Motorcycle specifications Ducati1260 Multistrada Enduro 2021 A furrow dug in every path

The entire large Multistrada family has migrated to the V4. A new era has dawned for Ducati with this super-powered engine. However, the 1260 Enduro is not leaving the game, and continues to defend the large-displacement twin. Less powerful than the 4-cylinder derived from the Panigale V4, of course, but with a hell of a lot of horsepower and a bigger torque peak. Having shown itself to be the most adventurous of the line, it retains its place and accentuates its differences with the newcomers. What's the story from yesterday to today?

What's important is that the manufacturer didn't want to settle for an SUV capable of breathtaking performance, but that washed out when approaching rough roads. Even though few buyers of this type of vehicle set out to tackle rocky terrain and journeys where roads no longer exist. But what do we do for the few seasoned adventurers? Easy, we create an Enduro version.
This one's much more suited to off-road-tripping than selfies in front of the Eiffel Tower. It now features the latest version of the big DVT twin in its 1260 edition.

And yet, the MTS boiler was not lacking in vigor. With its displacement, variable valve timing and sporty genes, there was plenty of scope for speeding off and ripping up a tree for the purposes of a campfire. Except that the "road" Mutistrada of the time had adopted this big block, so why deprive yourself of it? With 64 cm3 more in the cylinders, power climbs to 158 hp (6 more) at the same 9500 rpm. Torque is a little stronger, at 13.1 mkg.
An orgy of watts. Why did we try to raise the gauntlet even higher? Availability. By adopting the engine dimensions of the XDiavel, the 1262 cm3 Testastretta DVT offers far more mid-range power. It's a real plus when it comes to relaunching on the road, and an even more virile aid in extricating yourself from situations where you don't have time to change gear.

how do you recognize this 1260 evolution? With the big sticker on the sides of the tank. Design-wise, the Enduro hasn't seen fit to change its look. Remove the stickers and it will be impossible to distinguish one generation from the other.
Except for those in the know: they'll have spotted the larger, yet lighter, aluminum skid plate. However, they will only be able to assess the morphological adaptations once they climb aboard. The riding position changes slightly but noticeably, with the seat lowered by 10 mm and the handlebars by 30 mm. The top of the fuel tank has also been redesigned.

The MTS Enduro also retains its handsome 800x480-pixel color TFT tablet. With a revised interface and navigation. It's true that with all the functions, assistants, settings, menus... With the HMI (Human Machine Interface), everything should improve.

With each generation, it seems as if an electronic gizmo has to be added at all costs. Sometimes useless, sometimes indispensable. Where does the new Ducati Link application fit in? It should be pretty good, with the possibility of setting riding modes from your smartphone, displaying information on your smartphone, including service intervals and the nearest Ducati points, as well as recording ride performances and itineraries and sharing them.
Another new feature is the Up&Down shifter, soon to be seen everywhere. Last but not least, the semi-active Skyhook suspension retains its top-of-the-range position, while upgrading to the more efficient Evo version. Synonymous with the machine's name, the travel of the 48 mm inverted fork/monoshock duo is greater than on the Multistrada V4, at 185 mm throughout. Would the Skyhook perform as well with less damping travel? Would the manufacturer like to recalibrate the handling?

Few changes on the chassis side, apart from a longer wheelbase, a 2-kilo weight saving on the new rims and a lower center of gravity (riding position + less suspension travel). Fans of the first model will find the tubular steel trellis frame, 19" and 17" spoked wheels fitted with mixed trail-road tires, large 320 mm brake discs pinched by Brembo M4.32 4-piston radial calipers, a beefy 30-liter fuel tank providing up to 450 km of range, and in-house wiring to become an electrical engineer.

a little goes a long way for the two 12V sockets, the LED headlights, the turn signals integrated into the handguards... and a lot more to inform the on-board electronics. The 1200 was already well-equipped, and continues to be so. Everything carried over from the previous Enduro has been re-parameterized for the mill's increased power. Particularly the 4 riding modes (Sport - Touring - Urban - Enduro), each of which plays on power, ABS, suspension and assistance to best suit the selected mood.
The rest is up to today's Ducati standard, worthy of an Audi: cruise control, 6-axis Bosch IMU inertial measurement unit, DWC anti-wheeling, DTC traction control, engine brake control, curve-active ABS, DCL curve-adaptive headlights, keyless start, VHC hill-start assist and, let's not forget, semi-active suspensions, DQS shifter and 5-inch TFT screen.

The addition of the 1260 engine is a logical evolution for the Multistrada Enduro. Fuller, more torquey at all levels, it's a great ally in any situation.
This Ducati is adventurous, overpowered, and as attractive as any high-caliber machine. Totally out of step, of course, like its competitors, with the original trail spirit - the light, fun machine that weighs nothing, goes everywhere and can take wallow after wallow. Except that this is no longer a trail bike, but a hypertrail. And Ducati is not above taking you on every possible trail, with or without tarmac.

M.B - Manufacturer's photos