MAJOR DOWNS 1. Fuel injection response. From April 2015 to November 2015 the fueling was very disappointing. In November a new fueling map was downloaded and things felt better, but far from perfect. Also average consumption raised 15%. An engine of this size shouldn’t have midrange hesitation on throttle. 2. Advertised horsepower and torque curves are not even close to the real figures. The manufacturer is either lying or not informing the customer of his inability to produce advertised horsepower and torque output. To get claimed output, one has to remap the engine, clearly doing the job the manufacturer should have done! Of course this can raise warranty issues. 3. Stability when accelerating hard or at high speeds is poor. After the rear wheel is worn a little in the center area, stability is somewhat better. 4. Engine startup is a headache 2 out of 10 times. The starter feels weak and the engine can stall 3 or 4 times in a row. Finally a hard start has to be implemented to get an unsteady idle. 5. Cornering ABS works, but not as good as promised. The bike rises more than expected when braking in a turn, alarming the rider. After such an experience (in the real world and not in a test facility) the system cannot be fully trusted. 6. Keyless start is a pain. It takes longer than a normal key to start or lock the bike, and you have to carry the non water proof key in a pocket. To unlock the fuel cap you have to take your gloves off and search in your pocket and since you open it you have to hold on to it to lock the tank again after refueling. Sometimes the battery in the key has a bad contact and you fiddle with the key losing time and patience. 7. The TFT display is very prone to scratching. The first time the bike gets washed, scratches appear. Even using an expensive samois leather does not prevent damage to the plastic surface of the dash. 8. There is no feet air coverage when speeding more than 140 kph (85 mph). If a foot gets bumped off the peg by an air blast, it is very difficult to get it on again. MINOR DOWNS 1. The fuel level indicator is not precise. Depending on the mood, reserve light switches on and off. 2. A bolt on the left side of the engine holding some sensor next to the gear lever is rusted. 3. The brake lines in the front wheel scratch the fender constantly. 4. When steering is locked on the right, all cables and lines compress the dash. 5. DVT system offers very little help when accelerating under 3000 rpm in top gear. Mirrors become blurry, vibrating dash cannot be read, and there is a tractor like feeling. 6. Windshield works poorly for its size. 7. Center stand bounces hard under the bike when passing over potholes. 8. Seat cover becomes wrinkled from riders weight, after the first 1000 Km (600 miles). The bike has 15000 km in 11 months. For the price of 22000 Euros (in Greece) most of the above should be fixed ASAP.
Better get rid of it straight away... Whilst some of these are valid points I have to say I disagree with many of them. Having come from a 2011 machine to the DVT I find it much easier to ride in town, even Urban works smoothly (and I never used to use this). There are faults, mostly minor and many of the previous issues have been fixed. Excellent back brake, the S version lights are superb. My dealer fitted the dash with a protective film before I picked it uo and it's fine.
It's good to share points of view, as we are giving the manufacture the ability to hone in on problems. And whilst they have not supplied a decent dash screen they will be considering amending that in the future with so many warranty claims regarding scratches.
It's a v-twin trying to 'wind it on' in top at those revs TBH I'd expect little else. Heartening to hear this, is this something of a Ducati supplied/sanctioned fix with all new DVTs sold or a something your dealer arranged specifically? Planning to purchase later this summer and the delicate dash is one of my concerns.
To be fair to him a bike costing that much money shouldn't have some of the faults he's describing. The dash, lack of power/flat spots and the fuel level sensor are all things that shouldn't be common faults they should be one-offs if anything. I have had 2 Multistrada's now and whilst my Skyhook has been fairly reliable I have had faults that where on the original 1200. This is why I haven't taken the plunge and upgraded. And don't get me wrong the multistrada is the best all round bike out there! I love em!
It was P&H, I was having Venture Shield fitted and they fitted this piece as well at the same time (...and I'd just bought some screen protectors - which I'll sell on here).
People don't get me wrong. I love the machine. It has the looks, the handling, the brakes, the sound! But surely I don't like the behavior of the guys that make it. They ask for top dollar. Well guess what : I want my money's worth. On October 2015, I emailed to Ducati, and the local dealer, in order to forward my concerns of major issues. No response. I even found out of the fueling updade via fora and got them to download it on my bike before the next service. As a responsible consumer I can't let my passion for the bike silence the facts. For example, it is ridiculous to address the fueling problem by getting a full Termi, throwing away big money, to just get a torque curve printed by marketing department! A 1200 cc L2 should rock anyway without any Termi or Akra! And all TFTs should be recalled. Anyone out there feeling the same way?
The seemingly large amount of problems have put people off and you are right they should have done better... I hope that these issues are put right before the warranty period expires and the faithful have to pay for the short comings of Ducati.. I don't care what anyone says you are paying for quality not excuses :Banghead:
There was an interesting idea i read the other day that one of the reasons the DVT engine has a minor flat spot is because it takes a moment for the hydraulics to build pressure to change the timing. Not sure if the X Diavel has the same issue as i have not read that it did in any reports. I'm still more and more likely to hold onto by 2013 Multi and await to see what Ducati do to the Multi for 2017. With the Enduro bike in the model range there seems little point in keeping the Enduro mode on the road orientated bikes and make them totally suited to road use only.
I'll just add my opinion on this by going at it one by one: 1. DVT was supposed to be a game changer in that respect. If your bike does not what you feel it should do, you have every right to be mad, especially considering the hype it got while we were waiting. However, I've heard from many other owners that the fuelling was greatly improved with respect to the non-DVT model. So, maybe you got a "bad" engine? However, as a prospective buyer, I will be put off from accounts like that. The DVT technology doesn't seem to have given the bike a boost to horsepower (on the contrary), nor to its economy (the difference from previous models seems to be something about 3%, and such a percentage is not even measurable). 2. If we want to be absolutely fair to the marketing department of Ducati, they never advertised the horsepower/torque to the wheel. So there may be a loss of ~ 20 HP. However, if we compare with the previous model, you get more power to the wheel than the DVT does. And it's supposed to have 10HP more than the older one. So, you shouldn't advertise something you don't deliver. The public has become more knowledgeable and more demanding (and why shouldn't it, with the amount of money you pay?). The ridiculous excuse that other manufacturers do it also, shouldn't even count as one. 3. Never had a problem with that (previous model), and haven't really heard anybody else having that problem with the DVT. 4. I also thought the starter feels weak, but it does the job every time in mine, without hesitation. Never had to crank it more than once to get the engine started, even during very cold days (~ 0C). And what do you mean with "hard start"? The unsteady idle might be a problem with something else. 5. Again, you may be a victim of all the hype surrounding the new ABS. I think it works perfectly fine in your bike but it shouldn't have been marketed like a "wonder" system (which it did). I'm with you again with that one. 6. I can't see how much differently could the keyless ignition work. You need a transmitter somewhere. For the refuelling I have made a plain copy of the key and leave it around my neck on long journeys. If you are complaining about the range or longevity of the battery, maybe you have a bad transmitter. 7. I don't know anybody who is not complaining about this and I can't believe that Ducati has not taken notice while developing the bike. It's probably a deal with a supplier that ought to be respected. Nevertheless I consider this unacceptable. 8. I can't see how you can get the feet of the pegs by an air blast. Proper seating has to do with the legs hugging the tank in any case. Maybe it's something you need to improve (and I have done MANY kms with strong winds. Never happened to me). Regarding the minor ones: 3. I find this unacceptable. It's been referred to by other people as well, so it's bad design. If I'm not mistaken it was evident in older models as well. So, I consider this a total failure in remedying a problem. 4. I also can't believe that this has not been fixed yet. It's the same problem with my bike ('11 model). I had to resolder the cables going to the ABS sensor to the front because they were cut by being stretched when the steering bar was turned to full right lock. And the brake/throttle lines are stretched against the dash and the forks. I can't understand why a 20K euro bike cannot afford to get 2cm more of every cable there (or position the dash one cm higher than it's current position). 5. You are asking the impossible. This is the normal behavior of a twin motor that doesn't know what to do with the torque that is producing, because you selected the top gear. And it's really bad for your gearbox and transmission in general. 7. Again, I cannot believe that this has not been addressed yet. It's a problem that exists on older bikes. The rubber stop, rests against the metal stop which is welded on the exhaust. The rubber dries due to the temperature in no time since it touches the metal part all the time while the bike/engine is running. The metal bit rusts away and gets also distorted. So it comes to a point where two metal bits bang against eachother. Why on earth don't they put this stop somewhere else on the frame. I really don't get it. 8. I wouldn't like a wrinkled seat. However, I haven't seen it on any DVT that is so new. I agree with you about most of the nuisances and I totally disagree with people saying "Well, it's a Ducati". You should get what you pay for. It looks wonderful, it sounds awesome, it handles great but it shouldn't be an excuse for poor workmanship or design. Sorry for the long post
Sorry, but anyone expecting a v-twin NOT to throw a wobbly accelerating from <3000 revs in top should perhaps be questioning why they bought one. I'm not the greatest fan of the DVT but think it does remarkably well at low revs - just what it says on the tin. Fuelling however I was underwhelmed by and my arsecelerometer told me that it wouldn't outdrag my '10 - then I ran with a red DVT coming through Glencoe last week (anyone here?) and seemed to be able to pretty much drop them at will.
Hey there DVT makes the bike more drivable and 'fluid' than the previous model (which I have driven) but lacks the punch of non DVT. I don't mind if the bike is 150 or 160 HP (it is fast anyway) but why is the manufacturer lying about it? And THE problem is the flat spot in the torque curve - this is the reason someone buys a 1.2 liter V2 engine bike! A German company called Rexxer came out with a map that produces the torque curve Ducati is advertising. Why should I get my ECU out of the bike, send it to Rexxer tuning, pay the extra cash and void my warranty to just fix Ducati's glitch? Hard start is when you hold the throttle partially open when you press the starter button. The low rpm in top gear is a minor thing, but would be easily fixed by software since the engine is throttle by wire. The reason of this post is to put some pressure on the manufacturer to sort bike problems not through owners, but future customers! And to be honest the previous multi put a greater smile on your face than the DVT. I wish I bought the previous model.
Are you saying your 2010 Multi will leave the DVT model with ease? Have to confess that is the way it feels to me with my 2013 model but not been able to try that out myself and that is what is putting me off trading it in for a DVT.
Me too - when I rode the DVT, I wondered what had happened to the mid-range and thought the engine felt less of a coherent whole, despite the DVT system definitely doing its thing. It's that wonderful linear grunt of the original that makes it such a joy in the twisties and which lets it take the piss out of sports bikes with ease I haven't ridden a twin spark so can't make that comparison.
