2025 Ducati Multistrada V2 S first ride review | Is small the new big?

Change is the only real constant and a manufacturer has to be willing to constantly evolve to be relevant in an ever-evolving market where emission restrictions are trying to castrate every last bit of performance from our beloved machines. One such example of a manufacturer taking this change on the chin is Ducati with the introduction of the brand-new 890cc V2 engine that will essentially replace the Superquadro engine in the Panigale V2 and Streetfighter and the Testastretta engine in the Multistrada V2. Pertinent to this story is the application of this brand-new engine in the all-new Ducati Multistrada V2. We jetted down to Valencia to get our taste of what this new engine feels like in the company’s latest middleweight and to make things more interesting, the chassis that houses this engine is also all-new. What does this do for the Multistrada V2, specifically for the V2 S variant that we rode, and has Ducati managed to keep the ADV ahead of the curve? One way to find out.

2025 Ducati Multistrada V2 S Design 

The styling of the Multistrada V2 S has finally been updated to match that of the latest-gen Panigale and more importantly, its elder sibling, the Multistrada V4. To that end, there is a new pair of headlights and DRLs with a sharp beak and a tall windscreen. On the side, you have the one-litre smaller 19-litre fuel tank, the shrouding for which houses the integrated turn signals. Below this, you will find what looks like aerodynamic winglets but are ducts that aid better airflow to cool both the engine and the rider. Shift your focus a little below and you will notice the absence of the iconic trellis frame, instead you will see just the new engine. The designers have also created a neat flap that requires you to push to open and access the coolant reservoir adding to the clean look of the motorcycle. The seat looks more sculpted and scooped in a way that ensures that the pillion seat bolsters the rider under hard acceleration. The tail section is garnished with a new LED tail light and a new exhaust. The exhaust, though larger than the previous bike’s, looks stylish and goes well with the overall design of the motorcycle. 

In terms of its appearance, it looks both fresh and familiar, retaining the iconic Multistrada silhouette. The bike is also smaller than before in the sense that the front and tail sections have been pulled in and that coupled with the 17mm smaller wheelbase results in a marginally smaller footprint than before. The 2025 Multistrada V2 will be available only in the traditional Ducati red colourway while the V2 S version will also be available in a lovely, almost Olive green colourway that is called ‘Storm Green’. Both look stellar but my pick would be the red one. In terms of fit and finish, everything feels top-notch and Ducati has done a stellar job of hiding all the wires and pipes very well. 

2025 Ducati Multistrada V2 S engine and performance 

Powering the 2025 Multistrada V2 S is the brand-new 890cc, 90-degree V-Twin engine that Ducati debuted just a little before the 2024 EICMA show. This is Ducati’s brand-new platform engine that will replace the Superquadro engine in the Streetfighter V2 and Panigale V2 and for the time being the Testastretta engine in the Multistrada. There was a lot of hue and cry from the so-called Ducati purists when this engine was announced considering it is lower in displacement and in the case of the Superquadro, even produces less power than the engines it replaces. But with this platform, Ducati has worked very hard on strengthening the mid-range and low-end performance of the engine while actively improving its thermal and fuel efficiency. In the Multistrada V2, the motor is tuned to put out 113.4bhp at 10,250rpm and 92Nm of torque at 8250rpm. That’s around 3bhp more and 4Nm less than before But here’s the kicker, Ducati claims that more than 70 per cent of the 92Nm is available from as low as 3000rpm. 

Crank the bike up and you’re greeted by a rather raspy (in a good way) exhaust note, one that doesn’t sound nearly as mechanical in the low-revs as its predecessor. It's a pleasant sound that only gets better as the revs and the speeds climb. The throttle response is a lot better than before, with easy modulation even in the sportiest setting without it feeling snatchy or abrupt. The fuelling paired with the now potent low-end and mid-range performance makes for a very enjoyable riding experience. 

One of the complaints with the previous Multistrada V2 and the 950 was the peaky power delivery. While this was great fun when the roads actually permitted you to wring the throttle open and actually use the upper half of the tachometer, it was not the easiest motor to live with at slower speeds. This new engine resolves that and how. With all the extra grunt it makes, the bike is a lot more tractable than before and requires much less effort from the rider to have a lot of fun. 

Yes, the top-end performance is not as explosive as before, but I would much rather have more grunt in the usable part of the rev range than a lot of top-end performance that I would use probably as often as London gets a proper sunny day. That being said there is plenty of top-end performance to enjoy as well making this engine friendly and very versatile. On the Multistrada (as against the upcoming Streetfighter and Panigale V2) the flywheel is a little heavier allowing for a much smoother and linear power delivery. 

This engine makes around 3bhp more than the model it replaces and also weighs around 5.8kg less. This equation is always very welcome. Coming to the gearbox, the new unit is tuned to have a shorter first gear and a taller sixth gear with the other gears being optimised to make full use of the new characteristics of the engine as well. The quickshifter is also brand-new, called Ducati Quick Shift 2.0 with the sensor being placed in the gear drum resulting in a more responsive and direct shift. The quickshfter works well even at lower rpms meaning you barely use the clutch lever. The engine has multiple riding and power modes all which work as advertised. The Sport and Touring modes get the full power of the engine with the latter getting a softer throttle map. Enduro, Rain, and Urban modes make around 93bhp of power and apart from Enduro, both modes get the softest throttle map for easy modulation. The electronics suite is made up of wheelie control, traction control, ABS all have multiple modes and are set up in appropriate combinations based on the selected riding modes. You can also alter the level of intervention on the fly, which is a great feature to have. 

As aforementioned, the engine has been developed with efficiency and performance in mind and to that end Ducati is certain that the one-litre smaller fuel tank will deliver more than enough range. Another talking point is the heat which Ducati claims is much better contained on this bike. We were riding in Valencia with ambient temperatures sitting close to 8 degrees Celsius. This meant that I felt no heat for the duration of the ride. How this translates in Indian riding conditions remains to be seen but I feel I’d be making an educated guess in saying that the bike will run a lot cooler than the model it will replace. In terms of maintenance, the engine does away with the desmodromic actuators for the valves and instead uses traditional valve springs. While the service interval is the same 30,000km Ducati is confident that the new engines are a lot more robust and easier to service than before.   

2025 Ducati Multistrada V2 S chassis ride and handling 

Underpinning the new ADV is a brand-new frame setup, one that is made up of an aluminium front monocoque frame and a trellis subframe both of which mount to the new engine using it as  a stressed member. There’s also a new swing arm. The key goal on the drawing board for the chassis department was to reduce weight, retain or ideally improve handling and still stay true to the Ducati DNA. 

“We at Ducati don’t believe in dogma and won’t continue to do something just because we are associated with it,” is what we were told when asked about moving on from the trellis frame. The monocoque chassis has clearly worked wonders on the V4 models and it’s the way forward till the next best thing for Ducati. And upon riding the motorcycle it works. Ducati has managed to shave off close to 3kg from the new frame design and another 2kg from a redesign of the wheels and wheel hubs which also results in less unsprung mass. 

The Multistrada V2, in the S avatar that we tested, is suspended on electronically-controlled semi-active Marzocchi forks and a monoshock at the rear, both with 170mm of travel. The latest generation of Ducati’s Skyhook suspension on the Multistrada V2 S is now more sophisticated than before and endows the bike with stellar road manners. The bike has a dedicated suspension button on the right switch cube. One click on the button gives you access to different suspension modes – Dynamic, Comfort, Off-road and Low Grip. Apart from this you also have the various preload modes that allow you to set up the bike basis whether you're riding solo, with a pillion with luggage, or in all the permutations and combinations that these three factors create. You also have an auto levelling function in which the system will automatically set the preload based on the load on the bike. There’s also a minimum preload button that is engaged when you press the suspension button and drops the preload of the motorcycle effectively reducing the seat height by 8mm, allowing you to better manage the bike at standstill or low speeds. In terms of ride quality, we were riding on what are arguably some of the best roads in the world, but the few odd bumps that we did encounter, the bike handled with ease.

When it comes to the handling of the motorcycle, it is as Ducati as you would expect it to be. The Multistrada has always been like a naked bike on stilts and this fundamental trait carries forward on the 2025 V2 as well. It enjoys being pushed hard and rewards smooth riding. The wheelbase is 17mm shorter and the rake is a degree sharper. This translates to a bike that feels very agile and responsive to quick direction changes. The lighter wheels also definitely contribute to its agility. The Pirelli Scorpion Trail II tyres offer great amounts of grip and feedback for the dual-purpose nature of the tyre that it is. Once you really start pushing you realise that there isn’t that much weight on the front wheel and you’d wish for some more. But this is when you’re really pushing and hanging off the bike and if that is the agenda I think a Multistrada isn’t exactly the bike you should be looking at. For every other rider, the Multistrada fills out the sport-touring application very very well.

Braking performance is great too with the Brembo M4.32 callipers slowing you down rapidly with enough feedback and progression. The ergonomics have also been revised with a lot more room for the rider to move around. The footpegs are also not as committed as before and the bike is generally a much nicer place to be on. The seat is an adjustable unit with the standard seat ranging from 830-850mm and this can be very easily adjusted without tools. There are also accessory high and low seat options too. The inseam has also been worked on and since there is no trellis frame protruding from below the seat, getting your feet down is that much easier. 

Coming back to the weight savings, the chassis with the wheels, and the engine has resulted in a weight savings of nearly 18kg over the model it replaces, with the 2025 S model tipping the scales at 213 kg with fuel, whereas the previous V2 S was roughly 232kg. This difference is very apparent when walking the bike in a parking lot or even when riding at low speeds. 

2025 Ducati Multistrada V2 S electronics

In terms of electronics, the Multistrada V2 S gets a new 5-inch colour TFT screen with a new layout and an additional information mode which also delivers information like power and torque usage to keep things that much more engaging. As aforementioned, the bike gets a slew of electronic rider aids, including the semi-active suspension on the S variant. Controlling all this is new switch cubes with a game controller like D-Pad on the left. This makes navigating the various screens and modes very easy and the whole process is highly intuitive. Accessory features include Ducati’s phone connection module and heated grips. However, these should have been standard fitment rather than optional extras.

2025 Ducati Multistrada V2 S verdict

The 2025 Multistrada V2 S takes on the existing model and improves the riding experience in nearly every regard. The new engine is a lot more potent and is certainly a lot more versatile with all the new-found mid and low-end power. It is a lot easier for a lesser skilled rider to get on and enjoy and it is just as engaging for the retired superbiker. If the engine in this tune is even a slight precursor to what to expect from the upcoming Streetfighter V2 and Panigale V2, colour me excited. The ride and handling setup is quintessentially Ducati and at the same time very comfortable for the long haul. The electronics setup works well and gives you enough control to allow you to switch things off if you please. It weighs a lot less than before is an added bonus. To sum things up the Multistrada V2 is a step in the right direction in these trying times with the ever-increasing restriction on ICE motorcycles making things more difficult for manufacturers. Ducati has managed to make an already exciting bike even more so and that is saying something. Yes, it will be slightly dearer when it launches in India in the third quarter and there are many competent offerings in the market that cost less. But this is a Ducati and a very good one at that.