First Ride: 2010 Ducati Multistrada 1200 - The Second Coming

Available on both the standard and "S" versions are four different power modes: Sport, Touring, Urban, and Enduro, all of which can be selected while riding. In Sport mode, all of the Multistrada's 150 horsepower is on tap in all its glory. Throttle response isn't reduced at all and Ducati's Traction Control system, first introduced on the 1098R superbike, is set to level four-the middle of the eight positions-to allow slight wheelspin without getting carried away. On the road the feeling is instantly noticeable. Compared to its racier cousins, the Multistrada delivers more grunt from as low as 2000 rpm with smooth, seamless throttle application. Its short gearing and broad torque mean that second gear power wheelies are easily achieved.

Touring mode still provides all 150 horsepower, but power delivery is reduced for approximately 25 percent of initial throttle, after which there's a noticeable surge as full power is again restored. This initial reduction in power allows the rider with a heavy wrist more leeway especially exiting corners, but if that's not enough, the DTC setting is bumped to level five. All in an effort to curtail wheelspin. For those times when the open road isn't "open" at all, like during the daily commute or strolling through tight city roads, toggle to Urban mode and power is reduced to 100 horses with the same soft delivery as in Touring mode. DTC is bumped up again to level six. Strolling through some cramped towns during the Multistrada's world introduction in Lanzarote, one of the Canary Islands just west of Morocco, switching into urban mode and tooling around town gave it a real sense of purpose. When maximum power isn't needed and attention would rather be directed toward navigating the city sprawl, Urban mode is a relaxing escape.

On the other end of the spectrum is Enduro mode. While not a true off-road bike by any stretch of the imagination, the Multistrada has always had aspirations to be a fire-trail machine. Switching to Enduro mode sends the same 100 horsepower as in Urban, but DTC drops down to level two to allow significant wheelspin. Oddly, it doesn't disable the ABS-something that shouldn't be difficult at all with the CAN-BUS electronics. To handle all the different terrain Ducati worked in close relation with Pirelli to develop the Scorpion Trail-the largest "knobby" tire in production, coming in a 190/55-17 rear. Though designed to look like an off-road tire, the Scorpion Trail has a steep profile and slick shoulders for quick turn-in and decent edge grip while on the road. The stiffer carcass helps it endure any jaunts off the paved path.

Beyond the four modes, each is then able to be further customized via the dot-matrix display on the dash to differing levels of power, DTC interruption, or ABS activation. Meaning, instead of full power and level four of traction control, the rider has the option of changing it to Touring or Urban mode power delivery and any level of traction control they choose. Just with a few clicks of the left switchgear, the possibilities are endless.

By now you've probably already guessed that the rider aids on this bike work. And they work well. But what about the rest of the bike? For the most part it performs just as admirably. The first thing to figure out is how to turn it on, as there isn't a traditional ignition. Instead, the included key fob transmits a signal if it's within about one foot of the bike. Then one flips the kill switch to the "on" position and starts the bike like normal. It takes some getting used to, but becomes second nature quickly. Steering lock when turned off is also activated through the kill switch.

Get that figured out and the next thing that stands out is the rather high seat height for the average rider at 33.5 inches, but a low seat option is also available that cuts nearly an inch off that figure. Otherwise riding position is extremely comfortable for the long haul, with high and wide handlebars and low, forward footpegs. The only issue is the wide handlebars that give so much leverage are also susceptible to the elements-strong wind gusts made for a light front end when cornering into the headwind.

Winds aside, the Multi is a surprising road motorcycle. With a 19-percent more rigid frame compared to its predecessor, the chassis feels stable on its side. The profile of the Scorpion Trail tires induces quick turn-in, but edge grip at the extremes is a bit lacking. Not surprising considering their do-it-all nature. Braking is courtesy of Brembo four-piston, radially mounted calipers and 320mm discs in front, with a single 245mm disc and two-piston caliper in the rear. Stopping power is typical Ducati, with strong feel and a progressive lever, though sometimes the pressure on the front could overpower the Pirelli Scorpion Trail tires and activate the ABS.

With so many rider aids on board the new Multistrada, it's easy to think the essence of motorcycling has been stolen from it. But that's where you'd be wrong. From the moment the assembled group of journalists took off on our first ride I was expecting something to either break or malfunction, but every bit works as advertised. Twist the throttle and the progression of the twistgrip reveals no lag between it and the butterflies opening, an issue we've noticed on early ride-by-wire systems. The level of refinement is what we've come to expect from Ducati, and that's a good thing. It'll behoove any owner to thoroughly read through the owner's manual as there is so much to learn with the different drive modes and suspension settings, but once learned it's an effective tool that begs to be exploited. Base model starts at $14,995 but really, anyone thinking about buying something in this category and in this price range ought to spend the extra five thousand for the S model. It's just that good.