Ducati Multistrada 1200 Enduro 2019 — Specifications

Imagine a Panigale that’s been fed sand, equipped with panniers, and convinced to cross the Sahel. That’s roughly what Ducati attempted with the Multistrada 1200 Enduro. The project is ambitious, almost impudent from a brand whose DNA is historically intertwined with asphalt, tight turns, and race circuits. Yet, facing the quiet domination of the BMW R 1200 GS and the rising power of the KTM 1290 Super Adventure, Bologna decided not to leave this juicy market to others. The Ducati Multistrada 1200 Enduro review that follows is therefore that of a machine playing a new role for the brand, with the advantages and contradictions that entails.

What strikes you first is the size. The 2018 Ducati Multistrada 1200 Enduro weighs 254 kg (559 lbs) fully fueled, a figure that deserves consideration before tackling a riverbed. The 30-liter (7.9 gal) fuel tank contributes to this bulk, but in return offers an autonomy of approximately 530 km (316 miles) calculated on the announced mixed consumption of 5.6 l/100 km (41.5 mpg), which represents a solid argument for long traverses. Spoked wheels replace the stick wheels of the standard model, with a 19-inch front tire sized 120/70 and a 17-inch rear tire sized 170/60; the Pirelli Scorpion Trail II tire fitted as standard is honest on the road, limited on soft terrain. The Ducati Multistrada 1200 Enduro seat height is 870 mm (32.3 in), not adjustable as standard. The question "what is the Ducati Multistrada 1200 Enduro seat height" often comes up on the Ducati Multistrada 1200 Enduro forum, and the answer is unequivocal: shorter riders will need to opt for the low seat option at 850 mm (33.5 in).

The engine, for its part, has no complexes. The 1198 cm³ desmodromic twin develops 152 horsepower at 9500 rpm and a torque of 128 Nm (93 lb-ft) available from 7500 rpm. These are the figures of a sports bike dressed as a tourer, and that’s precisely where the machine’s personality lies. In Enduro mode, ABS and traction control are reduced to the bare minimum to allow for a few calculated drifts on track. In Sport mode, the Sachs semi-active suspensions with the Ducati Skyhook (DSS) system stiffen and the twin delivers its full potential. Four mappings cover the entire range of conceivable uses, from alpine trails to national roads. The quick shifter, available as an option depending on the configuration, complements an already dense electronic suite, with a Bosch IMU inertial unit, cornering ABS, anti-slip, anti-wheeling, and cruise control. On this specific point, neither the KTM nor the Honda Africa Twin of the time reached this level of sophistication.

This technological luxury comes at a price, both literally and figuratively. Displayed at 21,790 euros when released, the Ducati Multistrada 1200 Enduro price positioned it clearly in the upper segment, without aluminum panniers being included in the standard equipment. That’s the most legitimate criticism that can be leveled at it. The Ducati Multistrada 1200 Enduro used remains today an interesting option for those who want to access this technology without paying the new price; the 2016 and 2017 Ducati Multistrada 1200 Enduro models share the same mechanical base and are negotiated with a significant depreciation. In terms of reliability, the Ducati Multistrada 1200 Enduro reliability is a topic that regularly comes up in discussions, the Skyhook system and the onboard electronics being points to be checked on used models.

Ultimately, the Ducati Multistrada 1200 Enduro Pro is aimed at a specific profile: the grand traveler who wants to be able to venture off the beaten path without sacrificing the comfort of a sophisticated machine, and who has the means and skills to manage 254 kg (559 lbs) on a rocky path. It’s not a serious rival to a KTM 790 Adventure R in truly technical terrain, and its off-road pretensions remain modest compared to a true enduro. But between two continents, on degraded roads, with the sun on your back and 530 km (316 miles) of autonomy ahead, few machines combine so effectively this level of power, technology, and character. Ducati didn’t invent the adventure trail, but gave it a color that no one else can reproduce.