Ian Kerr is our latest contributor. A freelance journalist of some note, he recently popped off to Sicily for the launch of Ducati's baby Multistrada. Here is his report:

Two years ago the Ducati Multistrada burst on to the motorcycling scene and in some ways redefined versatility and performance, and offered a true alternative to traditional, focused motorcycles. For once there was a bike that could genuinely have the title of being an all-round motorcycle, capable of tackling mild off-road terrain and being a reasonably competent track machine, despite being predominately a road bike.

The Multistrada was designed for (and on) the legendary ‘Futa Pass’ that sits not too far from the Bologna factory. A twisty mountain road that has straights punctuated by all sort of corners from fast open sweeping bends to tight hairpin like turns. It is a favorite haunt of all the local riders on sports bikes. The Mutistrada was designed with this road firmly in mind. Basically, the bike is a combination of two completely different types of motorcycles, the “big dual sport” and pure sport bikes. It incorporates the key characteristics of both, the comfort and versatility of the dual sports, plus the precise handling and engine power of the traditional race-styled sport bike.

Launched as a one litre machine it has become their best selling model, therefore like the Monster, it has created a range or family as Ducati prefer to call them. For 2005 a very sporty S DS model joins the basic 1000 DS and also a smaller sibling tested here, powered by the 620 motor from the Monster range.

Aimed to be another entry level Ducati it is also priced to tempt buyers, at a modest £5,495 which is something of a bargain, despite some cost cutting having been done along the way. The 620 shares the basic DNA of the larger bike, but a number of dedicated components set it apart from the 1000’s. For instance, gone are the fully adjustable forks. These, like the new rear shock absorber, are shorter, helping to bring the redesigned seat height down to a more acceptable ( for some) 830mm.

Other changes have reduced the overall weight by 13kg, the bike now weighing in at 183 kg dry. One of these reductions is the use of the use of a lighter two-sided swing-arm, stylistically similar to the one used on the Monster 620. In fact quite a few items on this new model, like the front brakes have been taken from the Monster range, which has of course supplied the motive power.

Perhaps the most obvious change visible to the casual onlooker is the higher screen and the wider mirrors which incorporate the front indicators as before. Those familiar with the larger bike may, on closer scrutiny, notice the lack of the small side compartment in the fairing. The storage space is actually now located under the seat thanks to a reduction in the 20 litre petrol tank size to just 15 litres. Ducati claim it will still have the same range as the larger bike thanks to its smaller engine and the need for less fuel!

In essence the frame remains the same with just the swing-arm change at the rear. The reaction rod on the suspension system is not length adjustable as on the larger bike. The reduction in height is because of the physically shorter rear Sachs shock absorber and shorter 43mm Marzocchi forks at the front.

When looking for an engine to equip an entry level model to the family, Ducati obviously had plenty of choice. In the end the final decision went to the 620, because of its power delivery and ease of riding. These qualities were then enhanced by the adoption of the recently developed Power Torque Clutch (APTC) which, as well as drastically reducing lever effort, is also equipped with a slipper device to prevent rear wheel lock up.

The engine then is the air-cooled 618 cc Desmodue 'L' complete with a power to torque ratio of 63 HP @ 9500 rpm – 5.7 kgm @ rpm. The Desmodromic engine has two valves per cylinder, an electronic injection system that has one injector and one coil per cylinder and like all Ducati’s, complies with Euro 2 emission standards.

Linked to the engine is the instrument panel, because the in-built immobiliser system utilises and is dependant on it and the engine control unit. The fairing mounted unit has been re-designed and simplified and features an analogue rev counter driven by a step motor. The back-lit liquid crystal display, which as well as showing a range of information such as road speed, also tells you when the bike is due for scheduled servicing. It is also possible to display the diagnosis of the first level engine control system on the screen for those who like to know what is going on!

The Multistrada 620 is also available in the now familiar ‘Dark’ version, with its trademark matt black paintwork and single large-diameter front brake disc, which accentuates its minimalist supermotard look. Both are also available in a European standards 25 kW limited power version.

And as for all of the Multistrada models, there's a long list of options to accentuate either the sporting or touring side of the bike's character. So you can fit dedicated side panniers, a rear luggage rack, GPS navigation system, racing exhaust kit and a host of other accessories if you so wish.

So in essence there is not a lot new, it is just an evolvement that is aimed at tempting more riders to try out the concept of one bike for everyday of the year. Not to mention helping those short on inside leg inches and bank balance to get a foot on the Ducati ladder!

The original world launch for the big bike was in Sardinia, but this time round Ducati chose Sicily in February. It went on to become more of a test than they intended due to some pretty adverse weather conditions. Snow, torrential rain and very little sun were the order of the day and despite the acknowledged all-round capability of the bike, the snow did manage to stop play at one stage. Half way up a mountain the snow came down so fast we could not go up or down as the Pirelli tyres could not find any grip! However, there were some dry spells and a chance to get to get with the new bike on some excellent roads as well as some mild off-road going.

I must confess to being a big fan of the Mutistrada having now covered literally thousands of miles on them as well as competing on one. Sitting astride the bike it all looks and feels familiar and you have to focus on the changes to really notice them.

Even the reduction is seat height is not that noticeable for tall persons such as myself, although it is of benefit when riding on unmade roads, or exploring new routes off the beaten highway. This is because the centre of gravity is closer to the ground and you can get your foot down quicker when it is all going wrong and you need a dab to avoid scratching the paintwork! However, once under way you do notice the lack of power from the motor, but not in a negative way. It is obviously softer and more manageable especially in traffic and as it turned out, snowy conditions.

When used in sport mode it is actually more fun as it can be pushed quite hard and you feel that you are riding the bike to its full potential rather than just scratching the surface of its performance envelope. You can play tunes on the gearbox and really enjoy point and squirt type riding, especially on climbs.

Conversely it is quite pleasant on open roads and is reasonably relaxed in touring or cruising mode. Certainly the taller screen is a real boon and the wider mirrors with their built-in indicators, do give more view to the rear. Motorway or Autostrada’s, should now be reasonably pleasant without the cost of having to add a higher screen after purchase.

The new extra grippy seat is very comfortable, but we did not have enough time in the saddle to see whether it has really made a noticeable difference when you are in the saddle for a whole day. Personally I had no problems with the older version, although I know there were those who did, so it is nice to see that Ducati have reacted to previous criticism.

The brakes are fine given the standard of tune and the front twin discs will lift the rear wheel if needed in anger. In general use they haul things down quite quickly, giving a reasonable amount of feel and feedback.

As far as the budget suspension is concerned on standard settings without a pillion the bike will give a good account of itself on the twists and turns. You can take it over as far as you like given the feedback from the tyres, the bottom line being that it gives a reasonably comfortable ride. There is some adjustment at the rear, but in the main this will only be needed if the bike is loaded for touring, or a pillion is a regular part of the riding equation.

Off the road the bike is more manageable than its bigger brothers thanks to the softer engine. Like them though the gearing and the tyres let it down when the going starts getting tough, still most road bikes would not cope with half of what this bike does! Pierre Terblanche the Multistrada’s designer aimed for 85% duplicity of roles and I think he and Ducati succeeded!

One day is never enough to really find any shortcomings or to fully test any bike. However, this is just a scaled down version of a bike that has an impressive pedigree and has very few knockers, other than in the looks department.

Obviously a rider used to a surfeit of power will find the 620 motor lacking, but for anybody moving up to this bike from novice status this will not present any problems. Neither would it affect anybody who has their feet firmly planted in the real world, this is a good basic motorcycle that will do stirling service as a commuter mount and as a weekend plaything. You get the Ducati pedigree and Italian style for very little money in the great scheme of things. And like the Monster range, it is only going to be the really committed biker that will tell the difference between this base model and the top of the range S DS.

Certainly those you drift by in traffic or sweep by on the open road will only see a Ducati Multistrada, which as everyone knows is a very good bit of kit!

Technical Specifications

ENGINE
Type L-twin cylinder, 2 valve per cylinder
Desmodromic, air cooled
Displacement 618 cc

Bore and stroke 80 x 61,5 mm

Compression Ratio 10.5:1

Power 46.4 kW - 63 HP @ 9500 rpm

Torque 55.9 Nm – 5.7 Kgm @ 6750 giri/min

Fuel injection Marelli electronic fuel injection, 45 mm throttle body

Exhaust Steel single muffler and pipe system with catalytic converter

Emissions Euro 2

TRANSMISSION

Gearbox 6-speed

Ratio 1st 32/13, 2nd 30/18, 3rd 28/21, 4th 26/23, 5th 22/22, 6th 24/26

Primary Drive Straight cut gears; Ratio 1.85

Final Drive Chain; Front sprocket 15; Rear sprocket 48

Clutch APTC wet multiplate with hydraulic control

CHASSIS

Frame Tubular steel trellis frame

Wheelbase 57.4 in / 1459 mm

Rake 24°

Steering angle 35° right and left

Front Suspension Marzocchi 43 mm upside-down fork

Front Wheel travel 5.71 in / 145 mm

Front Wheel 3-spoke in light alloy 3.50 x 17

Front Tyre 120/60 ZR 17

Rear Suspension Progressive linkage with Sachs adjustable monoshock. Steel double-sided swingarm

Rear Wheel travel 4.8 in / 121 mm

Rear Wheel 3-spoke light alloy 4.50 x 17

Rear Tyre 160/60 ZR 17

Front Brake 2 x 300 mm discs, 2-piston, 2-pad floating caliper (Dark: 320 mm semi-floating single disc, 4 piston, 2 pad caliper)

Rear Brake 245 mm disc, 2-piston caliper

Fuel Capacity 15 l (of which 4 l reserve) / 3.9 US gal (of which 1.0 US gal reserve)

Dry Weight 402 lbs / 183 kg

Seat height 32.69 in / 830 mm

Max Height 52 in / 1320 mm

Max Length 82.2 in / 2087 mm

Instruments Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, oil temperature, fuel reserve, neutral, turn signals, fuel injection diagnostic system, immobilizer

Warranty 2 years unlimited mileage

Versions Two-seat
Colour Range Multistrada
Fairing Frame Wheels

Matt Black Black Black

Red Red Black

“Tangerine Red” Black Black

Yellow Black Black

Black Black Black