Home > REPORT > Riding Ducati Multi Strada 1000DS

Riding Ducati Multi Strada 1000DS


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Bryan Job Langitan (6)

Jakarta 7 Juni 2009. Motor DUCATI Multi Strada 1000DS (selanjutnya disingkat Ducati MS) sebenarnya sudah siap dipakai untuk menuju Bandar Lampung dengan maksud menyusul rekan-rekan HTML yang sedang punya acara Sarasehan HTML 2009.

Motor Ducati keluaran tahun 2005 ini adalah milik pribadi Bro Nugroho yang dikenal sebagai seorang pengacara, pengusaha, blogger, dan juga pemilik ATPM Ducati Indonesia PT Supermoto Indonesia.

Sebenarnya motor Ducati MS ini sudah menjelajah touring jauh di beberapa wilayah bumi pertiwi Indonesia hingga ke negara tetangga Malaysia. Nah, sebenarnya saya pun sudah siap membawa Ducati MS ini menuju Lampung pada week-end 6-7 Juni 2009.

Terakhir kali motor ini dipakai touring oleh pemiliknya Bro Nugroho bersama rekan-rekan Ducati Owners Club Indonesia ke pantai barat Sumatera, yaitu Bengkulu dan Sumatera Barat. Untuk cerita lengkapnya, silahkan klik ini yang sarat dengan foto-foto kerennya.

Bagi saya pribadi, rencana awal tujuan Lampung dihadang oleh beberapa kendala, salah satunya berbenturan dengan agenda lain. Pada hari Sabtu 6 Juni 2009 saya ada agenda test-ride motor Minerva MEGELLi 250 R di sirkuit Lippo Karawaci. Cerita lengkapnya, silahkan lihat artikelnya di sini.

Terpikir ketika pulang dari sirkuit Lippo Karawaci, saya bermaksud menuju Lampung pada Sabtu malam, tapi rasanya hal ini sangat tidak safety. Setelah dipikir-pikir lagi, saya coba rencanakan akan berangkat Minggu pagi subuh, tapi ini juga urung karena ada perasaan ‘tanggung’. Info yang saya peroleh, rekan-rekan HTML Jakarta akan pulang dari Bandar Lampung pada hari Minggu siang. Pada akhirnya, batal sudah semua rencana menuju Lampung.

IMGP1697Namun dibalik pembatalan menuju Lampung, sebenarnya ada suatu hal yang menggelitik. Sesuatu yang berbeda dalam hal perasaan sejak saya pakai motor ini dari hari Jumat siang (5/6).

Yang saya rasakan adalah, motor Ducati MS ini koq sangat berat sekali,  membuat saya jadi kurang PD menjajal touring jarak jauh. Mungkin alasan inilah yang membuat saya jadi urung menunggang motor ini ke Lampung.

Bagaimana tidak, berat kosong motor Ducati MS adalah 200 Kg, belum termasuk dengan bensin Pertamax atau Shell Super dengan kapasitas tangki fuel tank 20 liter. Lagian, berat ini belum termasuk dengan berat box GIVI V-46 maupun isinya yang bisa menambah berat motor secara total jadi 250 Kg.

Padahal, Bro Nugroho menawarkan saya pasang side box dengan model GIVI V-35 yang mana saat itu saya tolak, karena motor bakal jadi tambah berat.

Hari Jumat siang saya sempat membonceng istri dengan berat badan istri 65 kg, dan berat saya pribadi 80 Kg, wah bisa dibayangkan bobot tunggangan motor Ducati MS jadi 395 Kg.

Biasanya, saya pakai motor buat harian jenis Honda Tiger 2005 dengan berat kosong sekitar 137 Kg, plus dengan box GIVI E-45 dan isinya bisa jadi total berat sekitar 145 s/d 150 Kg. Jika saya kendarai bersama istri sebagai boncenger, plus dengan bensin dan isi box, maka total berat sekitar 295 Kg. Mungkin secara maximal hanya 300 Kg.

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Bryan Job Langitan (6)

Ketika dihitung mencari perbandingan berat antara Honda Tiger dan Ducati MS, maka didapat angka 100 Kg. Inilah dia problem utama yang saya temukan, karena sampai hari Minggu malam (7/6) atau saat saya menulis artikel ini, badan terasa pegal-pegal, khususnya di bagian lengan, pundak, pinggang dan juga bagian punggung belakang. Ini terjadi setelah saya mengendarai Ducati MS 1000DS hanya untuk dua hari saja (Jumat dan Sabtu).

Sebuah pengalaman yang dapat saya petik, jika ingin mengendarai motor dengan kapasitas dan berat motor yang lebih besar, setidaknya kita butuh waktu untuk penyesuaian dan pemanasan. Pengalaman ini pernah saya alami juga, yaitu ketika saya pertama kali naik Honda Tiger, dimana sebelumnya saya sudah lama tidak naik motor, begitu di hari pertama naik Honda Tiger, badan saya pun langsung pegal-pegal. Untung saja ada istri yang bersedia memijat-mijat.. hehehe..🙂

Bicara soal horse power Ducati MS 1000DS ini jangan ditanya lagi. Motor ini punya kapasitas 992 cc nyaris 1000 cc dengan power 84 HP. Suara dentuman keras menambah power yang dihasilkan dari Exhaust Muffler REMUS yang ada dibawah jok belakang atau disebut Under Tail Muffler. Merek Remus ini setingkat dengan merek ‘Arrow’ dan  ”Termignoni’ yang biasa dipakai oleh pembalap MotoGP dan WSBK.

Ketika dijajal di beberapa jalan lurus di sekitar Jl. Arteri Pondok Indah dan Jl. TB Simatupang, hanya dengan suara knalpot saja, motor ini sudah mampu ‘menggeser’ motor-motor lain. Selain karena body motor yang bongsor, dan juga suara dentuman knalpot yang suka bikin bingung orang. Motor apa ya ini? Mungkin penasaran, jadi sering kali dipersilahkan lewat duluan..🙂

Bicara soal tarikan dan kecepatan, rasanya tidak pas untuk di bahas dengan kondisi jalan raya atau di jalan umum perkotaan. Karakter motor ini adalah kelas motor touring, dan memang sebaiknya sangat pas dibahas saat mengkuti event-event touring. Sebuah foto aktual tampil di blog Nugroho kalau motor ini bisa digeber dengan kecepatan 165 Km/jam, dan sudah pasti bisa lebih dari angka itu!

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Bryan Job Langitan (6)

Saya memiliki tinggi 176 cm merasakan ketinggian motor ini agak sedikit merepotkan. Kenapa? Karena ketika motor Ducati MS ini berhenti, saya harus berjinjit untuk mengimbangi berat motor seberat 200 Kg ini agar jangan sampai terjatuh.

Satu langkah salah, entah itu karena kaki menapak di jalur yang salah, lintasan basah, atau kaki selip, maka akibatnya bisa fatal.  Jika Ducati MS 1000DS terjatuh karena alasan sepele atau salah manuver, maka yang harus anda bayangkan bisa gak anda mengangkat sendiri?

Kalau ada boncenger ngikut, kedua kaki riders bisa menapak dengan sempurna dengan syarat boncenger tidak banyak bergerak.

Sudah tentu bakal lain lagi ceritanya jika motor sudah jalan, semuanya bisa teratasi kalau jalanan lancar dan motor bergerak terus. Namun, ketika saya melewati kemacetan di siang hari, panel indikator menunjukan temperatur motor 110 derajat celcius bahkan kadang-kadang lebih, maka tak ayal lagi bagian paha kaki terasa panas. Belum lagi ada komplain dari boncenger yang katanya ikut kepanasan dibagian pantatnya.🙂

Apapun kelebihan dan kekurangan dari Ducati Multi Strada 1000DS ini, bagi saya secara pribadi tetap saja saya tertarik untuk segera memilikinya.

Kalau pun belum juga kesampaian, syukur-syukur suatu waktu anak saya yang juga hobi motor bakal menjadi penerus untuk memiliki dan mengendarai motor Ducati. Semoga Tuhan mengabulkan!

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Minggu, 7 Juni 2009

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Minggu, 7 Juni 2009

Engine
Type L-twin cylinder, 2 valve Desmodromic, air cooled
Displacement 992 cc
Bore  x stroke 94 x 71,5 mm
Compression Ratio 10:1
Power 62 kW – 84 HP @ 8000 rpm
Torque 84 Nm – 8.5 Kgm @ 5000 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Exhaust system with single steel muffler, with pre-silencer and catalytic converter ( non-catalytic on USA version)
Emissions Euro 2
Transmission
Gearbox 6-speed
Ratio 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears, ratio 1.84
Final drive Chain; Front sprocket 15; Rear sprocket 42
Clutch Dry multiplate with hydraulic control
Chassis
Frame Tubular steel trellis frame
Wheelbase 57.6 in
Rake 24°
Steering Angle 35° r.h. and l.h.
Front suspension Showa 43 mm fully adjustable upside-down fork
Front wheel travel 6.5 in
Front wheel New 6-spoke design in light alloy 3.50 x17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Showamonoshock; hydraulic remote pre-load control
Rear wheel travel 5.6 in
Rear wheel 5-spoke light alloy 5.50 x 17
Rear tyre 180/55 ZR 17
Front brake 2 x 320 mm semi-floating discs, 4-piston, 2-pad caliper
Rear brake 245 mm disc, 2-piston caliper
Fuel tank capacity 20 liter / 5.3 U.S. gal
Ducati Weight 441 lbs = 200.034 235 17 kilogram
Seat height 33,5 in = 0.850 9 meter
Max height 50.6 in = 1.285 24 meter
Max length 83.9 in = 2.131 06 meter
Instruments Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve,neutral, turn signals, average speed, average fuel consumption, fuel injection diagnostic system, immobilizer
Warranty 2 years unlimited mileage
Versions
Tank and fairing colours Two-tone grey, red , black
Frame and wheel colours frame: red, black; wheels: light grey
Versions two-seat

The Multistrada – Chassis and Running Gear
Frame The 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 road-holding.

Suspension
Brakes Only 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.
Wheels and tyres Ducati 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 Multistrada.
Seat/tank/fairing Ducati 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 it.

Controls/handlebars The 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 style.
Gauges/lamps/signals A 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.The 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.

The headlamp’s aim (height) is electronically adjustable by remote control from the instrument panel, offering easy adjustment for maximum visibility as cargo loads change.

The essential design goal The 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 pack.

The Multistrada – 1000cc Dual Spark Engine Technically, 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 crankshaft.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 motorcycles.

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.

Cylinder Heads Starting 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.

The 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.

The bigger 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.

The 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 chamber.

Cylinder and pistons Another 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 sealing.

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 cooling fins.

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 the atmosphere).

Crankshaft and Connecting rods The 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.This allows 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.

In 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 reliability.

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 accurate assembly.

Lubrication The 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 reliability.
Clutch and transmission The clutch basket, drive plates and driven plates have been improved and updated. Both the basket and plates are now made of special aluminum.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. steel.

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 strength.

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.

Summary New 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.

Bryan Job Langitan (6)

Bryan Job Langitan (3)

My Wife, Maya Pitoy

Categories: REPORT
  1. Nug
    June 7, 2009 at 11:58 pm

    Book PERTAMAX dulu akh..🙂

  2. Nug
    June 8, 2009 at 12:07 am

    Hm.. Motor ini (dengan bobot 198 Kg) tentu lebih berat dari motor kecil pada umumnya Bro. Tapi jika dibandingkan dengan HD atau BMW yg rata 350 Kg atau bahkan lebih, motor ini dikalangan Moge tergolong ringan. Bahkan dengan berat badan saya yg 90 Kg + full Box kiri kanan + Box Belakang terisi penuh + Penumpang pada saat jalan dan bermanufer, motor ini sangat ringan dan bertenaga pada setiap tingkat kecepatan. Tak perlu khawatir berhenti atau berjalan pelan pada tanjakan yang terjal.
    Pada High Way di Malaysia atau di long Straight (900 m) di Sirkuit Sentul, motor ini bisa melaju dengan kecepatan 215-220 km/h dengan mudah. Bagi pengguna Moge, menggunakan motor jenis ini (tidak seperti jenis Superbike, misalnya) termasuk paling mudah dan hampir tak perlu penyesuaian. Kapasitas tanki yg 20 liter dan penggunaan bahan bakar yang relatif irit, memungkinkan motor ini berjalan 400 km tanpa mengisi bensin. Hm..😉

  3. June 8, 2009 at 12:18 am

    @nug.. thank you bro sudah menambahkan infonya yg punya emang harus comments.. hehehe..🙂

  4. Nug
    June 8, 2009 at 12:18 am

    Mumpung sepi, sekalian Hetrix dan numpang promosi akh..
    Sekalian info buat temen2 yg mau ikutan Kuis SMS (Rp.1000/SMS) berhadian DUCATI SUPERBIKE 848, buruan daftar, Detailnya bisa lihat dan klik disini.</a>
    🙂

  5. June 8, 2009 at 12:21 am

    tadi Bro Danang sudah menelpon.. katanya tgl. 14 Juni ada acara nobar MotoGP di Kedai Halaman.. ditunggu info lebih lanjut.. siapa aja yg bakal diundang..🙂

  6. June 8, 2009 at 12:46 am

    wah..wah…. sayang skali Om Stephen ga jadi brangkat ke Lampung, seru lhoo.. apalagi kalo bisa dateng pas hari sabtu, Sabtu malem kan kita muter2 kota Bandar Lampung. bayangin aja sekitar 300an motor konvoi…heheh..

  7. Ondol
    June 8, 2009 at 12:51 am

    Banyak baca review yg bagus jadi tambah pengen punya ducati…..
    semoga Tuhan ngabulin tahun depan ikutan beli Ducati…..

  8. June 8, 2009 at 8:38 am

    Patrick, Waduh.. nyesel juga gak bisa datang/nyusul.. apalagi kalo konvoi ditambah motor Ducati.. pasti makin keren ya..🙂

  9. Nug
    June 8, 2009 at 8:43 am

    Yup ntar akan dihub. Japri aja yah..🙂

  10. 4dw4rds
    June 8, 2009 at 10:22 am

    smoga menang kuis sms biar bs py ducati impian… hehe.. putranya cakep pak🙂

  11. bonadjalins
    June 8, 2009 at 1:07 pm

    Eh, ada pembahasan mengenai Ducati Mulistrada nih, nimbrung opini yah..

    Saya salah satu pemilik Ducati Multistara 1000DS dan tinggi badan saya “hanya” 162 cm. Beda jauh dari bro Stephen yang 176cm ato bro Nugroho yang tinggi badannya 3m.. hehehe

    Multistrada memang motor yang lumayan tinggi apalagi untuk tinggi badan melayu saya yang cuman 162cm. Tinggi jok ato “sit height” Multistrada 1000 DS itu 85 cm, Honda Tiger kalo ngga salah hanya 78cm jadi memang beda hampir 10cm, belum lagi beratnya yang sudah dibahas diatas.

    Tinggi jok 85 cm sebenarnya ngga tinggi-tinggi amat untuk motor sport moge, Yamaha R6, CBR600RR ato BMW R1200GS sekalipun tingginya ngga jauh beda yaitu berkisar di 83cm – 85cm an. Ducati 848 juga 85 cm kalo ngga salah. Motor adventure/trail memang lebih tinggi lagi sampai sekitar 90cm+ semisal KTM ato GS adventure.

    Tapi terus terang kalo untuk “nyaman” dibawa menurut saya Mutlistrada masuk kategori yang “sangat nyaman”. Apalagi untuk turing jarak jauh. Dari pengalaman riding Multistrada ke Sumatra sih bisa dibilang nggak bikin pegel. Malah kalo menurut pengalaman saya bawa Ducati Monster (yang lebih pendek dari Mutlistrada) malah bikin pegel. Karna “riding position” nya lebih sport dibanding “riding position” Mutlistrada yang tegak. Jadi capek ato pegel nya bawa motor sih lebih tergantung ke riding position dibanding sama tinggi motornya.

    Untuk berat juga menurut saya sama, karna kalo sudah jalan motor ngga terasa lagi berat (atau tingginya). Jadi mau berat tapi riding positionnya enak, kita ngga bakal pegel deh. Contohnya ya GS, Goldwing ato Roadking.

    Memang kalo berhenti, mundur ato manuver dalam keadaan pelan tinggi dan berat motor jadi masalah. Tapi kalo turing kan kita jarang berhenti, manuver pelan apalagi mundur? Kalo saya yah jadi lebih hati-hati saja kapan akan berhenti, bagaimana untuk mundur ato untuk manuver. Kalo perlu turun dulu dari motor atau minta bantuan teman.

    Ini ada foto dari blognya Bro Nug http://s118.photobucket.com/albums/o104/ASNugroho/2009-05-22%20Bengkulu%20Sumbar%20Day%202/?action=view&current=P1000293.jpg

    Pas kita lagi berhenti di lampu merah. Saya di belakang jinjit satu kaki sementara didepan ada yang napak 2 kaki. Tapi effort saya sih ngga berat yah, selama motor dalam posisi yang tegak.

    Intinya sih yang bikin pegel ato capek bawa motor menurut saya sih lebih ke riding position bukan tinggi ato beratnya…🙂

    Wah kepanjangan nih reply nya.. sorry ya bro Stephen…

  12. masboy
    June 8, 2009 at 1:42 pm

    wah sempet liat multistrada di bali.
    tinggi banget and takut nyobain, punya tamu hotel gw
    1 kata kerennnn..

  13. aji
    June 8, 2009 at 2:49 pm

    pengeeeeeeeeeeeeeeeeeeen….kapan yah boleh nyicipin lagi ini motor???

  14. June 8, 2009 at 5:20 pm

    @Bro Bona,
    Wah.. makasih bro sudah kasih comment bagus. Setidaknya pembaca disini punya gambaran yang langsung datang dari pemakai/pemilik Ducati MS. Kalau saya hanya merasakan riding Ducati MS yg sifatnya dadakan, setelah sekian lama, baru sekarang pake lagi tapi ada sesuatu yg beda. Nah, semula kan ceritanya mau dipake touring ke Lampung, eh ceritanya malah terbalik dan pake Ducati MS cuma didalam kota.. hehehe..🙂 But anyway thanks a lot untuk infonya. Makin panjang makin bagus (saling melengkapi).

    Info buat pembaca, Bro Bona juga seorang blogger, artikelnya tentang touring Sumatera lengkap dengan foto2 dan alat GPS disediakan dalam tiga bagian, silahkan klik: Part 1: Part 2 dan Part 3.

  15. Nug
    June 9, 2009 at 1:58 pm

    Bonaaaaaaa…. Ampun deh, masak gue tingginya 3 m. Pantesan kadang kalo lagi liat temen2 disekiling kok kecil2 banget… Liatnya dari ketinggian sih… Jiakakakak😀

  16. ekowd
    June 9, 2009 at 4:30 pm

    wuih…. salah satu motor idaman nih.

    Walaupun sebenernya ane udah puas dengan monster ane, tapi hampir 100% ane naik motor boncengan sama istri. Dan sebagai suami yang baik, tentu ingin menyenangkan istri tercinta (hehehe). Dan diantara motor2 ducati yang paling nyaman boncengannya + sesuai dengan hoby touring ane, ya Multistrada inilah pilihan paling tepat….

    Tapi sekarang ane sedang merantau, kayaknya sayang ganti motor cuma buat ditinggalin di jakarta & dipake dua minggu sekali.
    So, doain ane cepet balik ke jakarta ya… doain bisa ganti motor… dan menikmati hari2 yang indah bersama 2 hal yang I love the most… my wife & my ducati…. hehehehe

  17. June 9, 2009 at 7:01 pm

    Bro Eko.. wah sama nih… emang sih Ducati MS sangat tepat buat jalan bersama istri.. tuh liat aja foto istri gw minta dipajang, katanya motor idaman.. selanjutnya pasaran second Ducati MS naik daun nih..🙂

  18. salom
    June 10, 2009 at 6:44 am

    Mungkin bagi pemilik tubuh melayu (kate), untuk bisa menangani motor ini pada saat berhenti, ada caranya yang mudah:
    Kalau berhenti di lampu merah cari trotoar sehingga kaki bisa menapak di trotoar atau cari tiang listrik untuk bisa pegang keseimbangan tanpa kaki napak ke aspal,he..he..he. mungki bisa membantu.

  19. stoner27
    June 11, 2009 at 2:45 pm

    Ikut nimbrung ah.. salam kenal pak stephen..

    saya newbie sekali mainan moge, memang pertama kali nyobain monster aja rasanya berat banget, dan karena masih punya orang jadi takut2 dan itu sepertinya menambah beban (mental) menjadi lebih berat hehe..

    tetapi setelah beberapa hari mondar mandir rasanya makin enteng, istilahnya sudah tau “selahnya” rasanya enteng2 saja.

    memang untuk masalah tinggi jok saya juga terheran2 pak Bona kok nekat juga yah, padahal masih tinggian saya sedikit.. hehe

    mestinya naik kelas ke yang lebih berat (beda sekitar 30 kg dengan monster) nggak akan terlalu berasa, seperti boncengin anak kecil aja lah..

    tapi kalo naik ke kelas Road King yang 350 kg ke atas.. ntar dulu deh.. hehe

  20. stoner27
    June 11, 2009 at 2:48 pm

    O iya tips tambahan naik moge saya dibiangin sama pak Jade kalo naik moge nahannya dijepit pake paha, jangan nahan di dengkul atau telapak kaki, rasanya akan jauh lebih enteng..

  21. June 11, 2009 at 8:27 pm

    Stoner27.. salam kenal juga ya.. semoga kelak kita bisa touring bareng naik ducati.. milik sendiri.. hehehe..🙂

  22. June 14, 2009 at 1:44 am

    sid ucati ini pake kopling gak sih ya..>>

    kok gak keliatan si handle koplingnya..??!?!?

  23. June 14, 2009 at 6:13 am

    pake bro.. motor lelaki tulen begini ya harus pake kopling..🙂

  24. June 14, 2009 at 12:11 pm

    oiya pake ya..

    maap ane salah liat bro stephen,..

    wah sayang ya bro stephen gak bisa dateng ke sarasehan..
    padahal ane pengen ngeliat review sarasehan lampung kmaren…

  25. Rizal
    June 16, 2009 at 2:53 pm

    Saya usul ….ga usah terlalu banyak membahas kelebihan Ducati Multi Strada ini. Soalnya nanti banyak yg minat, jadi harga melambung. Padahal saya lagi nabung buat beli juga soalnya…..🙂. Biar bisa touring bareng Bro Stephen nih.

  26. June 16, 2009 at 5:18 pm

    Bang Rizal..
    Gw sih setuju gak usah membahas lebih banyak tentang Ducati MS.. biar harga pasaran bisa lebih terjangkau.. tapi mampu di level harga berapa ya?
    *sambil liat isi dompet*

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