DUCATI MULTISTRADA V2S (2022 - on) Review

Multistradas have always been tall and that’s the whole point - the extra height gives you lots of legroom and a meercat view of the road ahead, but shorter riders can sometimes struggle.

Ducati have now lowered the seat from 840mm to 830mm and the seat is also slimmer, which further helps you to get your feet down. The legroom is the same thanks to 10mm thinner rubber peg tops.

A lower seat is also available (810mm) and a lowering kit drops it to 790mm. You now sit noticeably closer to the ground, so taller riders may want to opt for the higher 850mm seat. 

Shedding weight is never a bad thing and Ducati have removed 5kg of it, bringing the V2 S down to 225kg (wet) and the V2 (without electronic suspension) to 222kg. It uses the 700g-lighter mirrors from the V4 as well as its big sister’s brake flanges, which are 500g lighter.

Cast ali wheels, also from the V4 weigh 1.7kg less, which Ducati reckons makes a marked improvement to ride quality and handling. It’s hard to notice the benefit in isolation, but the V2 S is easy to handle around town and nimble at speed, especially compared to the 243kg Multi V4. 

The Multi’s steel trellis frame remains untouched and the S model still has semi-active suspension. It comes into its own during our test, finding grip on uber-slippery wet Italian roads, potholes, dirt tracks and support on smooth tarmac.

It’s the Multi’s ability to go anywhere where it scores over a conventional sports tourer, but like all tall-roaders its screen can be noisy and a distraction at speed. Its new wheels are shod with grippy, confidence-inspiring adventure-sized Pirelli Scorpion Trail 2 rubber (170/60 x 17 rear, 120/70 x 19 front). Graphics are new and the V2 S comes in grey or red.

It’s the same Euro5 937cc Testastretta V-twin engine as the current 950 (that also powers the SuperSport, Hypermotard and new Monster), making the same 111bhp and 71lb-ft of torque, but it’s 2kg lighter thanks to a handful of internal changes.

Con rods are 170grams lighter and its new clutch (eight plates instead of nine), clutch cover, gear drum and fork assembly (to help find neutral easier) shave another 1.87kg.

The updates are subtle on the move, but the power delivery and throttle response are still friendly and there’s enough oomph and V-twin rumble through revs to keep things interesting, which has always been what the 'smaller' Multi has been about.

Paintwork, detailing and overall finish are all premium and exactly what you’d hope for from a Ducati, although exhaust headers and collector boxes quickly lose their shine from new.

Our owners’ reviews for the 950 report that servicing costs aren’t the cheapest but dealers offer a good service and apart from occasion recalls, which are quickly dealt with, reliability is excellent.

In fully-loaded S trim the Ducati is a couple of grand more expensive than the Yamaha Tracer 9 GT, which comes with panniers and a centre stand (extra on the Multistrada V2 S).

It’s also just over thousand more than the Triumph Tiger GT Pro. But if you’re willing to forgo electronic suspension and colour TFT the base Multistrada V2 is identical and £2000 cheaper.

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Watch MCN's video review of the rival Yamaha Tracer 9 GT below:

As before the V2 S has three rider modes, cornering traction control and ABS, semi-active suspension, an up/down shifter, cruise control, cornering LEDs, backlit switchgear button surrounds and a brake light that flashes under hard braking.

There’s also a £15,525 V2 S Travel (tested here) that includes panniers, heated grips and a centre stand, but that pushes the price a long way ahead of rivals like the £12,202 Yamaha Tracer 9 GT and £13,200 Triumph Tiger 900 GT Pro.

Touring, Urban, Enduro packs and a plethora of Ducati Performance accessories, including spoked wheels and a 35kW A2 version are also available