DUCATI

Multistrada V2 S 2025...But what have you done with Ducati?

Motorcycle weight is always a challenge for the engineers who sit in the brands' development centers. The arrival of new metal and plastic alloys, improved welding between key parts, and related technology have allowed, over the years, the same motorcycle, the same concept, to continuously improve in this regard... But the case of this new Multistrada V2, with its new engine, which Ducati already uses in other models this year, and a new chassis, is simply astonishing.

The weight reduction in this 2025 version of the V2 is impressive: 18 kilos less! Considering that it now weighs between 199 and 202 kilos ready to ride (the S version, curiously, is the heaviest due to the electronic suspension), this reduction is almost 9%, an outrage.

That engine...!...But among all the changes, it's undoubtedly the heart of the Multistrada V2 S that literally bears the brunt of this new generation. Found in other models, its new engine is extremely compact and lightweight—weighing just 54.9 kg—and is a 890 cc 90° V-twin, replacing the 'classic' 937 cc L-twin with desmodronic valve timing and variable valve timing. It now features IVT variable valve timing and coil-spring valve control. Less displacement, but no less power: 115 hp at 10,750 rpm and 92 Nm of torque at 8,250 rpm.

We climb aboard...Getting on board and noticing the changes in the Multistrada V2's ergonomics is immediate. The sound of the engine upon starting it already reveals the characteristic rumble of the V-shaped configuration. To begin with, the seat is more comfortable and offers more legroom (two positions, 850 and 830 mm), which encourages and facilitates the sportier position in turns, with the side air ducts directing air to the rider's legs.

The engine is smooth, balanced, with a truly excellent feel at the grip, inviting you to play with it like never before during sudden changes of direction, with its very linear torque delivery, without overload points, especially at low and medium revs: more than 70% of maximum torque is available at 3,500 rpm, and between 3,500 and 11,000 rpm the value does not drop below 75%. The gear ratios have been fine-tuned, and the Ducati Quick Shift 2.0 transmission works like a charm.

The electronics package is now controlled from a new, more intuitive control panel (the 5 riding modes, power, cornering ABS, traction control (DTC), wheelie control (DWC), and engine braking control (EBC), all displayed on the new 5" color TFT display. This V2 S version also features the Ducati Multimedia System and turn-by-turn navigation.

There's no doubt about the shift toward improved road holding with this new generation, allowing you to enjoy the road, and the twistier it is, the better. Its aluminum monocoque chassis leverages the engine mount for added rigidity, along with a multi-tubular rear subframe and a cast aluminum swingarm, making the bike extremely agile. Cornering, that variable we love to analyze, is now a constant, provocative ally with its sportier stance. Pushing the footpegs to the limit and returning to vertical position is simple. Like cutting butter with a hot knife.

This is aided by the semi-active suspension (Marzocchi fork and shock) with DSS electronic control, which limits dive during braking and the tendency to sit down during acceleration. Brembo radial-mount 4-piston calipers grip the dual 320 mm front discs and Pirelli Scorpion Trail II tires on the 19" front rim (17" rear).

Mundoquatrorodas