Ducati Multistrada V2 S 2025 - First Ride Review!

While the last update to the "little" Multistrada in 2021 was rather stingy with innovations, the current model refresh could almost be called groundbreaking. According to Ducati engineers on site, the 2025 variant shares only about five percent of its components with the previous model. At the heart of the overhaul is, naturally, the new 890cc V2 engine, which now operates without desmodromic valves and instead employs variable valve timing. This is intended to provide a smoother power curve at low revs. Simultaneously, peak power has been increased from 113 to 115.6 hp at 10,750 rpm, while maximum torque has been reduced by 2 Nm. The peak now sits at 92 Nm at 8,250 rpm. The predecessor, however, hit its torque peak at 6,750 rpm, raising some small concerns. Does the new Multistrada now require substantial revs to perform satisfactorily? Thankfully, this question was clearly answered during the test ride, and you’ll find the resolution further down.

Despite the absence of desmodromic valves, the maintenance intervals remain unchanged: oil changes are due every 15,000 kilometers, and valve clearance checks every 30,000 kilometers. The primary focus in the redevelopment of the Multistrada was on weight reduction. In addition to the engine, which at 54.9kg is the lightest Ducati V2 to date, the new chassis design also plays a crucial role in this successful weight loss. An aluminum monocoque, a load-bearing engine, and a bolted steel subframe now form the foundation. The swingarm is also new, as are the wheels, which are a total of 1.5kg lighter. Overall, the new model is said to weigh a proud 18kg less. The standard version ready to ride without fuel weighs 199 kilograms, while the tested S version is another 3kg heavier. The tank, by the way, can hold a maximum of 19 liters of fuel.

There have also been several changes in the ergonomics department. The suspension travel of 170 millimeters at the front and rear remains unchanged, but the seat height is now adjustable in two stages. It standardly ranges between 830 and 850 millimeters and can be lowered to 790 millimeters or raised to a maximum of 870 millimeters with optional accessories. Additionally, Ducati offers a lowering function that allows the bike to drop a further eight millimeters at the push of a button, making life a bit easier for shorter riders when coming to a stop.

The Multistrada V2 S is, of course, equipped with the latest electronics. It features a comprehensive electronics package that includes cornering ABS and lean-sensitive traction control. Five pre-configured and individually adjustable riding modes allow you to tailor throttle response, wheelie control, engine braking, ABS, and traction control to your personal preferences. The semi-active suspension can be electronically adjusted in five stages and now also offers pre-set electronic setups labeled as Dynamic, Comfort, and Low Grip.

In the saddle of the more affordable Standard variant without the "S," you'll forgo the semi-active suspension and the Ducati Multimedia System, making it about 2,000 Euros cheaper. An interesting choice by Ducati is that even the S version doesn't come with heated grips as standard. These are included in the Travel Pack, which is currently available for 1,225 Euros and also includes 60-liter side cases and a center stand. The individual extras can, of course, be purchased separately and without the package. The accessory catalog offers further investment opportunities, such as the obligatory Termignoni slip-on, aluminum cases, top case, engine guard, crash bars, or spoked wheels. In terms of color, the Standard version is only available in red, while the "S" also comes in a military-inspired green. A2 license holders will be pleased to know that the Multi is available in a restricted version. Current prices for Germany can be found here, as well as those for Austria and Switzerland.

An inevitable question with the new model generation is whether Ducati has sacrificed the characteristic charm of its engines by ditching the desmodromic system. This engine character, the unmistakable feel in the saddle, the vibrations, and the unique riding behavior have always been essential for many Ducati fans. Personally, I even find the somewhat unruly behavior of the old Multistrada at lower revs to be endearing. So, in addition to my concerns about the late peak torque, there's also the worry about losing that Ducati feel. You'll find the answer to this towards the end of the report, although I must point out that my response is far less clear-cut.

I'll start the actual ride report with the ergonomics, as there's been quite a bit of change here too. The seating position feels more touring-oriented, aligning more with the average adventure tourer. According to Ducati, the knee angle has been relaxed, and you also notice that the seating feels less integrated into the bike. You sit more on top of it rather than in it, which actually suits a more active riding style. Although the knee angle is less acute, you can still easily lean your upper body over the handlebars. You feel in control, not like a passenger. The seat feels premium and offers enough freedom of movement to shift positions by sliding forward and back. It's on the firmer side, which might actually be beneficial on longer rides. While riding, you'll notice there's hardly any vibration. Neither the handlebars nor the footpegs transmit any annoying tremors, which supports stress-free touring.

The front now bears a stronger resemblance to the Multistrada V4, which naturally brings changes to wind protection. In its highest position, the windshield completely shields the rider's head from turbulence, while in the lowest setting, it allows for a pleasant breeze. This keeps noise levels comfortably low. According to Ducati, the new front also improves shoulder area wind protection. It might indeed be better than on the saddle of the old model, but I wouldn't draw a final conclusion without a direct comparison of the two versions. At least, I didn't notice any unpleasant draft on the shoulders. However, there's definitely a draft on the arms, which isn't a negative surprise given the bike's relatively slender appearance. An interesting new feature is the aerodynamic channels for the legs, intended to provide better cooling in summer. During the cooler temperatures of the test, however, they primarily resulted in cold legs, as there's no way to regulate airflow. An adjustment for the next model generation would be desirable here. Regardless, I didn't notice any unpleasant heat from the engine during the test ride. How it behaves in much warmer conditions remains to be seen.

The new Multistrada V2 S now features three different display modes. The first mode offers a clean and minimalist view, while the second provides more information, showing the current torque and power output. The third display is much more detailed, though some riders might find it cluttered. An interesting new feature of this view is the ability to adjust electronic aids such as traction control, engine braking, or ABS directly with the left joystick while riding. It's a welcome change, although the control layout might not be considered entirely intuitive.

Switching riding modes requires not only a press of the mode button but also additional navigation and confirmation with the joystick. It seems somewhat illogical to have a dedicated MODE button yet still require extra button presses.

On the other hand, the placement of the USB port is quite logical, located within the left front fairing. However, opening the compartment requires a bit of dexterity.

Upon first take-off, the Multistrada V2 S feels very well-balanced. Even at walking speeds, the bike instills a lot of confidence. The clutch engages relatively late but is finely controllable, although it requires a bit more hand strength than some other bikes in this class. While the predecessor ran rough and uneven at low RPMs, this shortcoming has now been completely resolved. From as low as 2,000 RPM, the engine runs smoothly and allows for jerk-free acceleration. Now, doing 50 km/h in fifth gear no longer feels out of place.

The Quickshifter also works flawlessly at lower RPMs, but one minor drawback remains: unlike some modern Quickshifters, you can't shift up with a closed throttle. This would be particularly handy in urban traffic, for example, when you want to coast after a quick acceleration and then shift to a higher gear. Here, you still need to use the clutch. Conversely, downshifting with an open throttle works perfectly, which is especially beneficial during overtaking.

The shifting feel itself has also been successfully improved. While the gearbox of the old Multistrada felt clunky and notchy, the new V2 S shifts more precisely, and the unpleasant feel at the lever is a thing of the past. There were no false neutrals during the test, and finding neutral was easy.

The handling at low speeds is also impressive. Despite its features, the Multi feels relatively light and can be maneuvered with ease. The steering angle is sufficient, allowing even tight turns to be executed without any issues. Unfortunately, it couldn't be assessed how easy or difficult it is to get the bike on the main stand, as the test bikes were not equipped with this practical touring feature.

The noise level has improved compared to its predecessor, at least regarding mechanical noise at low speeds, which is now barely noticeable. Overall, the sound is subtle and modern, without losing the typical V2 character.

The front brake is tuned for touring use. It's well modulated but requires a bit of lever travel before it really bites hard. This suits a touring machine, as overly aggressive brakes can be intrusive in urban traffic or during relaxed riding. Some colleagues on-site found the lever travel too long, but personally, I found it appropriate. The rear brake, however, wasn't as finely tunable. It either barely responds or grabs suddenly, which was particularly noticeable during slow riding.

Another comfort feature is the previously mentioned lowering function, which reduces spring preload to help shorter riders securely plant their feet. Operation is via a button press, requiring manual activation and deactivation. An automatic solution would have been desirable at this price point.

The suspension remains one of the greatest strengths of the "little" Multistrada, with components that shine with excellent responsiveness. It confidently absorbs bumps and poor road surfaces without transmitting harsh jolts to the rider. The quality of the suspension elements is typically Ducati, at a high level, providing a solid yet comfortable ride. The base setup leans toward a sporty nature without being uncomfortable.

The differences between the various suspension modes—Dynamic, Comfort, and Low-Grip—are noticeable but not as pronounced as one might expect. While the Comfort mode offers slightly softer damping, the stable and precise characteristic of the suspension is consistently maintained. Only when you further configure the suspension elements to "soft" or "softest" via the menu does the bike begin to bob a little in certain riding situations. However, even in the softest setting, it never becomes a cushy ride!

The excellent suspension combined with the new chassis results in truly impressive handling. The bike can be leaned into corners with ease and without any effort, instilling confidence from the first turn. Despite its stable road presence, it is by no means sluggish or unsteady, instead offering complete neutrality that impresses both at slow and high speeds.

The V2 Multi has always been known for its agility, and the new model seems to take that reputation to new heights. Particularly impressive is the combination of suspension comfort, agility, and stability—a trifecta that Ducati has nearly perfected here. Even at a fast pace, the motorcycle remains calm and stable, seamlessly transitioning from one curve to the next. There's no wobbling or nervousness, just consistently playful handling!

The feel for the front wheel is still there. Despite the slightly more comfortable seating position, the connection to the front end remains, which is especially noticeable in wet or challenging road conditions. At least as much as you can expect from a crossover bike standing on 170mm stilts.

The Quickshifter on the new Multistrada V2 S is noticeably faster during spirited riding compared to its predecessor, though not entirely flawless. At high RPMs, there can occasionally be a slight hesitation during gear changes, but overall, the system operates precisely and contributes to a sporty ride. The throttle response, however, is impeccable. In Sport mode, power delivery is desirably direct yet smooth, with no jerking. Those who prefer a gentler approach can switch to a less aggressive throttle response without it feeling artificially delayed. In terms of throttle response, Ducatis of the newer generation have always been excellent, and this remains true with the new V2. There were also no unpleasant or intrusive interventions by the traction control during the test ride.

The new engine still delivers plenty of riding fun and consistently powerful performance. From as low as around 3,000 RPM, there's ample torque available, providing the desired push that meets V2 expectations. But the power delivery doesn't stop there; revving the engine to its limit rewards you with smooth and powerful acceleration.

Despite this respectable performance, the engine isn't a classic "torque monster" for low-rev cruising, likely due to a lack of capacity. You can ride shiftlessly on twisty roads without any jerks, but occasionally, you'll find a brief lack of thrust when dropping below 3,000 RPM. Engines with more displacement still have their rightful place!

The sound of the new Multistrada V2 S is a double-edged sword. The typical V2 rumble is still present but not overly intrusive. Those who prefer it quiet will be pleased to know that the Ducati can be ridden in a relaxed and discreet manner. What is missing, however, is the distinctive intake sound of its predecessor. While the old Multi impressed with an engaging sound from the airbox, the new engine sounds rather unspectacular in terms of intake noise at higher revs. It's a detail that might seem less important in everyday motorcycling but still noticeably contributes to the bike's character. Other manufacturers currently do a better job of making the intake sound a true sonic highlight!

The Multistrada V2 S may be a road-oriented crossover bike, but Ducati has endowed it with some off-road genes. Light gravel sections are no problem; the suspension travel is more than adequate for such outings. The standing position also feels good, offering a decent contact area for the legs. However, those who want to lean further forward will quickly find limitations, as the beautifully shaped tank significantly restricts movement. It's clear: it's not built for serious off-road adventures.

What's interesting is that Ducati, despite its road-focused design, allows the ABS to be disabled not only at the rear but also at the front. This could be appealing to those who want to tackle more challenging gravel paths. Additionally, there are two specific traction control settings for off-road use.

The Ducati Multistrada V2 S remains a relatively expensive motorcycle. When a manufacturer demands such a price, it's fair to expect high standards of craftsmanship and attention to detail. Ducati gets many things right, with elegantly shaped mirrors, classy-looking Brembo levers, and an appealing swingarm. However, there are also points of criticism. Particularly on the left side, many exposed cables are noticeable, despite a large plastic cover that presumably aims to conceal the issue. Unsightly connectors and colorful cable ends remain visible, where a simple heat shrink wrap could have significantly enhanced the premium feel. Additionally, the fit and finish of some plastic parts are not quite at the level one would expect in this price range. Gaps and transitions sometimes appear more mid-range than premium segment.

Perhaps this specific type of craftsmanship adds to the brand's appeal for some fans, but in most cases, it's the engines of the Bologna bikes that are primarily responsible for the famous Ducati character. So, how does the latest V2 from Italy measure up in this regard—were my initial concerns justified?

One of the two questions can be answered unequivocally: The late peak torque is not an issue at all. The engine definitely delivers satisfactorily. However, when it comes to character, my answer is not as clear-cut.

In almost every aspect, the new model is a huge leap forward! The rough behavior at low RPMs is gone, the gearbox operates more smoothly, and the electronics and suspension remain top-notch.

This also means that the quirks I found charming are now absent. Is that a bad thing? Objectively, not at all. Those who ride a Multistrada V2 still, and now even more so, get a bike that moves playfully and lightly while remaining stable in every riding situation. The handling, performance, and quality of the new engine surpass the predecessor in every way.

Still, for die-hard Ducati fans, the new model might have lost some of its former idiosyncrasy. So, those who loved that specific, somewhat quirky nature might miss the old character. But objectively, the 2025 version is the better motorcycle in every respect. The price increase is justified by the quality on offer, and no one will be disappointed. Those looking for the best possible mix of sportiness and long-distance capability are still well-advised to choose a Ducati Multistrada V2 S!