Make no mistake, this is a hugely important motorcycle for Ducati. Its new 890cc V2 platform, which replaces the Testastretta V2, will also be housed in a Streetfighter V2 and Panigale V2 and it very needs to make a strong first impression in the versatile Multi.
At 54.9 kg, the new motor is 5.8 kg lighter than the outgoing Testastretta mill. Peak power is up to 115bhp/85kw at 10,750rpm, although peak torque is a fraction down at 92Nm/67.9ftlb at 8250rpm. Ducati claims 75% of the V2's torque is in play from as little as 3500rpm and remains until 11,000rpm.
As impressive as those figures are, the smaller 890cc V2 still has to rev harder than the old 937cc unit to make its numbers. Peak power arrives 1750rpm later than the Testastretta's 9000rpm, while peak torque arrives 1500rpm later than the older engine's 6750rpm.
So, in a nutshell, we have a lighter and slightly more revvy engine, which produces more power and just a fraction less torque, plus a lighter chassis. Climb on board and first impressions at low speeds are extremely positive. The fuelling is absolutely on point, while a heavier flywheel and lower first gear make it almost impossible to stall, as releasing the clutch results in the revs rising slightly.
At town speeds the V2 is also super smooth and totally unrelatable to the lumpy Ducati V-twins of yore. The Testastretta V2 was a decent engine around town but, with its immaculate throttle response, the silky 890cc unit is a step ahead, particularly in Wet and Urban ride modes.
From just 2000rpm it pulls cleanly and feels crisp, but for some of our test I deliberately rode in tall gear to get a feel for the low-down power and torque, and there is no doubt the new V2 has lost some urge between 2000rpm and 4000rpm. It certainly can't match the basement grunt of larger capacity bikes like Honda’s similarly priced Africa Twin, and it will be interesting to see how it goes in a side-by-side acceleration test against the outgoing Multistrada V2.
From around 3500rpm, though, the new bike slips into its sweet spot. From here on it pulls with free-revving urgency to its 10,750rpm peak – and beyond, if you want to be brutal. Heading into mountain roads, it was easy to make full use of the new V2's flexibility, experimenting with its easily accessed multiple riding modes while exploiting the drive of the midrange and working the effortless and smooth quickshifter.
The V2 revs fluently and you can surf that wide mid-range and still have a thoroughly spirited ride, galloping past cars and enjoying the bike's natural flow. But the fun is not just down to the motor, because that new, much lighter, chassis and re-drawn geometry deliver an excellent ride. The handling, stability and tracking on those 19”/17” wheels are still unmistakably Multistrada, but there's a freshness to the way it steers. It's neutral, light and incredibly easy to hustle.
Ducati invited us to test the V2 S, which (at £16,390) costs over £2000 more than the base model and features Ducati’s electronic ‘Skyhook’ suspension. The morning of our test was very cold and wet and I wished Ducati had fitted the optional heated grips. Despite the conditions, the Pirelli Scorpion Trail II rubber worked well.
I initially opted for Wet mode, which drops the power to 95bhp, sets the suspension to ‘low grip’ and turns up the lean-sensitive rider aids. When you don’t know the road or conditions, this is perfect, especially for inexperienced riders. But even in the wet, I actually preferred the more engaging Touring mode, with its 'medium' power setting still delivering a 115bhp peak.
For me, Wet mode is more suitable for near-freezing conditions or slimy cobbles – an option to keep you safe in the worst of riding environments.
Before lunch, I spent the majority of test in Touring. Don’t be misled: despite the Skyhook suspension being set to comfort, this does not mean the new Multi can’t be ridden hard. The Marzocchi-made units react to road imperfections in a way that seems to iron-flat the road surface, while remaining taut enough to allow encourage sporty riding.
Truly, the days of wallowing sports tourers are long gone. You can feel the suspension working, you can feel the grip from the Pirelli rubber, which feeds you the confidence to tackle an unfamiliar section of road at pace. The lightness and flickability of the new Multi really shines and, despite Ducati opting to retain a 19” front wheel for easier off-road riding, the 2025 Multistrada V2 works even better on asphalt than the highly acclaimed model it replaces.
At lunch I made a few more tweaks. I put the V2 S into Sport mode with the dynamic suspension setting and opted to switch off the DWC (wheelie control) and DTC (traction control) for a purer experience. Sure, most owners won't be interested in riding aggressively, but it was revealing to discover how hard this bike can be pushed.
A middle-weight adventure bike should not be overly easy to ride at pace –the rider should expect to do some work – but the V2 is. That neutral steering and new-found lightness makes it a delight to turn. Changes of direction are executed with absolute efficiency. In the late afternoon and in perfect riding conditions, it processed a deserted stretch of tortuous road without a hint of drama. I don’t think any adventure bikes in this class could match the ease of use and handling of the new Multi V2. Even when ridden hard it takes very little from its pilot.
The brakes remain unchanged, with the familiar Brembo monobloc four piston and 320mm discs retained up front and a 265mm disc on the rear. There are 18 kilos fewer to haul up, though, and better suspension support than before, too, so I was expecting the stoppers to be slightly sharper than they were on test.
Usually, combining Ducati and Brembo results in eye-watering race bike levels of braking, but they are softer, feel more progressive and have more travel at the lever. This might be down to new pads and discs, or maybe Ducati have deliberately softened the set up as the Multi is designed for touring, not track days.
Either way, I was having so much fun on the 2025 Multistrada V2 that I almost forgot to think about everyday riding issues such as comfort. On that I can say that I reached the end of a long day in the (height-adjustable) saddle without noticing any aches or numbness, but feeling that we need to add more miles on less entertaining roads to get the full picture.
The new, sleeker, more compact and more integrated bodywork has neat little wind deflectors on the side that look like aero wings but are in fact designed to upwash fresh air to the rider in hot conditions – a thoroughly welcome detail for summer riding - but perhaps not so advantageous in Scotland in December.
Given the price of the V2 S, the screen should arguably be electronically adjustable but, fully upright, wind protection appeared to be good on a short stint of highway riding we managed with the standard cruise control activated. Setting the cruise is simple enough – there's no radar here – but I wouldn’t say the new switchgear is completely intuitive. Maybe I was thrown slightly by being so familiar with the switches and buttons on the current V4 S, which are similar but not quite the same...
The three different display options on the 5” TFT dash are Road, Road Pro and Rally. I really like the first two, which are crisp with a clear hierarchy of information, but found Rally a little complicated. While I’m having a gripe, the minimum preload function, which drops the seat height for shorter riders as you come to a halt, is a nice touch, but the button is on the right-hand cluster and the same side as the front brake. As a (170cm/5’7”) short rider, I often wanted to reduce the seat height when coming to a stop but found it awkward to press the button and brake at the same time.
That said, I didn't have a problem getting two feet securely on the ground even with the adjustable seat on its higher setting of 850mm. Should you wish, it takes just 30 seconds to remove the seat, make one small alteration and drop it to 830mm.
There are optional lower (810mm) and higher (870mm) seats available along with a long, long list of factory accessories which allow you to modify the Multistrada V2 to your heart’s content. Highlights include a USB socket next to dash, Ducati Brake Light EVO, and a 'coming home' function that keeps the low beam active for a short period of time after the ignition is switched off. There is even a 4Ever Ducati roadside assistance package, a four-year warranty and four-year road assistance through over 800 official dealers in 90 countries.
Verdict
Despite Ducati providing us with a full day of testing, we still have a few unanswered questions. What will the new Multistrada V2 be like on unpaved roads, over longer distances, on a long motorway journey? But initial impressions are positive.
We can categorically say that the handling is impressive, especially for a middleweight adventure bike with off-road capabilities. In terms of lightness, flickability and its sheer ease to ride at pace, the Multi's chassis and suspension are the best in the business. The new V2 motor is equally dynamic, has a strong mid-range, plus more top end power than similar capacity competition. Combine that class leading handling with class leading performance and you have a winning Ducati formula.
However, Multistradas are not just about who can get the end destination the fastest or with the biggest smile. The new V2 has category defining riding modes and rider aids that are relatively easy to understand and use, and we can’t ignore the quality finish, looks and desirability. While other manufacturers look to produce their machines outside their home territories to save on cost, Ducati maintain high levels of production at home in Italy.
The new Multistrada has lost a little drive between 2000rpm and 4000rpm, although only a back- to-back test will tell us for sure how much this matters, and there are a couple of niggles in the shape of hard-to-use minimum preload function and the absence of heated grips, which should come as standard. Price can’t be ignored, either.
At £13,999 for the standard model and £16,390 for the tested S version the Ducati comes in above the middleweight competition, with the KTM 890 Adventure: priced £12,699 and the Triumph Tiger GT PRO at £13,895. That price tag also edges the V2 towards larger capacity bikes like Honda’s CRF1100L Africa Twin ES at £16,349. Even BMW’s base R 1300 GS is comparable on price at £16,640. Both the Honda and BMW are much heavier and, for some riders, will be more intimidating, while the similar KTM and Triumph don’t come with electronic suspension like the V2 S.
The completely new Multistrada V2 represents a big step over the previous bike, which remains an excellent if slightly dated machine. It is lighter, has sharper handing, more intrinsic pace, is more enjoyable and way more fun and, so far as we can tell, retains its practicality and comfort. It’s good, but it will cost you.
2025 Ducati Multistrada V2 S specification
Price: From £16,390
Engine: 890cc V-twin, DOHC, four valves per cylinder, liquid cooled
Power: 115bhp (85kW) @ 10,750rpm
Torque: 92Nm @ 8250rpm
Transmission: Six-speed manual, chain drive
Frame: Monocoque aluminium
Suspension: (F) 45mm USD forks with electronic rebound and compression damping adjustment (R) compression and rebound adjustable electronic single shock absorber with remote preload adjuster.
Wheels: Cast aluminium, (F) 19” x 3”/ (R) 17” x 4.5”
Tyres: Pirelli Scorpion Trail II (F) 120/70 x 19, (R) 170/60 x 17
Brakes: (F) 320mm disc, Brembo four-piston radial caliper, (R) 265mm disc, Brembo two-piston caliper. Cornering ABS
Weight: 202kg (wet, no fuel)
Wheelbase: 1,572.5mm
Seat height: 830-850mm
Fuel tank: 19 litres
Fuel consumption: 51.3mpg (claimed)
Service intervals: 9,000 miles/24 months
Warranty: 24 months unlimited mileage
Contact: www.ducati.com
By Adam Child ‘Chad’
Photography by Alex Photo