Valve-job delivers best of both worlds
Audi’s VVT tech enlivens the Ducati Multistrada, one of Paul Owen’s favourites.
IN MY other life writing about cars I’ve been a witness to Audi’s transformation of Lamborghini over the past 16 years. So when I first heard that the sportiest arm of the Volkswagen Group had also taken over Ducati, it was time to crack open the bottle of Lambrusco and celebrate what this meant for the bike brand.
Given everything that had happened at Lambo, it appeared certain Ducati would benefit from its new German ownership both financially and technically. A few years further down the track, we now have proof in the form of the newly upgraded 2015 Ducati Multistrada. Audi’s technical contribution? The finest engine ever created for a roadgoing motorcycle (in my opinion).
For the new Desmodromic Valve Timing (DVT) system of the 1198cc V-twin at the heart of the new Multi should not ever be compared to deep vein thrombosis despite the temptations offered by its abbreviation.
It is easily the finest variable valve timing system ever fitted to a motorcycle, offering constantly variable adjustment of incoming intake and outgoing exhaust gas pressure waves to the benefit of performance throughout the rev range.
Although Ducati still refer to this DVT twin as a ‘‘Testastretta’’ engine, implying that the overlap between intake and exhaust valve openings is over 11 degrees of crankshaft rotation, the duration of the overlap is constantly being adjusted according to the load on the engine, the rider’s twisting of the throttle, and the speed at which the crankshaft is turning.
Excuse all the technical detail, but what you need to know is that the result is an engine that performs at low revs as well as one with reduced valve overlap, yet kicks as hard in the upper end of the rev range as one with more expansive valve timing.
This omnipotent, omni-refined delivery of power and torque is absolutely perfect for a multi-role bike like the new ‘strada.
There is none of the ‘‘shuddering’’ of the two-valve-per-cylinder air-cooled 992cc V-twin of the original 2003 Multistrada when cracking the throttle open at low rpm in a high gear.
The newest Multi can also perform with added vigour at engine speeds that can take full advantage of pressure waves that provide a supercharging effect further up the rev range.
And it sure sounds horn when you give it the berries at moments like these, like a Lambo or Audi R8 V10 at full ‘‘raging bull’’ charge.
This is definitely a motorcycle engine that provides ‘‘ll meglio di due mondi’’ – the best of both worlds. The delivery is frugal, tractable and smooth at low revs, and feral, carefree, and wasteful in the top end. It is the proverbial velvet sledgehammer, and capable of seamlessly adjusting its delivery to all rider moods and inclinations.
It’ll provide a satisfactory return at the pumps if that’s your intention, and thump past slower traffic during open road touring in the blink of an eye when it suits.
You get this amazing motor with all forms of the new Multistrada, and the $28,490 entry model also features the four electronic riding interfaces – Sport, Touring, Urban, and Enduro – and electronic riding aids like cornerenhanced ABS brakes, wheelie control, traction control, and is the first Ducati to offer cruise control as a standard feature.
But it’s probably worth paying the extra for the red $33,490 Multistrada S you see on this page (white: $33,990).
The brakes get a significant upgrade, the suspension changes from analogue to semi-active, the headlights become smart LEDs that shine around corners (another Audi upgrade), and the instrumentation is provided by large colour TFT screen. Ducati also offer plenty of accessory packages to tailor both models. You can opt for a Touring pack (heated grips, panniers, centrestand), Sports Pack (Termingnoni exhaust, carbon-fibre mudguards, billet hydraulic reservoirs), Urban Pack (top box, USB port, tank bag) or Enduro Pack (riding lights, crash bars, skid plate and offroad footpegs) or any combo of the above. These should ensure that Multi owners don’t suffer any ‘equipment envy’ when they pull up next to that BMW R1200GS at the lights.
Even with no accessories, a Multistrada is at least four bikes in one according to the riding mode selected. I mainly kept my sampling confined to two – Sport and Touring – and was surprised at how different they felt. Sport firmed up the suspension, lifting feedback at the expense of ride comfort, while Touring opted for the opposite set of priorities.
Despite gaining engine weight via the fitting of DVT, the Multi remains one of the most ride-able and sportiest members of the ADV club, flicking into turns with jet fighter ease, and blasting into straights with an authority that’ll leave its rivals standing.
Comfort has also taken a turn for the better, and the new bodywork lifts visual appeal while expanding weather protection.
This is now my ‘‘Lotto bike’’ – the one I’d instantly buy should unexpected fortune favour my biking budget – and it’s all thanks to the Audisourced technology.
Can’t wait for the lane-departure warnings, auto-dipping headlights, and blind-spot monitors as well.