why we wish the RC8 had one.

Knowing the RC8R has nearly 150 horsepower at the wheel, it will come as no surprise to learn that front tires will last a lot longer than rears.

Vibration from KTM’s V-Twin is more prominent than from the smoother 90 degrees of a Ducati Twin and its perfect primary balance, and this presents itself through the handlebars and footpegs at various engine speeds. It’s more noticeable than objectionable for most. “Although a rider can acclimate to vibration produced from the KTM’s 75-degree Vee,” Pete notes, “the vibe is notably more than on a Ducati 1198.”
Early RC8s were chastised for a sub-par gearbox, so KTM made several internal transmission mods to improve shift quality for 2010 models. Shift effort is light and mostly precise, although clutchless upshifts were occasionally but not always reluctant. Accessing neutral at a stop was often frustrating.

The RC8R turns in with an eagerness not found in any other 1200cc motorcycle.

When it’s time to hit some twisty roads, the RC8R responds with agility heretofore unknown from a liter-sized V-Twin. A reduced triple-clamp offset increases trail from 91mm to 97mm for better front-end feel, but its rake is set at a very steep 23.3-degree angle. It steers nicely, arcing quickly and gracefully through corners. “With the RC8R’s sharp and precise steering,one can change direction just by a slight shift of his/her body,” comments perennial test rider and all-around good guy Kaming Ko. “I absolutely love riding this bike.”
The RC8’s composure is aided by dampers from WP suspension, a subsidiary of KTM. A premium 43mm inverted fork leads the way, and a titanium-aluminum-nitride coating on its sliders contribute to a responsive ride. A high-end WP shock suspends the RC’s rear, and its piston rod is also finished with the TiAIN low-stiction coating. The fork has three modes of adjustment (compression and rebound damping and spring preload), while the shock separates the compression damping into high and low speed circuits and has the aforementioned ride-height adjustability. An adjustable steering damper completes the WP fitment.

The WP suspension performed admirably once it was set up for the weights of our riders.

As delivered, the suspension was firm yet relatively compliant on the smooth roads of northern San Diego County, but we judged the setup was too stiff once we traversed bumpier pavement. Too stiff, also, for the gnarled tarmac at Buttonwillow Raceway with our lightweight riders aboard. Thankfully, Race Tech’s Lenny Albin was at the track, and a few twists and turns of his expert wrenches quickly yielded a much more compliant ride.
We’ve said it before and we’ll say it again: A properly set-up suspension can transform an evil bike into a dreamboat, so be sure to spend the time and/or money to get yours dialed in for your weight and riding style.
The RC8R’s suspension is encumbered by a minimal amount of weight, as KTM has spent money on lightweight parts where they matter most. The RC8's cast-aluminum wheels are upgraded with forged-aluminum hoops from Marchesini. The 6-inch rear is only 0.7 lb lighter, but the front is a massive 1.6 lbs less weighty, and this pays dividends with reduced steering effort and better suspension control. Pirelli Diablo Supercorsa SP tires are each 100 grams lighter than the Supercorsa Pros on the regular RC8, and a carbon-fiber front fender knocks off another 100 grams. KTM says the RC8R scales in at 401 lbs without fuel, so we expect it to weigh nearly 430 lbs with its 4.3-gallon tank full. It averaged nearly 40 mpg in our hands.

Lots of good stuff seen here, including Brembo radial-mount monoblock calipers, a high-end WP fork with anti-stiction coating, and lightweight forged-aluminum wheels.

Top-shelf braking components also grace the RC8R. A radial master cylinder actuates Brembo’s terrific monoblock calipers to bite on 320mm discs, the latter being slightly thicker than the RC8’s to better dissipate heat from high-speed use. The front brake has a greater amount of initial travel than what we’ve become accustomed to from Ducati’s similar binders, but their ultimate power is never questioned.
One high-end feature notably absent is a slipper clutch. If a 600cc sportbike from Japan can have one, so should a $20,000 European exotic. This is especially true for a high-compression V-Twin with a touchy throttle and a light flywheel.
In day-to-day use, the RC8R has a split personality. Its ergonomics and wind protection are enviable, and its hard seat feels thinly padded, but it's not entirely masochistic over long distances. Speaking of the seat, we found it to be a bit slippery, especially when wearing jeans or textile pants.
“During canyon carving or on the track, I noticed I had a tendency to slide forward on the seat into the tank, ultimately putting what seemed like undue weight on both hands,” Pete commented, adding that lowering the subframe might’ve resolved the issue.

We like the RC8’s stylish mirrors with integrated turnsignals, but we weren’t so keen about them when our forearms blocked the rearward view that is occasionally blurred. On a related note, a rider’s gloves can catch on the mirrors when the bars are turned and are in their upper position. And while we’re in bitch mode, we’ll complain about a considerable amount of heat emanating from the radiator ducting and rear cylinder, despite the insulation wrap on the forward header pipe. Finally, the slab sides of the RC8 seem susceptible to crosswinds.

The RC8R lives for twisty canyon roads.

Its one glaring glitch is its jumpy throttle response, a situation exacerbated whenever the road is bumpy. KTM’s press materials say “new mapping noticeably improves on/off throttle behavior,” but there’s still work to be done to smooth response. A cam-shaped throttle tube will be fitted to all production RC8Rs, which we didn’t test but should alleviate the problem somewhat. Perhaps it also needs a heavier flywheel and throttle spring, or maybe an FI re-remap.
The 2010 arrival of the RC8R is indicative of the renewed push from KTM to gain traction in the streetbike market. Considering the company’s dirty roots in the off-road realm, the RC8R amazes for its ability to be mentioned in the same breath as legendary Ducati, a brand which has been making V-Twin sportbikes for nearly 40 years! Its innovative design with adjustable ergonomics is a leap forward, and to even be able to run with a Ducati 1198 is a huge accomplishment.
The RC8R will retail for $19,998 when it hits U.S. dealers in February 2010. That’s a big bump from the standard RC8’s $16,498 MSRP, but considering the R’s extra performance and features, it’s a relative bargain. Easy for us to say.

In the RC8R, KTM has delivered a sophisticated and capable sportbike that can hang with any of the established players from around the world.

Honda CB600F Hornet

The Hornet 600 is a bike with humble roots; its beginning lay in the Japanese-market-only Hornet 250 of 1996, a fun, if curious way to put leftover CBR250RR engines to use (the screaming miniature sportsbike had ceased production two years earlier). Compact steel-spine frame, fat wheels at either end, and UJM styling with the wrinkle of a neat chrome-heat-shielded exhaust holstered up the side of the ducktail. In time for the 1998 model year, someone at Honda noticed that the bigger CBR600F3 engine – itself headed for the old bikes’ home – would fit in the 250 frame, and brought it up at a company meeting – possibly.

It’s not much of a stretch to picture the Honda higher-ups okaying the idea with a “sure; what have we got to lose”-type shrug… then nodding in astonished approval as the modest little bike with the detuned sportsbike engine, basic suspension, low seat and clean styling sold by the container-load, spawned one-make race series and its own aftermarket industry, and generally became a cult bike – in Europe. Here, we didn’t quite get the idea of a cheap, hoonable naked 600 back then, and, after three years of trickling sales, Honda pulled it from the local lineup even as it fixed the bike’s only real foible – the 16″ front wheel – for the big European market which continued to love it.
It took until last year for Honda to update it (we’re getting it a year late). After the almost-accidental success of the original bike, there would have been some anxiety about what to change and what to leave alone. Almost a decade had passed since the original bike was designed. Technology had moved on – a lot. The new Hornet was always going to be different. That’s what we’ve ended up with – a very different Hornet – and it’s almost entirely a good thing.
Styling
The original Hornet was a simple, unassuming design. Round headlight out front, peanut-shaped tank in the middle, gently-stepped and sloping one-piece seat out back. Only that sidearm exhaust stood out – or didn’t, rather.
The new bike makes more of a statement. It looks compact and cute and just ferocious enough to get any doubters interested. It knows where it came from; the shape of the tank – down to the blue paint – and the matt sidecovers follow on from the old Hornet, and the stylists have reached even further into the past, to one of the first middleweight Honda fours, the CB400 of the mid-70’s, for the combed-over header pipes and the step-down from the seat – via a retro imprint of “HONDA” on the vinyl – onto the rear guard and the sticky-outy LED tail light. Bravely, possible stylistic liabilities have been made into features. The bullet-nosed stacked-bulb headlight is flanked by shrouds which mimic Honda’s wing logo, and rather than hidden beind heavy matt metal heat-shields, the stainless catalyser casing under the engine has been polished and streamlined into a jet fighter drop tank.

“That’s some attention to detail right there. Nothing’s just been thrown on there. Everything’s been thought about.”

The front guard’s a direct transplant from the current 600RR, the instruments, in a casing which continues that bullet-shaped theme, from the previous one. The back of the bike is tailored for pillions. The matt-finish tail panels won’t scuff, and there’s a pair of chunky grabrails neatly styled to resemble the wheel spokes – and the little slots in both of those match the ones in the front guard and the sidecovers. That’s some attention to detail right there. Nothing’s just been thrown on there. Everything’s been thought about.
Chassis
The 2008 CB600F Hornet has a reassuringly high metal content. Take a knuckle, pick a spot on the bike, bring the two together and there’ll be a gong of sheetmetal or a thump of cast alloy more often than not. Plastic is at a minimum. The bolt-on subframe is square-section tube steel as a precaution for extended pillion duty over potholed city roads. Scale-verified wet weight manages to limbo in under the critical 200kg limit. It makes Honda’s 173kg dry weight figure credible and puts a number on the weight-conscious design on show on the bike. The frame’s a solid-looking box-section cast alloy backbone with beefy rear endplates bolted on either side. The swingarm is an impressive-looking, not-the-easiest-to-manufacture tapered job with block-and-channel adjusters. Like the five-spoke alloy wheels, it’s neither a sportsbike hand-me-down nor some utilitarian design you’d justify by pointing out that it’s easy to clean. Like its styling, the Hornet’s engineering is proper.

The front engine mounts are small steel plates which bolt onto castings extending down from the steering head. These stick out somewhat, and cast alloy is particularly allergic to tarmac. Nylon or Delrin sliders would go well there. An idea for a factory accessory, maybe?

2010 Ducati Multistrada

Ducati has an extensive brand awareness far beyond the Italian company’s actual size, based on its illustrious racing history and lineage of hardcore sportbikes. But the versatile new Multistrada is set to open the Ducati experience to a wide swath of conquest consumers. “There are a lot of riders out there who are Ducati-curious,” says David James, Ducati international press manager, adding that they may have been intimidated by the firm’s hard-edged reputation.
From our experience testing the new Multistrada 1200 on the varied roads of the Canary Islands, we’re confident that many of the Ducati-curious will really appreciate the flexibility, comfort and performance of this sharp-beaked new bird.

The versatile new Multistrada 1200 was launched on the Canary Island of Lanzarote.

Did we say performance? Hell, yeah! Forget the homely old air-cooled MTS. This one is powered by a revised version of the 1198 superbike V-Twin, cut down from 170 crankshaft horsepower to a still-very-potent 150 hp. The $14,995 versa-bike may have pretentions as a BMW GS competitor, but it, in relative terms, is a racebike in comparison.

The Touring version of the Multistrada S. Note the nostrils that provide air for the oil cooler and airbox intake. Windshield is shown in its upper position.

Helping keep all those horses reigned in when appropriate is standard traction control and rider-selectable engine mapping among four modes.
The thoroughbred setting is Sport, boasting the full corral of 150 horses and aggressive throttle response. A Touring selection softens throttle reaction while retaining the same peak power. More rider-friendly are the Urban and Enduro modes, limiting throttle openings to 60% to cap power at 100 horses.
The different modes also have an effect on the intervention of the Ducati Traction Control system, which can also be independently set to a rider’s preference.
More electronic trickery can be had by ordering the $19,995 S version of the MTS, which offers Ohlins TTX suspension that can be electronically adjusted on the fly. For example, the Sport mode delivers stiffer damping control, while the Urban setting has lighter damping to soak up the bumps and potholes of city streets. Compression and rebound circuits are separated into respective fork legs.

The S version of the Multistrada can be identified by its gold-colored fork legs that indicate the Ohlins electronic suspension.

Electric stepper motors also vary the amount of spring preload among four rider-selectable load settings, from solo rider to rider and passenger with luggage. A 3-second push on the turn signal cancel switch alters the settings. The electric gizmos are said to add just 300 grams to the bike’s 478-lb ready-to-ride curb weight.

Four Bikes in One

Ducati boasts that the new Multistrada is “four bikes in one,” and that’s most evident in the S version with its DES (Ducati Electronic Suspension). Below is a list of the default settings of each. Multistrada's Versatility Sport 150 hp, crisp power delivery; stiffer suspension damping; DTC 4 of 8. Touring 150 hp but with smoother response; lighter damping; DTC level 5. Urban 100 hp, very smooth delivery, more tractable; softer damping; lowest suspension; DTC 6. Enduro 100 hp; same power delivery as Urban; tallest suspension (20mm higher); DTC 2 (low intervention).

The Multistrada S – in both Touring and Sport versions – also features a Bosch-Brembo antilock brake system as standard equipment. ABS is a $1500 option for the non-S version which substitutes an ordinary Marzocchi fork and Sachs shock – manually adjustable – in place of the pricey Ohlins electronic suspension. Both models supply a generous 6.7 inches of travel front and rear. The old MTS had 6.3 and 5.5 inches, respectively.
Each electronic parameter, other than ABS (which can be switched off), can also be set independently to a rider’s preference.
Thought was also put into power of the 12-volt variety. The MTS has two outlets for electrifying heated clothing or cell phones or MP3 players, plus a dedicated power outlet for the accessory Garmin GPS that mounts at the center of the bike’s upper triple clamp. Heated grips are a $300 accessory, but they come standard on the Touring version of the Multistrada S.

This is a Multistrada S Touring with its saddlebags removed. The Touring iteration also includes heated grips and a centerstand, also available in white and black.

The Sport iteration carries the same retail price of the Touring model, sharing standard ABS but substituting a few carbon fiber bits (cam-belt covers, rear fender and air intakes) for the Touring’s saddlebags, electric grips and centerstand. To us, the MTS Touring seems like a better value than the Sport unless you have an unnatural obsession for carbon fiber. If you must have the lightweight composite pieces, they can also be obtained from the Ducati Performance accessory catalog.

Vroom With Room

With the demise of the ST line (ST2, ST4, ST3) from the Ducati lineup, the Multistrada takes over as the Italian brand’s touring-oriented platform.  As such, a Multistrada rider is provided with wide array of stowage options. Hard-shell saddlebags are nicely integrated into the Multistrada’s design. Standard equipment on all Multistradas is a latching fairing pocket with a rubber interior on the right side, plus a handy and secure 3-liter bin beneath the passenger seat. Also included with any Multistrada are integrated saddlebag brackets that are virtually invisible when not in use. The accessory hard-shell bags ($850; standard on the Multistrada S Touring) are keyed to the bike’s ignition and hold a combined 58 liters. The right-side case has a reduced volume to clear the area behind the trajectory of the bike’s stylish and stubby exhaust, so it’s too small to contain a full-face helmet. Wider bag lids can be purchased ($330) to yield 73 liters total. If more sealed room is required, a 48-liter top case can be purchased for $600. It’s able to hold two full-face helmets. All totaled with the wider saddlebag lids, the MTS can be rigged for a substantial 124 liters of available stowage. Still not enough for your needs? More stuff can be strapped to the passenger grab rails framework, and it can be augmented with a $300 accessory luggage rack. Room enough, perhaps, for your kitchen sink.

Seat O’ The Pants
With a seat claimed to be 33.5 inches off the ground, straddling the Multistrada might be a stretch for some. My 32-inch inseam required full use of my toes to reach, so I was happy when I later sampled the one-inch-lower accessory seat ($290). It is more thinly padded than the standard seat. Observations on long-term comfort of each will have to wait until we get more seat time than we received during the press launch.

The Multistrada’s LCD instrumentation is comprehensive, legible and easy to navigate. At right is the DES display, selected to the solo rider with luggage setup. The same circular panel can be toggled to show the ECU’s engine map setting.

The Multi’s cockpit doesn’t disappoint. A narrow windscreen is adjustable without tools over a range of nearly 2.5 inches. Just below is a large and comprehensive LCD gauge package that includes virtually any information you could want, whether it’s ambient temperature or instant fuel economy or gear selection or average speed during a trip or the bike’s range till the fuel is empty. Bonus points for being highly legible and reasonably navigable.
A proximity sensor in the Multistrada’s key fob enables keyless functionality – the bike fires up with a press of the starter button as long as the fob is kept within 6 feet of the bike. A spring-loaded flip-out key is deployed when access to the fuel cap, pillion saddle and saddlebags is needed. A nice feature is steering that locks automatically without the key.
A satisfyingly booming burble is emitted at start-up, sounding nearly as menacing as the 1199cc superbike-derived mill it’s based on but without the jangling of dry-clutch plates. A key distinction between the two engines is the 11-degree valve overlap compared to the 1198’s 41 degrees. Together with reshaped intake and exhaust ports, this design allows for superior low-end performance. Ducati says the Multistrada’s 11-degree powerplant produces more horsepower and torque than 1198 below 6500 revs.

With what is likely more than 130 horsepower at the rear wheel, the Multistrada 1200 is a major-league road burner.

Another important engine distinction, especially for a machine angled toward a touring rider, is extended service intervals. A new valve seat material and better cylinder-head cooling has doubled valve-inspection duration to 15,000 miles. Ducati says the MTS has less maintenance costs than other S-T competitors.
Getting underway from a stop is easy with the Multistrada. The wet-type clutch has an easy pull thanks to similar technology used on the Monster 696’s APTC, which also includes a measure of slipper action on downshifts. Extra flywheel weight allows the bike to trundle away from a stop with negligible input from the 56mm oval throttle bodies. Response from the ride-by-wire system ranges from touchy to tame depending on which of the four ECU maps are selected.
Once in motion, the Multistrada proves to be remarkably adroit. The wide handlebar ensures quick responses in conjunction with a fairly sporty 25 degree rake and 110mm of trail. Its 60.2-inch wheelbase is about an inch longer than the similarly intented Triumph Tiger.
A 76-degree steering sweep makes maneuvering in tight places easier than with any Ducati in decades. It was surprisingly delightful to be able to make U-turns within the tight confines of narrow two-lane roads. And speaking of angles, Ducati claims the MTS has 45 degrees of available lean angle before parts touch down, aided and abetted by dual-compound Pirelli Scorpion Trail tires.

The Multistrada 1200 is able to scythe twisty roads as ably as city traffic.

A die-cast aluminum center frame section joins the steel trellis front frame and rear subframe. Ducati says torsional stiffness is up 19% over the previous MTS. The new machine feels solid when ridden aggressively.
Its only sporting deficiency is the amount of chassis pitching from the long-travel suspension, especially when making full use of the power from the radial-mount Brembo front brakes biting on 320mm discs – the same as used on the Ducati 848. Feel at the adjustable lever is good, and initial bite isn’t nearly as touchy as from the 1198’s monoblock calipers. The brake pedal is a bit too small for the limited range of my wonky ankle, but other journos reported no problem.

The Multistrada uses a bespoke single-sided swingarm and wheels from the 1198 superbike series. The under-engine muffler fires out a deep growl via stylized dual exits.

With nearly 7 inches of travel, suspension compliance is excellent, especially in the Urban and Touring modes of the S models we sampled. We weren’t able to test the Marzocchi/Sachs combo of the non-S Multistrada at the launch.  A non-linkage rear suspension was chosen primarily for packaging concerns for the exhaust and rear damper. The shock’s angled layout provides progressive effect of around 5% for the single-sided swingarm.
The bike’s tall profile and the effect of the leverage-inducing wide bars made the Multistrada susceptible to the strong crosswinds we experienced during our ride, yet stability remained quite solid. Adding rear preload – at the touch of a button – noticeably sharpens the steering response.
There were no real freeway sections during our ride, but that doesn’t mean we didn’t see big numbers on the digital speedometer. The windscreen provides reasonable protection, although its narrow width leaves a rider’s shoulders in the breeze. More coverage is offered with the shield in its upper position, but it runs the risk of buffeting a tall rider’s helmet. I appreciated being able to tool-lessly slide the screen into its lowest position when cruising through town. Enhanced coverage is available from a larger accessory shield.

The Multistrada’s adjustable windscreen is shown here in its lowest position.

The bike feels moderately narrow between the knees, and combined with the gripper-style seat, provides a firm hold for the rider. The rider’s seat is abbreviated by a step where the passenger seat meets. I appreciated the way it held me in place under acceleration, but really tall, fat riders might feel crowded by the lack of fore/aft room.
The handlebar places a rider in a slight forward cant that seems perfect for this bike. Footpegs (with removable rubber inserts) are slightly rear-set but still offer plenty of legroom. Hand guards (with highly visible integrated LED turnsignals) offer helpful wind protection, and frontal visibility is enhanced by an LED “lightguide” below the headlights. Mirrors set slightly wider than the bars provide a clear rearward view.
The Multistrada’s engine has beastly power that far surpasses any adventure-style competitor, and yet it’s amazing how well it accepts full throttle from as low as 2000 rpm, something its 1198 brother certainly can’t do. Torque peaks at 7500 rpm with 87.5 crankshaft-measured ft-lbs, but there’s seldom a need to rev it that high due to its deep well of power.
We preferred the engine response in Touring mode, notably smoother than the hair-trigger delivery of Sport mode. But there’s more than adequate power on tap even in the restricted Urban setting. I personally saw the speedometer exceed 130 mph in the low-power mode. The mostly under-engine exhaust design keeps heat from a rider far better than the previous bike’s undertail exhaust, and the sound it emits is pleasantly louder than imagined possible inside emissions regulations.

When a rider writes a check the rear tire’s grip can’t cash, the Ducati Traction Control kicks in, first by retarding ignition timing, then cutting fuel supply at varying levels if wheelspin continues. DTC intervention is monitored by a circular red light that rings around the rider-adjustable instrument display. The system added a sense of security, especially in the morning’s damp conditions we rode in.

Note the accessory GPS at the handlebar’s center and the broad passenger seat.

The tuning of the Multistrada’s V-Twin yields fuel-economy numbers that belie its potent thrust, said to be 15% better than the 1198. Ducati says the MTS can achieve 47 mpg at a steady 75 mph, good for a potential range of nearly 250 miles from the 5.3-gallon fuel tank.
One of the “four bikes in one” Ducati claims from the Multistrada is an enduro bike in the mold of BMW’s iconic GS series. But like the Buell Ulysses and Triumph Tiger, its 17-inch wheels, lightly treaded tires and low bars make it more off-road capable than a serious dirt machine. However, the big Ducati acquitted itself fairly well on the light off-road conditions we subjected it to. Expect to see Greg Trachy on a Multistrada at this year’s Pike’s Peak hillclimb attempting to repeat his victory in 2008 on a Hypermotard.
Like any motorcycle, there are some things we’d like to see changed or improved. Considering all its high-tech systems and ride-by-wire throttle control, it’s surprising cruise control isn’t offered on the Multistrada. Same for the lack of self-canceling turnsignals. We were also disappointed with the awkward routing of grip-heater wires, but we’re told they will be relocated inside the handlebar next year.

The Multistrada has off-road pretentions, but it’s no BMW GS. Still, it has the capability to take on light-duty riding off the pavement.

Verdict

The Multistrada 1200 – pursuer of adventures.

The Multistrada 1200 isn’t just good, it’s good enough to be a contender for bike of the year. It combines mega performance with sophisticated electronics in a vehicle with few compromises. It can perform the duties of a sportbike, tourer and commuter, doing so with an oddly stylish Italian flair. This is a machine that can competently tackle a fireroad, city streets and a highway slog on the way to a trackday, doing so with a proficiency in each that can’t be found on any other bike. 
Diego Sgorbati, director of marketing for Ducati, hopes for sales near 5,000 in its initial year, which would be nearly 13% of Ducati’s 40,000 annual output. He says the key is to also be able to sell 5,000 in its second year.
Considering the Multistrada’s wide-ranging versatility and expansive performance envelope, we think Sgorbati’s forecast is entirely possible. And, given the industry’s intense down-market condition, that’s saying a lot.