2025 Ducati Multistrada V2 S Review: 890cc V-twin is smaller, lighter, more agile but still packing

Highlights

  • All-new 890cc V-twin loves revs
  • Slimmer and easier to manage
  • Updated ergonomics and flagship tech-spec

At a glance

Power: 114 bhp
Seat height: Medium (32.7 in / 830 mm)
Weight: Medium (478 lbs / 217 kg)

Overall rating

Next up: Ride & brakes
4 out of 5 (4/5)

Ducati’s Multistrada 950 was launched in 2017 as a smaller version of its 1260 big brother. Its excellent 111bhp, 937cc Testastretta V-twin also powered the Monster, DesertX, SuperSport and Hypermotard 950, and a lighter, more agile riding dynamic – aided by a 19in front and 170-section rear – made it a user-friendly, less expensive alternative.

But the 950 lacked the big bike’s flagship electronics – hence a “Ministrada” nickname. A year later the S model added semi-active suspension and full-spec electronics which elevated the 950 to equivalent technical sophistication as the 1260, but at a lower cost – truth be told, probably the better bike on a day-to-day basis.

In 2022 the 950 was renamed the V2 (to position it alongside the V4 Multistrada); same engine and chassis with a lower seat height to cater for riders of all shapes and sizes (ironically, taller riders would benefit from a higher seat).

2025 Ducati Multistrada V2 S

But the new 2025 Multistrada V2 is a totally different bike. The short version is it’s lighter, revs harder, goes faster, turns quicker, costs more and feels about 20 years younger. The slightly longer version is it’s the first Ducati to use the new 114bhp, 890cc 90° V-twin motor – called the V2 – with a new, V4-style aluminium monocoque frame and swingarm, a lot less weight, new riding dynamics, more tech and still more ergonomic tweaks.

As before, the new V2 comes in two versions: the V2 with manually adjusted, fully adjustable suspension, but otherwise much the same spec level – or the V2 S with semi-active springs. The V2 comes in Ducati Red, the V2 S in Ducati Red or matte Storm Green.

Available in Ducati Red and Storm Green

Watch: 2025 Ducati Multistrada V2 S review

Ride quality & brakes

Next up: Engine
4 out of 5 (4/5)

The V2 S’s chassis is almost all new. Spec first, and the frame swaps the previous Multistrada V2’s steel tube trellis for a V4-style aluminium monocoque weighing a mere 4kg, with the engine as a stressed member and airbox and air filter, throttle bodies and injectors located inside the frame cavity.

A V4-style twin-sided aluminium swingarm is bolted directly to the crankcases, and the subframe is a steel tube lattice (painted red and a good-looking piece of metalwork – but, unfortunately, it’s almost completely hidden behind tail section bodywork).

Underneath the surface the new Multistrada V2 S is compact

Suspension is semi-active Marzocchi 45mm USD forks and rising rate shock on the V2 S, and full manual adjustability on the base V2 (it’s the main difference between the two models).

The semi-active suspension modes are Dynamic, Comfort, Low Grip and Off-Road, and can be adjusted on the move independently from the bike’s Rider Modes; the suspension has its own button on the right bar cluster.

The semi-active system is refined over the old V2 S – again, as per the Multi V4 S – to include a degree of anti-dive on the brakes and anti-squat at the rear, removing that demand from Ducati’s choice of damping shims and valves inside the forks. In theory, this lets Ducati tune the suspension for better ride quality without compromising handling control.

Suspension travel is 170mm front and rear, as previously, and the V2’s steering geometry is sportier than the old V2: steeper rake, less trail and shorter wheelbase – partly because the engine is more compact, and because the new frame allows optimal packaging.

Close up of the offset rear suspension

As per the Multi V4, the V2 S also has a button for manually winding off rear preload to lower seat height as the bike slows to a standstill (it’s a long push on the above suspension button). This can be a game changer for riders who need it, even if it’s not quite as effective as BMW’s automatic front-and-rear lowering system on the R1300 GS – the V2 S only drops 8mm, which matters if it matters. But the suspension button is thumb stretch to reach on the move and most riders probably won’t bother.

Standard seat height is claimed to be the same as the old V2: 830mm or 850mm, adjustable without tools (a range of alternative seats can take that down as low as 810mm or up to 870mm; add a factory lowering kit (£500) and it can go down to 790mm, almost the same height as an SV650).

2025-on Ducati Multistrada V2 S riding through the mountains

Weight is down over the previous bike – but how much is unclear because Ducati quote 202kg wet weight with an empty fuel tank for the V2 S (the V2 is 3kg lighter) – which means, adding 14.6kg (19 litres) of fuel, the claimed weight should be 216.6kg.

The weight of the old V2 S is stated as 225kg – which to my maths makes the new bike 8.4kg lighter. But Ducati say it’s 18kg lighter. I asked Ducati where they got the extra 10kg from; they said the old bike’s claimed 225kg weight was an error and, in reality, it was heavier. Hmmm, 10kg heavier?

Brembo’s M4.32 monobloc four-pot radials on 320mm discs, with radial master cylinder and cornering ABS, are carried over from the previous V2. The cornering ABS is now three-way adjustable, as per the Multi V4.

And it’s still a powerful set-up, stopping the bike rapidly (riders with small hands may need more adjustment than the standard lever provides). Wheels are V4-style cast aluminium (wire spokes are, as before, an optional accessory) with a 120/70 19in on the front and 170/60 17in at the rear. Pirelli Scorpion Trail IIs are the OE tyre.

2025-on Ducati Multistrada V2 S leaning into a corner

Right, that’s the spec. How’s it work? The V2 S’s weight loss feels closer to 18kg than 8kg on the road: it’s a dramatic difference compared to the old bike. As soon as you straddle the bike and pitch it between your knees, it’s clearly been on a diet because it feels so light.

And as soon as the V2 is rolling, the ease with which it flick-flacks through multiple changes of direction is an eye-opener – it’s shorter, sharper, weighs less, has a lower centre of gravity, and feels like all of them. In town, the lightness of touch makes it an absolute hoot to fire in and out of traffic, like Keanu Reeves dodging bullets. And U-turns are much easier, thanks to more generous steering lock and better low-speed balance.

But it’s not just less weight that makes the new V2 S so agile; critical dimensions are reduced too – in particular, the new frame and engine are significantly slimmer where they meet the seat at the bike’s ‘waist’ between the rider’s knees: combined with a narrower seat, reaching the floor is a straighter line and easier for everyone, without compromising riding position. It’s a neat trick that makes the bike more manageable without making it feel less substantial.

2025-on Ducati Multistrada V2 S riding through the countryside

The V2 S’s ride quality is excellent and bike and rider aren’t unduly bothered by bumps or, on smoother roads, gentle undulations. It’s taut yet composed (although the launch roads aren’t your average UK pot-hole slalom). When the riding gets gnarlier and bends get tighter, the new V2 S feels more alive and active than the previous bike; it’s keener to hustle along. But it’s also less gangly and loose – the V2 S’s new-found dynamism is matched by greater poise, as if engine and chassis are working together in closer harmony than before. It feels better integrated as a package.

Switching the suspension from Dynamic to Low Grip on the move – while dodging rain showers and wet roads – doesn’t alter the bike’s ride quality; bumps are still managed with the same calm control, but the length of time the suspension spends dealing with each bump seems to be extended – in Dynamic, bumps are handled immediately and dispensed with; in Low Grip the suspension takes more time over the reaction.

It’s a relatively subtle change. But each mode can also be individually tuned at standstill with a deep dive into the V2 S’s menu system (which is intuitive; if I can do it without a manual, so can you!).

For example, set the Dynamic range of damping (separately front and rear) to Hardest – and then you definitely notice the suspension stiffening up, to the point it begins to lack feedback on the road. If all this sounds nerdy and unnecessary, once you’ve set it up the way you prefer you need never think of it again (or maybe just leave it on default, where it’s all fine anyway).

2025-on Ducati Multistrada V2 S riding through a country road

The riding position is revamped, lowering the height of the handlebars relative to the rider, giving the impression of sitting ‘on top’ of the bike in a more dynamic position, as opposed to sitting ‘in’ it with the previous V2, which was a bit more of a relaxed slump.

It adds a veneer of riding excitement compared to the previous model’s more deliberate handling dynamic – and while the new V2 doesn’t exactly feel sporty, it’s definitely a more engaged and active riding position. The tank top is also flatter and lower, and the new 5in TFT dash is further away from the rider’s eyeline, giving the cockpit area more space and allowing better steering lock and a wider screen (because the bars don’t foul it on full turn).

2025-on Ducati Multistrada V2 S New 5 inch TFT display

The old V2 seat was flared at the back, almost scalloped, cupping bum-cheeks. It fixed you in one position, and if it worked for you, it worked. The new seat is flatter and slimmer side-to-side, with less support for the more generously proportioned backside (ahem). It’s subjective and hard to tell in isolation, but I wouldn’t be surprised if it’s not quite as comfortable to sit on for extended periods of time. After a day on it, I could feel a few twinges, and the pillion set-up looks similarly slim – although Ducati say there’s more room for the passenger on the new bike as well.

The final part of the new V2’s chassis jigsaw is its new screen. Using the same patented single-hand slider adjustment as the Multi V4, the V2’s screen is the same height, but wider, thicker and features a pair of wind deflectors. The angle of attack to the front of the bike is different too; the new screen is more upright, guiding air over the rider’s head instead of into it.

The result is a similar level of noise as the old screen, but it generates a lot less turbulence – the extra thickness of material resists the screen flexing or flapping in the wind blast, and looks more premium. Personally, I’d still want to fit a visor or a touring screen, to gain a few more inches – but it’s a definite improvement as standard.

Engine

Next up: Reliability
4 out of 5 (4/5)

Can’t remember the last time an updated model was released with a smaller motor than its predecessor; engines normally get bigger. But the old V2’s 937cc Desmo, belt-driven Testastretta is swapped for a completely new 890cc V-twin, with valve springs instead of Desmodromics and a camchain instead of cam-belts – just like the V4. It’s more compact and also lighter – at 54.9kg it makes up around 25% of the bike’s total weight, and weighs 5.4kg less than the 937cc Testastretta.

2025-on Ducati Multistrada V2 S -The new V2 engine makes 114bhp

Bore and stroke is 96 x 61.5mm, which is a ratio of 1.561. The V4 is 1.557. That’s definitely on the revvy side of square (KTM’s 120bhp same-sized 890 Duke parallel twin was 1.318). To help spread the midrange love, the V2 also features variable intake valve timing (like, you guessed it, the MS V4) – although it plays as much a part in emissions control as performance – and Ducati have deliberately weighted the flywheel to give the motor smoother throttle response in traffic at small throttle openings.

Power is a claimed 114bhp @ 10,750rpm compared to the old V-twin’s 111bhp @ 9000rpm – so the new motor likes to rev. And it has to, to maintain peak power with 47cc, or 5%, less capacity to work with. Torque is only down 3lb.ft, from 71lb.ft to 68lb.ft (4% less, so that’s about right) – but peak is up 1000rpm from 6750rpm to 7750rpm (if an engine makes peak torque at higher revs, it’ll make more power. It’s the same engine in the forthcoming Panigale and Streetfighter V2s, and in both those bikes it’s tuned to make 120bhp, so it’s got plenty left).

2025-on Ducati Multistrada V2 S leaning into a corner

But although, on the road, the V2 is certainly revvier than the old Testastretta and lacks some of that engine’s lazy, low-down thud, it’s win-win everywhere else. The new 890 pulls hard through mid-speed mid-gears, creating more accelerative punt from corner to corner, feeling more energetic and lively. And it’s not lacking in roll-on performance either – Ducati claim more than 70% of the maximum torque is on tap at 3500rpm, and between there and 11,000rpm it never drops below 75%. So the new V2 has a wider rev range and is much more flexible as the old bike.

It also picks up beautifully off the throttle – low speed control is excellent – and then short-shifts through the gears. Ducati’s next-gen quickshifter and autoblipper is fitted as standard and moves its sensor from the lever shaft to inside the transmission on the gear drum; Ducati says it gives cleaner, quicker changes. It worked perfectly for my haphazard mix of clutch and clutchless gear changes, with no missed gears and a positive action – but a few riders had problems with the quickshifter’s timing.

2025-on Ducati Multistrada V2 S riding with a canyon back drop

Meanwhile, I was happy to punt the V2 into next week, leaning on its contemporary mid-range vibrance. It’s so responsive and light you don’t have to flog it to get a shift-on, but you can if you wish. It’s a lovely engine to use either hard, for fun, or just chilled-out – smooth, responsive, gutsy and yet revvy. In fact it’s so flexible, smooth and tractive, ride the V2 S at a moderate pace and it’s so civilised it almost like a parallel twin.

You’d never mistake it for a BMW F900 XR, but there’s so little of Ducati’s traditional barging piston shove and transmission lash it’s almost too civilised at low revs; bevel drive traditionalists won’t recognise it. But when you open the V2 up, get the throttle bodies gulping and let the motor stretch out – ah! There’s the V-twin, once its variable intake valves come on cam and the revs pile up. I just wish Euro5+ strangulation muted the exhaust and induction so much – it’s not just the lightest V-twin Ducati have ever built, it’s probably also the quietest.

2025 Ducati Multistrada V2 S, new swingarm design

In terms of engine management, the V2 S comes with an arsenal of tech – Rider Modes include, for the first time, a dedicated Rain Mode, as well as Sport, Touring, Urban and Enduro. All set different (and customisable) levels of traction control, anti-wheelie, torque control, peak power, throttle response, engine braking, ABS and semi-active suspension (which, as described, can be de-coupled).

There’s no Hill Hold Control, nor are there heated grips as standard, but cruise control is standard. A new 5in TFT dash replaces the old Multistrada ‘calipers’ design, and has a choice of three different displays – Road, Road Pro and Rally; Road Pro has dials to show how much horsepower and torque is being used. Great fun, if you can look at them long enough to read then while riding!

Finally, the V2 features two genuinely useful touches: the USB-A port behind a hinged plastic cover in the fairing features a cutaway to allow a cable to routed out – so many pocket-USB ports end up trapping cables. The V2 also has a ‘coming home’ headlight function, that leaves the lights on after the ignition is turned off for a short period, to allow the rider to find the garage door key.

Reliability & build quality

Next up: Value
3 out of 5 (3/5)

Being a completely new engine, it’s impossible to comment on its durability other than could generally be said for any modern Ducati. It’s been a long time since the factory last had a model-specific mechanical horror story – recent experience with other manufacturers shows how issues can arise after a length of ownership and higher number of miles than can be achieved in the course of a test ride. But there’s no reason to believe the new V2 won’t be as reliable as the V4.

2025-on Ducati Multistrada V2 S leaning into a corner

As for finish quality, the new V2 S in the main looks well-bolted together, although the lefthand side panel just under the rider’s leg is made from flimsy plastic and feels loose. In general, the plastics and paint are acceptable, but don’t specifically shout premium – although the matte finish on the Storm Green bike looks classier than the standard Ducati Red (and costs £400 extra).

One duff note is the V2 S’s new switchgear, which looks and feels like a downgrade over the previous V2 and Multistrada V4. The main gripe is the switches are no longer backlit – a baffling choice because Ducati backlit switches are so good. And while navigating the layout is no problem – a central push button surrounded by up/down/left/right buttons handle trip and menu functions, cruise control lives on top of the left cluster, with a Riding Mode switch on the left, Suspension Mode on the right – the switches themselves don’t look or feel premium.

Control points are so critical to giving an impression of quality on a bike – the bits you see, touch and feel as you’re riding. It doesn’t matter if something under the seat looks messy and cheap – but the things you have under your fingers and look at all the time ought to be as classy as can be, if the factory want to make a good impression.

2025-on Ducati Multistrada V2 S left hand switch gear

Value vs rivals

Next up: Equipment
3 out of 5 (3/5)

The new V2’s tank is 19 litres; a litre less than the old V2. The new bike was averaging 46.6mpg, which gives it a theoretical range of 195 miles to empty; 150 to reserve – the tank showed 20 miles of range left after 125 miles of riding, with three bars remaining on the fuel gauge.

The V2’s routine service is every 9000 miles/two years, as per the old Multistrada V2. Valve clearance service is set at 18,000 miles, also the same as the outgoing V2’s Desmo engine – and not the 36,000 miles of the V4 (asked why, Ducati said it was an internal decision based on a ratio of engine architecture and performance – but it sounded as if they were basically being conservative with a new motor). On the plus side, a Desmo valve clearance service is more expensive than a conventional engine, so the new V2 S’s valve checks will be cheaper than the old V2’s.

2025-on Ducati Multistrada V2 S - A touring pack including panniers can be added

There are plenty of rivals for the Multistrada V2 S:

Triumph’s Tiger 900 GT Pro is £14,095 and is better equipped with heated seats and grips, centre stand and fog lights as standard (and backlit switches!), but it makes less power than the V2 S, hasn’t got semi-active, its electronics are less sophisticated and it hasn’t got the Ducati’s pinpoint handling. But add the Tiger’s Trekker kit – panniers and top box – and it’s still less than the Ducati.

BMW’s F900 XR in near-equivalent trim to the V2 is around £12,555; similar performance on paper but, on the road, the Ducati sparkles while the BMW merely shines – the BMW has a classier finish but the Ducati beats it on performance, handling and sophistication.

Yamaha’s £14,350 Tracer 9 GT (not the auto-box, radar-equipped GT+) is more of a sports tourer than the Ducati and has a 17in front wheel, but is otherwise closely-spec’d with similar technical features as standard – as well as panniers, centre stand and heated grips. And its triple engine is equally as thrilling as Ducati’s V2.

Equipment

4 out of 5 (4/5)

The 2025 V2 S has a raft of Ducati accessories – as of the launch date of January 2025, the UK options and costs are:

  • Touring Pack – £1115.89, includes panniers, centrestand and heated grips
  • Urban Pack – £614.96, includes top box and tank bag
  • Termignoni end can is £1223.64 or the full system is £2224.80
  • A taller, flared touring screen is £166.86
  • Engine bash plate is £233.60
  • Wire spoke wheels are £1334.88
  • Engine bars are £444.96
  • Heated grips are £304.61
  • Aluminium adventure panniers are £1202.72 plus £841.91 for the rails

Specs

Engine size 891cc
Engine type Liquid-cooled, 8v, 90° V-twin
Frame type Aluminium monocoque
Fuel capacity 19 litres
Seat height 830mm
Bike weight 217kg
Front suspension 45mm, Marzocchi USD forks, semi-active with multiple custom settings
Rear suspension Marzocchi, rising rate, semi-active with multiple custom settings, electronic preload selection, and manual miniumim preload button
Front brake 2 x 320mm discs with Brembo four-piston radial caliper, adjustable cornering ABS
Rear brake 265mm single disc with Brembo two-piston caliper, adjustable cornering ABS
Front tyre size 120/70 x 19
Rear tyre size 170/60 x 17

Mpg, costs & insurance

Average fuel consumption 46.6 mpg
Annual road tax £117
Annual service cost -
New price -
Used price -
Insurance group -
How much to insure?
Warranty term Two years

Top speed & performance

Max power 114 bhp
Max torque 68 ft-lb
Top speed 145 mph
1/4 mile acceleration 12 secs
Tank range 150 miles

Model history & versions

Model history

  • 2017: Ducati Multistrada 950 was an easier-to-manage, down-spec version of its 1260 big brother using an 111bhp, 937cc Testastretta V-twin (also used in the Monster, DesertX, SuperSport and Hypermotard). With a 19in front and 170-section rear tyre, a lighter, more agile riding dynamic, it was a user-friendly, less expensive alternative to the 1260.
  • 2018: Ducati Multistrada 950 S adds semi-active suspension and full-spec electronics to equal the flagship Multistrada 1260.
  • 2022: renamed the V2 S, but the same engine and chassis with a lower seat height to broaden its appeal to more riders

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