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Multistrada - Chassis and Running
Multistrada utilizes the signature Ducati Trellis frame. It’s
strong and light thanks to its ingenious trellis design using
welded ALS 450 tubing. The mitered and welded tubing gains it’s
rigidity from triangulation and material integrity, not volume as
is the case with the more common extruded aluminum frames.
Furthermore, our incredibly strong engine cases are an active
component of our frame, a “stressed member,” saving weight and
contributing to rigidity for confident and consistent
chose our best Superbike suspension and layout for the Multistrada
1000 DS. Showa fully adjustable forks ensure plush, accurate and
confident handling. For the Multistrada, we’ve added more travel
for a total of 165 mm to tackle and smooth-out uneven and changing
A new single-sided swingarm featuring a new
larger axle carrier and bearings increases rigidity and
reliability. It combines with a Showa fully- adjustable shock with
convenient remote pre-load adjuster to handle rear damping duties.
The Ducati Superbike derived rising rate, height-adjustable
suspension system has been utilized, which allows you to adjust
ride height independently from spring pre-load, so your chassis
can be modified to suit your riding style and road
the best Brembo “Serie Oro” calipers are used front and rear.
Up front newly designed 320 mm discs are gripped by Brembo four
piston calipers and a single 245 mm disc is used in the rear.
Performance is enhanced with steel-braided brake lines front and
rear. And to complete the system, a newly designed light weight,
compact and space efficient fluid reservoir is mounted to a
Superbike Brembo PSC 16 brake pump.
Design has developed new front and rear wheels. The aggressive
design is beautiful to look at and also simplifies and lightens
the wheel/disc package. The discs are now mounted directly onto
oversized hubs, eliminating the disc carriers.
Mounted to the
wheels are fat and sticky high performance street tires to
compliment the track and road-tested performance, and power of the
Design has made the Multistrada as slim as possible -- as narrow
as a typical single cylinder motorcycle. Comfort on a motorcycle
is a combination of many things, but primarily its determined by
the handlebar/seat/footpeg relationship.
The Multistrada strikes a
balance between the rear-set footpeg and low clip-on handlebar
position of a Supersport, and the raised handlebar, feet forward
position of big dual sports. The fairing takes a unique approach
to wind protection.
The slim fairing’s windshield is not
integrated with the fairing, but is mounted with the handlebars to
the front fork. This allows a large angle steering arc (i.e. tight
turning radius) because the clutch and brake levers swing with the
windshield, and therefore are not restricted by
Multistrada uses our latest updated switches that are more
ergonomic and easier to use with gloved hands. The handlebars are
of traditional tubes which allow some fore and aft adjustment so
riders can customize the riding position for comfort or
new instrument cluster includes an oversize electronic/analog
readout tachometer. An LCD screen can be cycled to display a
variety of readouts including speed, in kilometers or miles,
engine temperature, low fuel warning, trip meter and time.
front turn signals integrated the mirrors, saving weight and
adding a ‘clean’ look to the bike. The newly designed headlamp
includes a projection lamp and a wide-field main beam.
headlamp’s aim (height) is electronically adjustable by remote
control from the instrument panel, offering easy adjustment for
maximum visibility as cargo loads change.
essential design goal
90° L-Twin philosophy With more experience and success with
twin-cylinder performance engines than any other manufacturer in
the modern era, Ducati has brought the design to a high art form.
The Ducati commitment to the L-Twin design is based on our
conviction that its configuration is a sound engineering approach
to powering a motorcycle. Compact, efficient and powerful, the
twin-cylinder motor has endured as the common-sense means to power
a motorcycle since the first powered two-wheelers appeared more
than 100 years ago.
Confirmation of the twin’s continuing
validity is the ongoing dominance in the World Superbike
Championship of motorcycles powered by a twin-cylinder engine, no
matter who the manufacturer is - a point of fact not lost on our
worthy competitors, as more and more attempt to switch to the
twin-cylinder design. As others try to “catch-up,” Ducati
continues to lead the way.
Desmodromic valve actuation, Testastretta design, fuel injection, computer engine management,
CAN line electronics and now the new “1000 DS” engine just
keep pushing Ducati farther ahead of the
Multistrada - 1000cc Dual Spark Engine
the “1000 DS” is an all-new 90° L-Twin power plant. The
design starts with completely new cylinder heads and further
innovations that extend to the very heart of the motor, the
The design goal was clear. Increase total power, boost
mid-range power, simplify mechanicals, lower engine temperatures,
raise reliability, lower emissions and lighten
weight. The Ducati air cooled engine The 90° Desmo L-Twin, fuel-injected, two-valve, air-cooled engine is most
well-known and widely used power plant in the Ducati family of
Although the Desmoquattro and Testastretta L-Twin
liquid-cooled engines power all of our Superbike family and
selected models within the Monster and Sport Touring families, the
air-cooled L-Twin is just as important to our philosophy of
motorcycling. An air-cooled engine has significant design and
application advantages in many motorcycles.
The most obvious is
the relative simplicity and lighter weight of an air-cooled
motorcycle verses its liquid-cooled counterpart. There are no
radiators, water pumps, hoses, venting tubes, reservoirs, or the
need to compromise the placement of ancillary components displaced
by the liquid cooling system. The straightforward, no-nonsense
approach is in itself an attraction for many.
Maintenance on an
air-cooled engine is also simplified and therefore the long-term
cost of ownership is lower. Of course, to many the beauty of an
air-cooled engine, with its traditional cooling fins and
purposeful look, is as an important factor as any. “It makes my
bike look like a ‘real’ motorcycle,” people say.
with the cylinder heads, ignition is now accomplished with two
spark plugs per cylinder and the conventional method of supporting
the camshafts with ball bearings has been replaced with oil
pressurized plain bearings.
The “Dual Spark” design, due
to its “double flame front” offers more complete combustion,
increased power especially in the mid-range and greater fuel
economy. The advantages of the use of plain bearings to the
Desmodromic motor are many, including a reduction in the number of
moving parts, which increases reliability and reduces weight. In
fact, the result is an amazing reduction of more than 1.5 kg/ (3
lbs). per cylinder.
Additionally, the new approach reduces heat
and improves heat dispersion. A reduction in valve-angle
degrees between the intake and exhaust has created a more “compact”
head. The more compact design has many advantages. It allows a
more optimal shape to the combustion chamber resulting in more
complete fuel combustion, higher compression and more power.
new more efficient combustion chamber allows the use of quite “lean”
fuel/air mixture without damaging high temperatures and
significantly reduced Hydrocarbon emissions. The new configuration
also places the camshafts in a more direct relationship to the
valves, lowering friction and stress to valve components and
consequently increasing reliability.
Although more compact, the
new head gives more “room” for the valves. With the combined
benefits of the new cylinder heads, Ducati engineers can now be
more “radical” in valve size and cam design compared to the
previous air-cooled engines. Intake and exhaust valves are now
increased to 45 mm vs. 43 mm and 40 mm vs. 38 mm, respectively.
The new valves are lighter, due to the smaller 7 mm stems (the
same as our Superbike engines), even though the working diameter
of the valves has increased. Further improvements include new
valve seats made of beryllium bronze, an advanced material
previously used only on racing engines. The new valve seats have
improved heat dispersion and low wear characteristics, thus valve
clearance is maintained more accurately over time.
valves are matched to new camshafts. Additionally, the cylinder
head is now sealed to the cylinder via a special metal gasket. The
gasket improves sealing, increases heat transfer, eliminates
o-ring seals and simplifies assembly.
Complimenting the new
valve layout are larger intake and exhaust ports. Additionally,
the exhaust port length has been shortened by an incredible 40%,
further aiding in the reduction of engine temperatures by exiting
exhaust gases from the cylinder head more quickly.
manufacturing process of casting the cylinder head is also new. It
is now “gravity chilled” with the combustion chamber facing
down. As a result, the first aluminum poured forms the combustion
chamber and cools first, and quickly, ensuring better molecular
structure (smaller aluminum grains) of the combustion
design criteria was to have the engine make power over a wider
range. In addition to the new cylinder head, contributing
significantly to power output is not just a bigger bore, but also
longer piston stroke.
To ensure broad mid-range power, the
crankshaft, cylinder bore and piston have been modified to achieve
a 94 mm bore with a 71.5 mm piston stroke, vs. the former 92 mm x
68 mm of the 900 cc engine.
The pistons now feature nitrided steel
rings with a high sealing ability that essentially eliminates oil
consumption. The cylinder barrel is now thicker making it
more rigid and more resistant to deformities while tightening down
the cylinder resulting in improved piston and ring-to-cylinder
Two extensions (fins) have been added to the lower
cylinder to support the piston better at BDC (bottom dead
center). Lower engine temperatures and reliability have been
enhanced with a new shape, placement and a greater number of
The new shape, essentially an exaggerated pyramid,
has a greater mass (greater heat sink qualities) at the source of
heat (combustion chamber and cylinder liner) to conduct heat away
from source more quickly.
The fins then grow gradually thinner
(lighter) as they extend away from the heat source while
maintaining the same surface area (the ability to transfer heat to
and Connecting rods
new 94 mm pistons are linked to the crankshaft with new connecting
rods, made from a new material composition, 30NiCrMo4, which has
exceptional flow characteristics during forging.
Ducati engineers to design a more optimal shape to the connecting
rod cross-section because of the consistent and flaw-free
characteristics of the new material during the forging process.
cross-section, the new rod is thinner side-to-side, but wider
fore-to-aft; a more advanced I-beam, which is stronger and lighter
for increased reliability and performance.
Additionally the rods
have been mechanically and chemically surface stress relieved
resulting in a smoother and imperfection free surface for higher
reliability and strength.
A new forged crankshaft was also
called for. Its of a new shape, with its mass more centralized,
and oil delivery ports are positioned in a new way, through less
structurally critical areas. The result is a crankshaft that is
more rigid and has less flex, lowering vibration and increasing
Timing The timing belt gears now have 20
teeth verses the former 18 teeth, which improves routing and
reduces stress to the belt. Crankshaft and camshaft timing gear
mounting has also been improved and simplified, ensuring rapid and
lubrication system has also been updated. The 1000 DS runs
significantly higher oil pressure and volume, achieved with the
use of a new oil pump and oil channels.
The higher oil pressure is
required by the plain bearing camshaft, but also aids
significantly in engine cooling and
clutch basket, drive plates and driven plates have been improved
and updated. Both the basket and plates are now made of special
The service life of the new lighter clutch is much
greater, due to the more balanced wear factor of aluminum alloy
to the friction plates. The clutch is also quieter due to improved
tolerances and the lower resonance of aluminum vs.
The transmission output shaft (layshaft or
countershaft) has been improved with the use of a double row
bearing on the chain sprocket side for improved durability and
Furthermore, the countershaft sprocket is now mounted on
the splined counter shaft via a single large nut, verses the
former two screws for improved reliability.
top to bottom, the fuel-injected Dual Spark Desmo 1000 L-Twin
engine achieves new power, efficiency and reliability - and is the
perfect match for the lightweight and aggressive Ducati
Multistrada 1000 DS.