When Ducati introduced the midsize Multistrada 950 back in 2017, it was a move to fill a gap in its touring lineup with a more affordable and approachable platform. It was a logical decision on many levels, and as the years have ticked by, the name morphed into the Multistrada V2 for the 2022 model year. For 2025, the Multistrada V2 not only gets a completely new V-twin engine that is a radical departure from the units before it, but it also gets a completely new chassis that has very little in common with the previous models.

Two models will be offered for 2025: the base Multistrada V2, which forgoes the electronic Skyhook suspension, and the V2 S that we had the opportunity to ride in the mountains around Valencia, Spain. Compared to the 2024 V2 S, the new S starts at the same $19,295, while the V2 with manually adjustable suspension is a competitive $15,995—when compared to its most obvious adversaries: the $14,995 Triumph Tiger 900 GT and $16,895 Tiger 900 GT Pro.EngineWhen we say that this engine is a radical departure from previous midsize Ducati units, we must emphasize that for Ducati it’s a massive change of philosophy. Since the mid-1950s, when Fabio Taglioni brought desmodromic-valve train control to Ducati, the company has for the most part evolved that concept, making it its own and a signature feature of the brand. And while not all engines used this feature through the ‘60s and ‘70s, by the 1980s it had taken root. Modern Ducatis as we’ve known them for ages have been marketed as having superior performance because of desmo. But as markets and consumers change, so must companies to stay competitive.

For 2025, Ducati has introduced this new engine for a variety of reasons, but key points include simplicity (which means lower costs), improved recommended maintenance intervals (18,000 miles for valve checks), and reduced weight (13 pounds lighter than the Superquadro 955). There are a number of features that combine together to achieve these goals, but the one that stands out the most is the elimination of the desmodromic valve train, which has been replaced by finger followers and coil valve springs. You can dig deep into the engine with Kevin Cameron here, but there are some highlights you need to know.

This new engine now displaces 890cc with 96 x 61.5mm bore and stroke dimensions with hard-plated aluminum cylinders pressed into the vertically split crankcase. The engine weighs just 120 pounds in total. The 90-degree V-twin is rotated forward in the chassis by 20 degrees for ideal weight distribution and packaging. The heads also feature Intake Variable Timing (IVT) which allow for a 52-degree range of operation to optimize power in different parts of the rev range. The unit in the Multistrada differs from the one in the Panigale V2 in a few key areas. Internally, it has more robust connecting rods and a flywheel with 20% more inertia for improved low-rpm response. A more powerful 470-watt alternator is used to power touring-oriented accessories. Additionally, the transmission ratios have been altered when compared to the Panigale, the Multi getting shorter first (-3.3%) and longer sixth (+4.2%) ratios.While the Panigale V2 makes a claimed 120 hp, the Multistrada is rated at a claimed 115 at 10,750 rpm with 68 lb.-ft. of peak torque at 8,250. But more importantly is how the power is delivered for this application. Ducati claims that 70% of torque is available from just 3,000 rpm and 80% between 3,500 and 11,000 rpm.

But what we really wanted to find out was how the engine performed on the road. While all those changes to the engine are substantial, overall power hasn’t really changed (the 2024 was rated at 113 hp/71 lb.-ft.), but there is another huge factor here: The 2025 model undercuts the ‘24 by around 40 pounds in total. No matter how you slice it, that’s a massive improvement in the power-to-weight ratio. Using some Kevin Cameron math, that’s the equivalent of the bike gaining 10 hp.During our ride we got to put about 140 miles on the V2 S, with roads obviously picked to highlight the bike’s strongpoints, which meant a lot of amazing second- and third-gear corners. Our bike didn’t come fitted with the optional luggage; we were riding it in a bare-bones configuration. Right away it is apparent that the engine has a broad spread of power. Once the happy spot of the hydraulic clutch is found, leaving from a stop is smooth and requires very few revs. In urban situations around town, the fueling is crisp, the power delivery excellent, and the engine ultrasmooth.

As we wound our way up into the mountains we initially selected the Tour mode, which is a good choice for getting accustomed to the bike. Power delivery in this mode is smooth and linear, while the default rider aids give you a bit more TC. Switching over to Sport really gives an indication of the engine’s capabilities with maximum output, Dynamic throttle response, and reduced TC and wheelie control. The bike totally comes alive in Sport, and you quickly forget that you’re riding a touring-oriented bike as you thrash it from corner to corner like a big supermoto. As good as the engine is down low and through the midrange, when you get aggressive and twist the throttle hard, the top-end delivery is stellar. Keeping the engine on the boil while riding hard is aided by the excellent DQS quickshifter, which moves the sensor from the shift rod to the shift drum for more precision; it is excellent in every way.ElectronicsThe Multi V2 and V2 S both have comprehensive rider-aid suites, while the S gets the aforementioned Ducati Skyhook suspension. For those who want to save some money, opting for the base V2 will save you $3,300. We’ll get into the suspension shortly, but let’s focus on the rider aids and interface.

You interface all of the bike’s settings and features via a new 5-inch full-color TFT display. Not only can the view be toggled between three modes including Road, Road Pro, and Rally—offering differing levels of info—but the user can choose between six languages. The left handlebar control pod is brand-new and has an improved design that eliminates the pair of rocker switches and replaces them with these directional arrow pads with a center button to confirm choices. In terms of standard modes, there are five including: Sport, Touring, Urban, Enduro, and Wet. All of the modes have preset values for Power, throttle response, ABS, DTC, DWC, DQS, EBC, and on the S, the Suspension mode. However, as on all of the new Ducatis, the user can go into the menus and customize values to preference.

Other features include cruise control, Brake Light EVO (which pulses the taillight under hard deceleration), Ducati Multimedia system and turn-by-turn navigation (standard on S, optional on base), a USB-A charging socket (dated already?), and the Coming Home function which leaves the headlight on for 30 seconds after you turn the bike off. Heated grips and the Tire Pressure Monitoring System are optional accessories. All lighting is LED with Panigale-shaped headlights, and LED signals on stalks at the rear and molded into the leading edge of the fairing at the front.

The new rider interface is intuitive and easy to navigate; in Rally mode the rider can change a lot of the rider-aid settings on the fly—a nice feature to have when in the dirt. The dash is bright and easy to read, and the optional views provide something for everyone. Actual functionality of the electronic rider aids is class leading. Differences between settings are instantly noticeable in terms of power and response and DWC, but DTC intervention remains incredibly smooth and difficult to detect at times, and as we already said above, the quickshifter has amazing performance.Chassis and ErgonomicsAs “radical” as the new engine is for Ducati, the chassis is an equally huge departure from the 2024 model. Gone is the steel-trellis main frame, now replaced by an aluminum monocoque unit to which attaches a double-sided swingarm. Like the design that has been used on the Panigale sportbikes for ages now, the engine acts as a load-bearing element of the chassis. Combined with the engine’s weight savings, this design greatly contributes to the bike’s overall drop of 39.7 pounds (without fuel). Chassis figures include a 61.9-inch wheelbase which is almost a full inch shorter than the 2024′s 62.8. In terms of front-end geometry, the 2025 model has a steeper rake figure at 24.3 degrees (compared to 25), and similar trail which measures 4.2 inches.

The S models come standard with Ducati’s Skyhook semi-active suspension system. The 45mm Marzocchi inverted fork is fully adjustable, with the compression and rebound electronically controlled by the selected suspension mode (or manually altered in the menus), while preload is manually adjusted. At the rear the offset Marzocchi shock is fully controlled electronically, and also comes with a new minimum preload feature that lets the rider manually (via a button on the right bar control pod) lower or raise the rear end by 8mm. Preprogrammed suspension modes include Dynamic, Comfort, Off-road, and Low Grip. Preload can be set to multiple settings to compensate for luggage, passenger, or solo settings or manually altered to preference.

The rider’s seat has two available settings that can be quickly adjusted by flipping risers mounted on the seat pan to a different configuration. The standard seat measures 33.5 inches in the high setting and 32.7 in the low. An optional high seat adds 0.80 inch, while an optional low drops it an equal amount. For those wanting even lower seating, the optional low suspension kit drops the front and rear by 0.80 inch by replacing the rear spring on the shock and the springs in the fork. Combined with the low seat, the lowest possible seat height can be dropped all the way down to 31.1 inches.Despite the shorter wheelbase, the rider is afforded more front to rear room in the seating area, while the narrower saddle allows better footing at stops. The windscreen is all new and is manually adjustable via a lever above the dash, while shorter Sport or taller Touring screens are available as accessories.

Standard on both models are a 19-inch front and 17-inch rear cast aluminum wheels mounted with Pirelli Scorpion Trail II tires in 120/70-19 and 170/60-17 sizes. Wire spoked wheels can be ordered as an accessory for those wanting more dirtworthy hoops. A pair of radial-mount Brembo four-piston calipers and 320mm discs are used at the front, while a twin-piston caliper and 265mm disc is used out back. Cornering ABS is used and can be independently altered to multiple settings and allows the rear to be turned off completely.There is no question that Ducati has hit the handling dynamics of the Multi V2 on the head. The bike is light and flickable in every situation we got to ride it in. Around town it hides its weight well, while out on twisty mountain roads it flicks into corners with little effort and allows the rider to place it exactly where desired in the lane. Communication from the front end is excellent, even with the ADV-style Pirelli tires, providing a ton of confidence under hard trail-braking or at lean. Everything about the chassis provides the rider with confidence, allowing the bike to be thrown around like a big supermoto machine when the Skyhook is in its Dynamic setting. But then when the road is broken and uneven around urban areas, a flick of the switch softens up the Multi V2 up for better compliance over potholes and broken pavement. If you plan on riding on a wide variety of surfaces and conditions, Skyhook is a luxury well worth the price. But if you are the type who is going to set it and leave it alone, you can save some serious money by opting for the base model.

The ergonomics provide a really comfortable seating position, with the tall upright handlebar and roomy seat offering great all-day comfort. In the morning, and during some gusty winds, raising the windscreen to its highest position offers excellent protection with virtually zero buffeting in the cockpit. Where Ducati missed the objective is with the minimum ride height feature: 8mm (0.3 inch) is barely noticeable, competitors such as BMW and Harley-Davidson offer significantly larger range of adjustment. Additionally, on the Multi V2 you have to do it manually, while on the GS Adventure and Pan America it can be set to lower automatically.A Staggering TransformationThere is a huge argument to be made in favor of “middleweight” adventure-styled bikes like the new Multistrada V2. With light overall weight, strong but not ridiculous power output, and all the features of open-class beasts, the V2 is a better balanced motorcycle for a wider range of riders. With improved maintenance intervals and a competitively priced base model, there really aren’t many barriers in place to steer you away from the 2025 Multistrada V2.

This bike has been totally transformed. It weighs a staggering 40 pounds less, has an all-new engine and chassis, gets almost all of Ducati’s class-leading technology, and is priced to go head-to-head with the Euro competition from Triumph, KTM, and BMW. However, for more experienced riders, Ducati has created a conundrum, as the base Multistrada V4 is just a few hundred dollars more than the V2 S. That makes an interesting choice between a Skyhook-equipped middleweight V-twin or a standard-suspended open-class V-4 with 170 hp.The growth of this segment of the market is welcome and buyers are the ones who ultimately win. Upright, comfortable, high-performance, ADV-style touring machines are among the most enjoyable motorcycles on the market to ride, and Ducati has given us another model that ticks all of the boxes in the category.

2025 Multistrada V2 S Specs