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Reg Aug 2015 Ducati Multistrada 1200 S Touring.
Mileage at 57K km.
One Of The Highest Hp Touring Bike You Get. A Joy To Ride This Beast.
Bike Servicing Done With Fuel Garage.
Desmo Service Done At 30000Km.
Willing To Nego.
Find Own Reloan.
Givi Trekker Outback Aluminium Side Panniers. 48L.
Oberon Clutch Slave Cylinder.
Carbon Fibre Tank Protector.
R&G Radiator Guard.
R&G Frame Sliders.
R&G Axel Sliders
Ducati Singapore (Wearnes) Official Price List
Please update if you have the latest month's price list as the prices will fluctuate with the COE prices and also availability of new models.
P.S. We can all dream of owning a Ducati one day can't we? 🤣
Ducati Panigale Superleggera is priced at S$298,000 OTR.
18 years and 110,000 units after the original Multistrada hit the market, the fourth generation 2021 Ducati Multistrada V4 has been unveiled at Borgo Panigale by CEO Claudio Domenicali. Domenicali, as much an enthusiast as a corporate higher-up, laid out all the technical and functional details that set the new Multistrada V4 apart from its previous iterations and competitors.
With the decline of superbike sales, Ducati has invested in the development of highly functional, practical, versatile bikes like the all-new Multistrada V4. And on paper, the V4 appears to be a platform built to meet the expectations of sport touring enthusiasts without the mythical exclusivity of the brand’s past.
The heart of the Ducati Multistrada V4 is the 1,158cc Granturismo V4, sans that engine’s desmodromic valve train. The new powerplant is claimed to produce an impressive 170 horsepower at 10,500 rpm and 92.2 pound-feet of torque at 8,750 rpm while meeting the tightening Euro 5 emissions standards.
Claimed numbers are impressive, to be sure; but Ducati also claims the new powerplant is more than two pounds lighter than the Testastretta DVT 1260cc V-twin engine in its predecessor. It’s more compact, too, allowing for optimal engine location for proper weight bias and neutral handling character. Wheelbase has also shrunk by one inch, to 61.7 in.
Thermal comfort was analyzed while designing the Multistrada V4, resulting in strategically placed venting to improve heat dissipation, particularly at low speeds and while stopped. The engine also automatically shuts off the rear cylinders at low speeds to prevent uncomfortable heat build up underneath the seat.
Harnessing the engine’s performance is a sophisticated electronic rider-aid package, with a six-axis Bosch inertial measurement unit (IMU) at the forefront. The system manages the Multistrada’s Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and Cornering ABS function on all Multistrada models, while the up-spec V4 S platforms incorporate Cornering Lights (DCL) and Vehicle Hold Control (VHC). A bi-directional Ducati Quick Shifter (DQS) is also fitted.
Multistrada V4 S models also incorporate an all-new radar system, co-developed with Bosch, allowing for Adaptive Cruise Control (ACC) functions, as well as Blind Spot Detection (BSD) for more comfortable, safer riding.
Inspired by Ducati’s Panigale superbike platform, the Multistrada V4 does away with the classic steel trellis frame and adopts a fully integrated cast-aluminum pyramid-shaped monocoque structure, although steel tubing can still be seen in the subframe. A new aluminum swingarm is featured, encompassing the base model’s Marzocchi gas-charged shock. A massive 50mm Marzocchi fork is used on the base model, and suspension travel is a respective 6.9 inches up front and 7.0 inches in the rear.
Geometry-wise, the chassis features slightly reduced front end rake and trail compared to the outgoing Multistrada 1260. Rake is down from 25° to 24.5° and trail from 4.4 in. to 4.03 in. Being more compact, the engine is set higher, which is said to generate a more balanced and homogenous man-machine association for sure-footed feel at all lean angles, as well as allowing more generous clearance over rough terrain.
A wind-tunnel developed front fairing inspired by the Panigale V4 improves rider comfort, while the 5.8 gallon fuel tank has been reshaped to offer an easier reach to the ground. Standard seat height is 33.0 inches, while lower (31.9 in.) and taller (34.5 in.) seats are offered by Ducati for a more custom fit.
Ducati is offering the new platform in three different levels: the standard Multistrada V4; the Multistrada V4 S; and the Multistrada V4 S Sport. The two up-spec models include semi-active Marzocchi suspension with Ducati’s Skyhook technology and an auto-leveling system which automatically adjusts for extra load on the chassis (passengers, luggage, etc.). They also receive top-shelf Brembo Stylema calipers with larger 330mm discs (compared to 320mm on the standard), the radar system with adaptive cruise control and blindspot detection, additional riding and suspension modes, and a larger 6.5-inch TFT dashboard in comparison to the base model’s 5-inch TFT display.
The Sport model comes equipped with a unique livery, Akrapovič exhaust and carbon front fender.
Ducati will offer additional accessory packs, the Enduro, Touring, Urban, Performance, and Travel, each designed with additional features to suit every rider’s needs.
All in all, the Multistrada V4 is intended to be a real game changer in the sport-touring category, and Ducati does not want to miss a beat in creating the most diverse model line in its history; a model that might convince the Borgo Panigale-based manufacturer, led by enthusiast Domenicali, to increase the production numbers.
We know that Ducati Singapore is currently clearing out the older Multistrada models and once those are gone, expect to start to see the Ducati Multistrada V4 landing on Singapore's shores. We have reached out to Ducati Singapore on the model availability as well as pricing and will update as soon as we hear back.
Ducati’s legendary naked bike - the Ducati Monster, showed up in 1993, a Massimo Tamburini-designed beauty with a steel trellis frame and Ducati’s infamous L-twin on full display. It was a hit, but even with a blue-chip name behind the drawing board, it was a parts-bin special. That, friends, ain’t the case here.
The 937cc Testastretta L-twin pushes out 111 ponies to push the new Monster’s insanely lithe 366-pound dry weight. Backing that up is 68.7 pound-feet torque at 6,500 rpm. As is de rigueur with Ducati, it sucks its air and gas through desmodromic valves. Peak power hits at 9,250 rpm, which should mean the Monster’s power curve is nice and friendly.
The power is sent through a new gearbox that has an up-and-down quickshifter as standard.
To lose all that heft, Ducati went for broke, chucking the iconic trellis in favor of an aluminum “front frame” that apes the Panigale V4′s. The new cradle bolts straight to the engine from the headstock and is extremely compact. Out back, the subframe is now glass fiber-reinforced polymer (GFRP in Ducati marketing speak), which Bologna says saves 4.2 pounds. The wheels shed another 3.75 pounds, and the swingarm has been slimmed by 3.5.
Coupled with the weight loss, the new Monster is narrow, and has a stock seat height of 32.3 inches. If you’re more compact, Ducati will sell you a seat to lower the bike to 31.5 inches, and if you’re of truly Napoleonic proportions, you can throw in a lowering spring to get the seat down to just 30.5 inches off the deck.
The 2021 Ducati Monster gets all of Borgo Panigale’s standard technological fare, including cornering ABS, traction control, wheelie control, and launch control. All of those interventions can be configured to your liking, or specified in one of the bike’s three riding modes. The riding modes (Sport, Urban, and Touring) are controlled via a switch on the bars and a 4.3-inch TFT dash keeps the rider updated.
Last but not least, for 2021 Ducati is unveiling decal sets to help buyers separate their Monster from the crowd. The Monster will be available in Ducati Red and Dark Stealth with black wheels or Aviator Grey with red wheels in ’21, though price varies by color. If you want a small windshield and a pillion cover, you’ll need to upgrade to the Monster Plus, which is available in the same three hues.
The 2021 Ducati Monster will hit dealers in April 2021, with prices to be confirmed for the standard bike in Ducati Red. Monsters in Dark Stealth and Aviator Grey are also available and these bikes are expected to cost more as is with the norm with Ducati. There will also be a Ducati Monster Plus (not the Ducati Monster S??) that will also be expected to be priced higher. We will check in with Ducati Singapore and update here with the prices once we have them!
2021 Ducati MonsterTechnical Specifications and Price
Price: S$TBC (Awaiting confirmation from Ducati Singapore) Engine: 937cc, liquid-cooled, Testastretta V-twin; 4 valves/cyl. Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Fuel Delivery: Fuel injection w/ 53mm throttle bodies; ride-by-wire Clutch: Wet, multiplate slipper and servo-assist; hydraulic Transmission/Final Drive: 6-speed/chain Frame: Aluminum Front Suspension: 43mm inverted fork, 5.1-in. travel Rear Suspension: Monoshock, adjustable for spring preload, 5.5-in. travel Front Brakes: Radial-mounted Brembo 4-piston M4.32 calipers, radial master cylinder, dual 320mm semi-floating discs w/ Cornering ABS Rear Brake: Brembo 2-piston caliper, 245mm disc w/ Cornering ABS Wheels, Front/Rear: Light alloy cast wheels; 3.5 x 17 in. / 5.5 x 17 in. Tires, Front/Rear: Pirelli Diablo Rosso III; 120/70-17 / 180/55-17 Wheelbase: 58.0 in. Rake/Trail: 24.0°/3.7 in. Seat Height: 32.3 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 414 lb. Warranty: 2 years, unlimited mileage Available: Mid 2021 Contact: ducati.com
Last September BMW filed trademark applications for three new ‘M’ branded motorcycles – the M1000RR, M1300GS and M1000XR. Now the first of those machines has been unveiled and it’s aimed squarely at bringing BMW into contention for the WSB championship.
The standard BMW S 1000 RR, which has been around since it emerged in 2009 as a Superbike World Championship contender, uses a water-cooled 999-cc inline four-cylinder engine producing 205 horsepower with a redline at 14,600 rpm and a top speed of 185 mph. A solid foundation, then. Now, the M 1000 RR (or M RR for short) makes 212 hp at 14,500 rpm and has a higher redline at 15,100 rpm thanks to a bunch of internal upgrades.
On the list are lighter two-ring forged pistons, titanium con rods, machined intake ports and lighter, slimmer rocker arms, while a titanium exhaust system opens things up and saves nearly 7.5 pounds of weight. Beyond the engine, the M division also gave the M RR carbon fiber winglets and a unique windscreen that generate up to 35.9 pounds of downforce at 189 mph. The bike's swing-arm is lighter than the S 1000 RR, giving it a slightly longer wheelbase, and special M-specific suspension tuning takes things even further. Stopping the bike's M carbon fiber wheels are four-piston twin-disc M brakes in the front and a two-piston single disc in the rear. We'll go into more details on the individual components later on.
BMW says these changes have been developed for sport racings and "perfected for the road." That means this race-focused bike features daily rider comforts like heated grips, hill-start control, and ABS Pro settings for rain, road, with a dynamic mode.
The M1000RR is BMW’s equivalent to Ducati’s Panigale V4R – a homologation special, designed to meet FIM WSBK and Superstock rules offering increased performance and race-tuning potential compared to the normal S1000RR. It’s built around a revised version of the S1000RR’s Shiftcam inline four, now rated at 209bhp (212PS, 156kW) in road-legal form, plus race-inspired weight loss, suspension and aerodynamics to create a package that comes in at a mere 192kg ready-to-ride. In short it’s the most potent street-legal production bike BMW has ever made, and one that gives the firm the best chance yet of getting the racing success that’s eluded the firm in the decade since the S1000RR was launched.
Let’s start with the changes to the engine. While the capacity of BMW’s Shiftcam four-cylinder is already right at the limit, and its variable valve timing and lift offers greater tuning potential than its fixed-valve-timed rivals, BMW has still found ways to improve it.
The big changes are the adoption of new pistons – 12g lighter each – longer and lighter titanium con rods, slimmer and lighter rocker arms and a higher 13.5:1 compression ratio. Those add up to a 500rom higher redline, now 15,100rpm, five extra horsepower at 14,500rpm and greater performance than the normal version all the way from 6000rpm to the redline.
Peak torque of 83lbft at 11,000rpm is unchanged, but the M1000RR gets a 46 tooth rear sprocket instead of the normal 45 tooth design, giving shorter overall gearing that will inevitably result in stronger acceleration.
The engine’s intake ports are also tweaked, with new geometry to improve flow, while the titanium exhaust valves get new springs.
The 2mm longer titanium con rods reduce lateral loads on the pistons, adding to the bike’s race tuning potential. Each rod weighs a mere 85g despite the vast forces it needs to cope with.
Like the S1000RR, the M1000RR has variable-length intake trumpets, but they’re shorter than before to improve top-end performance. A new Akrapovic titanium exhaust system cuts a remarkable 3657g from the weight of the stock pipe, totalling just 7780g.
In terms of outright performance, BMW claims the M1000RR reaches 62mph (100km/h) around 0.1 to 0.2 seconds faster than the S1000RR and hits 125mph 0.4s quicker. Not vital on your daily commute, but significant in the race to the first corner.
The usual, bafflingly vast array of riding modes (rain, road, dynamic, race) are increased further with an extra three ‘Race Pro’ settings (Race Pro 1-3), while the M1000RR also gets BMW’s highest-spec IMU-assisted traction control and a wheelie control that can be finely adjusted in ‘Race Pro’ modes to tailor the precise amount of front wheel lift you’d like. Race Pro also adds three engine brake settings.
Launch control, an up-and-down quickshifter and a pit lane speed limiter are also standard, as is a ‘Pro’ version of BMW’s hill start control with adjustable settings (although if you haven’t mastered hill starts, maybe the M1000RR isn’t for you…)
The engine changes might be significant, but the M1000RR’s aero updates are more noticeable. Like an increasing number of its rivals, the BMW has grown wings.
While we’ve recently seen BMW developing advanced active aerodynamics, its first production foray into the field is with conventional fixed-position winglets on either side of the nose. Designed to help keep the front of the bike down during acceleration, allowing the rider to use more throttle without wheelying, the BMW winglets are intricately-designed carbon-fibre parts that are claimed to create as much as 13.4kg of downforce at 186mph.
The M1000RR also gets a new, taller windscreen that BMW claims reduces wind resistance and offsets the extra drag of the winglets so top speed isn’t reduced.
BMW says that during tests with Tom Sykes and Eugene Laverty, the M1000RR was 0.5s to 0.7s per lap faster with the winglets fitted than without. Speaking of lap times, the firm says that BMW World Endurance rider Markus Reiterberger, on a stock M1000RR fitted with slicks, was just 2.101s slower than Tom Sykes and 1.590s slower than Eugene Laverty when they were riding full WSB-spec machines that were 15hp more powerful and 15kg lighter.
While we had been hoping that BMW might have used the lessons learned on the HP4 Race to bring carbon-fibre frame technology to the M1000RR, the firm has stuck with the normal aluminium chassis. That’s probably as a result of having to meet the strict €40,000 WSBK price cap for homologated street versions of the racers – something the M1000RR does with ease, with a UK list price of £30,935. (We'll check back in with BMW Motorrad Singapore to see how much the landed cost will be, if it even arrives on our shores)
The chassis might be familiar but the M1000RR gets new suspension geometry with a 23.6 degree head angle and 3mm less fork offset. Wheelbase grows from 1441mm to 1457mm in the process, thanks in part to a swingarm that’s 11.7mm longer than the normal version. The swingarm pivot point is also more widely adjustable than on the stock S1000RR.
At 192kg, the bike’s weight is 5kg less than the normal S1000RR, largely accounted for by the 3.7kg lighter exhaust system. The wheels – BMW’s ‘M’ carbon rims – are also 1.7kg lighter than the normal aluminium ones.
Other chassis tweaks include milled alloy triple clamps and revised rear suspension geometry that increases the rear ride height by 6mm. It’s all slowed down by new ‘M’ brakes developed with Nissin with lighter calipers and thicker discs than the stock S1000RR.
While the bike’s on-board view is largely familiar the TFT dash gets customised displays for the M1000RR, and if you splash out an extra £4100 for the ‘M Competition Package’ you get an activation code that allows comprehensive data logging to be downloaded via the bike’s OBD port.
That M Competition Package also brings the software for a GPS lap timer trigger and an array of milled alloy parts including levers and footrests, the ‘M’ carbon package and a 220g lighter swingarm as well as the firm’s newly-released M-Endurance chain, which is DLC-coated to prevent wear and eliminate the need for regular adjustment. A pillion seat cover completes the somewhat pricy set.
Will the M1000RR be what it takes to bring BMW into contention in WSBK? The firm will certainly be hoping so. At the time of writing Sykes and Laverty are languishing in 11th and 13th places in the WSBK championship table and the firm is last of the five regular manufacturers in the constructors title race, behind Kawasaki, Ducati, Yamaha and Honda. Only Aprilia is behind BMW, and the Italian firm has only appeared in wildcard races with a single privateer bike this year.
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