Yet more: KTM 950SM, Ducati MultiStrada 1200 gets a second chance, 2002 Ducati 998

[PhilB]

KTM 950SM.

For those who do not know, this is a giant superdupermotard type bike, kind of like the Ducati HyperMotard in nature. Since the HyperMotard currently tops my shortlist, its only direct competitor – the KTM Super Duke – is high on my want-to-test list. The local dealer does have a Super Duke, but it’s not prepped for demo rides. They did also have this 2006 950SM, though, which is the predecessor to that. Similar in nature, and using the same LC8 engine, although the 950SM is carbureted, while the Super Duke has fuel injection.

These bikes are not supermotards, which actually are dirtbikes converted to street hooliganism use. Real supermotards are a lot of fun in their element, but are of very limited scope, and not good choices for all around bikes. Neither are these bikes “adventure” bikes like the BMW GS series or the Triumph Tiger, etc. Those are large machines designed for traversing the world at reasonable speeds, while these are mid-size machines designed for a sort of two-wheeled sociopathy, but with enough capability to be useful bikes as well. Since most people aren't familiir, I've included a pic of a KTM 950SM at the bottom.
=====
So, on to the ride.

This is a bitchin’ bike. It is also a very tall bike. I was on my very tiptoes at stops, which is OK solo, but would be a problem if ever trying to carry a passenger. The riding ergonomics are fabulous, though. It’s very roomy, perhaps even rangy. Upright, wide bars, footpegs relatively low and placed well. The mirrors are well placed also, and give a good view; they aren’t even ugly. They do buzz at certain rpms. The only ergonomic failing is that the footpegs themselves are serrated metal dirtbike style, and the brake and shift levers are a *long* ways away, built for giant feet. But that’s not hard to fix if needed.

Instrumentation is sparse. No tachometer, or any fancy information. Just a small digital display with speedometer, odometer, and a bargraph for coolant temperature, and a few small warning lights.

Being carbureted, it has a manual choke, and needs some time to warm up, but once warmed a bit, it runs well. It’s a big (950cc) twin, 75º vee with a balance shaft, and liquid-cooled. It has very strong torque throughout, and seems to have a smooth and linear curve. Passing, even at quite a speed, is easy and response is instant, with downshifting being completely optional.

Handling is very good. It is a bit topheavy, which is not a surprise given its height, but it works well and responds quickly once you realize that some manhandling is in order. The suspension is high quality, and is both well-controlled and of good bump compliance. It has a long travel, but does not dive much on braking and is generally quite well-behaved.

Brakes are 4-piston radially mounted Brembos, and they work just like Brembos do -- strong and with good feedback.

KTM does not yet have the refinement down; compared to the HyperMotard it feels a bit crude in NVH characteristics. The engine sounds and feels a bit thrashy at high revs; the shifting is a little notchy; the throttle is a little snatchy. None of it is terrible, or anything one couldn’t live with, but it’s not quite up to the feeling of high quality that you can get for the same price from the Italians. This bike sold for $13K new, four years ago, which is right up there with the Ducati.

Styling has that KTM angularity that I’m not wild about, but it’s not ugly; just not pretty either. Airflow management was exactly how I like it – lots of air, moving smoothly without dumb eddy currents. My helmet visor never slammed shut on me, right up to an indicated 120mph, at which point I thought I’d back off a bit.

It’s hard to convey, through all of this, just how much fun this bike is to ride. Like the HyperMotard, it transcends the specs and the details, and just romps around having a great time. At this point, I’d still take the HyperMotard, as it is just as much fun, of a similar kind, yet also feels more high-quality. Also, the LC8 engine is kind of an unknown quantity to me with regard to durability and reliability, while the HM uses an evolved version of the same Duc twin that has served me so well in my Monster.

I definitely have a strong desire to try out the Super Duke and see how it fares in the contest.
=====
Ducati MultiStrada S, redux.

I decided this needed a second chance, after I got over my disappointment that it wasn’t the bike I wanted it to be. (My somewhat harsh first ride impression is attached at the end.) I had ridden an “S” version previously, the touring one with the hardbags and centerstand and all. This time it was also an “S”, but the sport version with carbon-fiber festoonery instead.

I did like it better this time. It’s still not the bike I want it to be, but it is a good bike. This is more of an “adventure” bike type, capable and many functioned, able to do most anything and do it well. I had been hoping for a sort of hypersuperdupermotard, a HyperMotard funbike with another 50% more performance, and that colored my previous review. So I’m not an objective journalist. Shoot me.

The dealer put on the lower seat for me, but it’s still a tall bike; almost on tiptoes only. Ergonomics are not quite as open and rangy as the KTM above, but pretty comfy. The biggest difference is that the KTM has one of those long dirtbike banana seats that allows a lot of movement. The MultiStrada has a stepped seat that pretty much locks the rider into one position. It’s a good position, but you’re fixed in it and there you are. It does feel like I could do long miles on it easily, though.

It has really good and big mirrors that give an outstanding view. I don’t like the fairing, though. It’s got a little windshield that creates a fair bit of turbulence. It pushes my visor down at 50mph, and if I push it back up, it then slams it at 80. That’s annoying.

The engine is very strong; no complaints about its capability. It still sounds unrefined and crude, though; something I am not used to from Ducati. Probably a good exhaust would help, but at this kind of price it shouldn’t have aspects that need upgrading right away. The transmission is smooth, not notchy at all, but does have a pretty big clonk to it. Clutch and other controls are excellent.

The rear cylinder did put some heat into my thighs; not a huge amount, but noticeable. To be fair, though it was a 98ºF (37ºC) day, with high humidity; it probably wouldn’t have been much to notice on a normal day.

It feels a bit rough in town, not really happy with part-throttle and crappy pavement. Switching modes to “urban” didn’t seem to help that much. With all of its programmability and adjustability, I have no doubt you could tune the modes to do whatever you need, and develop an “urban” mode that would make it a joy in town. But again, I don’t want to have to figure all that out. That’s what I’d be paying all that money to the factory/dealer for.

It handles well and has good manners on the highway and in the twisties. It is a little harsh on bad pavement, which I would expect a bit better of given its spec and purpose. It has a really good turning radius; something Ducatis often aren’t very good at.

Braking is handled by yet another set of radially mounted 4-piston Brembos, just like the KTM above and the BMW S1000RR last week, etc. They are not the monoblocs that the StreetFighter uses; I wonder why. Maybe those were judged too touchy for a bike that supposedly could see offroad and loose surfaces?

Styling is OK. Lots better than the old MultiStrada, but not something that grabs me. Lots of plastic parts, though, which always gives me pause with regard to longevity and durability.

So it turns out to be a fine machine, much better than I took it for at first. But it’s still not the bike I wish it was, and not quite the bike for me.
=====
2002 Ducati 998.

This IS the bike I want it to be. This bike is still a goddamn masterpiece. And I want it very badly.

It is what it is. Very committed riding position, big turning radius, tall first gear, mirrors full of elbows, clutch rattles and squawks, exhaust under the seat roasts your ass. And none of that matters a pair of fetid dingo’s kidneys.

It’s beautiful, it sounds great, it is powerful and fast and handles telepathically. All the controls are flawless; it shifts perfectly with a delightful little click, the clutch works great, the throttle is smooth and the power is linear and abundant. The brakes are a bit short of the latest standards, but there is nothing else that felt like it gave up anything that matters to a brand new bike.

Sure it’s not ultimately going to be as fast as the BMW and Aprilia I tested last week. But it’s still faster than me, faster than the street can reasonably allow, and plenty fast enough to be a blast on a track.

And all for about $7K. I may come home from Ohio with a new toy.
=====
My first review of the MultiStrada 1200S:

Originally Posted by PhilB

May2010 – Testride: Ducati MultiStrada 1200

The top two bikes on my short list so far are the Ducati HyperMotard, for its versatility and sheer fun factor, and the Ducati StreetFighter for its effortless performance. I was hoping this new MultiStrada would be the best of both, sort of a HyperMotard-shaped StreetFighter. I was very prepared to love this bike.

Alas, not so. The versatility is there, but the romping fun of the HP is not present, nor the precision and effortlessness of the SF.

It was set on “sport” mode, but was still too cushy and squirmy. Handling seemed not precise, and the general feeling of responsiveness was not as good as either the HM or the SF. I was hoping to test the single vs. two-up suspension settings, and brought my wife along to do that, but the dealer said they do not allow two-up test rides, so I didn’t get to check that part out.

It’s tall, but not extremely so. It seems light, but is a bit topheavy feeling, like an older Aprilia. Too much fairing, too much plastic. The usual eddycurrent problem reaches over the fairing and slams my visor shut at 80-85 mph. And the fairing removes that great IMAX-helicopter-ride feeling the HM has.

The clutch is easy and light. Shifting is clonky, especially the 2 to 1 downshift. The engine sounds crude for some reason; it doesn’t have that mellifluous exhaust note that Ducatis are usually so good at. There were some part-throttle hesitations, fueling didn’t seem quite perfect.

It splits lanes fine, good height and visibility for that, narrow enough, mirrors are very good. Ergos are fine for all sorts of riding, except that the centerstand tang kept interfering with my left heel.

I’m disappointed to say it doesn’t make the cut for me.

PhilB

[Discotrash]

Phil, is there a reason why you havn't checked out bikes such as the Bandit and FZ? Are you just trying to stay away from Japanese machinery or something? Just wondering.

I saw a KTM Adventure in town yesterday, decked out with hardbags and the works, cool bikes but I'm too short to live with one everyday.

Also, I'm suprised you havn't been checking Moto Guzzi's lineup, I'd love to ride a V7 Classic.

[Builtgypsy]

Try to get a test ride on a Japanese bike around here.

[Discotrash]

Originally Posted by Builtgypsy

Try to get a test ride on a Japanese bike around here.

Kawasaki has been doing test rides around here, that's about it. I tried to get a test ride on a Triumph once, that didn't happen. But yeah, in general it's next to impossible to get a test ride on a Japanese bike, oh well.

[PhilB]

Originally Posted by Discotrash

Phil, is there a reason why you havn't checked out bikes such as the Bandit and FZ? Are you just trying to stay away from Japanese machinery or something? Just wondering.

I saw a KTM Adventure in town yesterday, decked out with hardbags and the works, cool bikes but I'm too short to live with one everyday.

Also, I'm suprised you havn't been checking Moto Guzzi's lineup, I'd love to ride a V7 Classic.

I like Guzzis. I did testride a Griso 8V some time ago, and liked it a lot; indeed it is one of the bikes on my short list.

I would love to test some Japanese bikes, but it's very difficult. I have bikes on my want-to-test list from each of the 4 Japanese manufacturers, but the dealers just don't keep demo units for them. Even dealers that handle both Japanese and Euro machinery; I can go get a ride on a fancy exotic bike, and the same dealer won't have a normal bike for demo.

When I went to that Long Test Ride last Saturday, that dealer sells BMW, Aprilia, and Honda. They were having a back-to-back on the S1000RR and the RSV4R, putting virtual strangers on two of the hottest (and not cheap!) sportbikes on the planet. I tried to prearrange to also get a testride on the Honda VFR1200 (high on my want-to-test list), and the guy I was talking to said he thought that might be possible, that they had one prepped to ride.

But it didn't happen. The dealership owner said they ordered two but only got one, and he was saving for his own next bike. One the one hand, that's a pretty good recommendation if the owner of a BMW/Aprilia/Honda dealership chooses that one for himself. OTOH, I still didn't get a ride.

Supposedly, at the vintage races this weekend at Mid-Ohio, there will a Kawasaki truck with testrides. It's one of the things I'm most looking forward to; the Z1000 is also high on my want-to-test list.

One of the things that testriding so much has shown me is the high value of doing so. A lot of bikes have turned out to be different from expected, and I would not consider buying a new bike without getting to take a decent ride on it first. So it's not at all that I'm "trying to stay away from Japanese machinery or something". The Japanese companies make fine bikes, high quality and and really good value for money. I have no problem with Japanese bikes, or the people who ride them. I just can't seem to get testrides on them. I've tried quite a few times. But out of the 33 bikes I've testridden in the last two years, exactly one has been Japanese, and that one was owned by a friend of a friend, not a dealer. My specific want-to-test list has ten bikes on it still, of which 4 are Japanese.

PhilB