2025 Ducati Multistrada V2 Review – First Ride

Easy like a Spanish morning

It would appear size isn’t everything, and perhaps, there is a replacement for displacement. Ducati downsizing its middleweight Multistrada has us questioning everything we thought we knew in addition to the very phrases we’re all guilty of overusing here on these digital pages. For 2025, the Ducati Multistrada V2 is coming in hot with an all-new chassis, a smaller and lighter valve-sprung L-Twin engine, and an overall philosophy toward efficiency, rather than outright girth. We had 30 hours to contemplate Ducati’s new Multi as we jetted off to Valencia, Spain to find out for ourselves if we’d been wrong all these years.

2025 Ducati Multistrada V2

Admittedly, nothing is sacred to someone in this gig. The change from desmo valves and steel trellis frames to traditional spring actuation and monocoque chassis may leave the Ducatisti shedding tears into a branded handkerchief, but it is of no concern to us moto scribes. Is the motorcycle better for its changes? Do major changes, such as the aforementioned, move the brand or industry forward in an appreciable way? If the answer is yes, then it’s time for change, and with the Multistrada V2, we’re continuing to see Ducati eschew tradition for performance and efficiency. This doesn’t necessarily mean outright performance figures are the goal, but rather that a tool, the motorcycle in this case, performs optimally for its designated task. With a motorcycle literally named “multi-road” in Italian, this broad task seems even more daunting for a machine which isn’t so laser focused. Let’s take a deeper look at how the Bologna-based manufacturer set out to make this the “lightest, most fun, and easiest Multi to use to date.”

L-Twin or V2

Call it what you want, but Bologna is going with “V2” these days, gone is the L-Twin or Testastretta nomenclature (despite retaining the 90-degree angle) along with desmodromic valve actuation. The all-new 890cc engine makes its displacement with a 96 mm bore and 61.5 mm stroke. Along with a 13:1 compression ratio, the V2 cranks out a claimed 115 horsepower at 10,750 rpm and 67.9 lb-ft. of torque at 8,250 rpm – a slight bump in hp (3 ponies) and a slighter loss in torque (1 lb-ft) from the outgoing mill. It’s also reaching those peak figures higher in the rev-range – about 1,700 rpm higher for horsepower and 500 for torque – not terribly surprising for a smaller engine.

Creating a light, compact package was the goal with the new V2 and Ducati says its latest Twin is the lightest in the company’s history at only 120 pounds (12.8 el bees lighter than the 937cc Testastretta). Ducati achieved this with efficiency in packaging, from an integrated water pump positioned on the right of the front cylinder head, to the water/oil heat exchanger positioned inside the V of the cylinders (which allows for the elimination of the oil cooler), and of course, the use of valve springs eschewing the desmodromic system. For a deeper dive into the V2, check out Troy’s breakdown of this latest engine to come out of Borgo Panigale.

Transferring that power to the rear wheel is a six-speed gear box with a hydraulically controlled slipper and self-servo wet multiplate clutch. Compared to the sportier V2-clad machines to come, the Multi gets a shorter first gear and a longer sixth gear in an effort to make it adept in handling, you guessed it, multiple stradas. Final drive gearing uses a 15-tooth countershaft sprocket with a 40-tooth sprocket out back. The Multi V2 also receives a dedicated flywheel with 20% more rotating inertia with the goal of keeping engine performance smooth, versus quick revving with little engine braking

Monocoque’d and loaded

As mentioned earlier, gone is the steel trellis frame design in favor of a new monocoque chassis. Essentially, the steering head and front portion of a traditional aluminum frame attach to the engine and subframe, forgoing the traditional encompassing steel trellis design. This, of course, brings the Multi in line with the Panigale sportbikes and Monster lines that received this treatment in past years. Alas, those who resent change may find solace in the inclusion of the steel trellis subframe. With this new design, Ducati claims its saving nearly 40 pounds from the 2024 Multistrada V2 S. That’s a substantial weight reduction – and one we can get behind, er, on top of? A new aluminum swing arm design has also been incorporated and sees the shock offset to the left side of the motorcycle and attached, nearly horizontally, directly to the swingarm without a linkage.

The standard Multistrada V2 sports a fully-adjustable 45mm Marzocchi fork and an equally tunable Sachs shock. The V2 S gets Ducati’s semi-active electronic Skyhook suspension. Both versions offer 6.7 inches of travel at each end. Skyhook offers four preset modes – Dynamic, Comfort, Low Grip, and Off-road – that are tied to ride modes, but can be changed separately as well. There is also an auto-leveling function for pre-load in addition to predetermined settings for rider, rider with luggage, and rider and passenger with luggage. What’s nearly ubiquitous amongst new long-legged models on the scene is, of course, a preload reduction function pioneered by the unlikely Harley-Davidson Pan America, which reduces preload to bring the seat closer to the tarmac – just 0.3 inches in the Multi V2 S’s case.

Brembo supplies its M4.32 radially-mounted calipers to squeeze dual 320mm discs up front with a two-piston caliper binding a 265mm rear rotor. Keeping a nod to its every-road intentions, the Multi V2 continues its use of a 19/17-inch wheel combo shod with Pirelli Scorpion Trail II tires in 120/70 ZR 19 and 170/60 ZR 17 sizes, respectively. Spoke wheels are available as an accessory should your adventure more often than not take you off the beaten path.

Where the physical ends, Ducati has expanded on the Multi’s electronics package with five ride modes (Sport, Touring, Urban, Enduro, and Wet) all which carry with them presets highlighted in the matrix below, in addition to adjustable ABS, wheelie control, traction control, and engine braking. As has been standard for some time with Ducati, all parameters can be adjusted within the ride modes to suit rider preference – although some ride modes related to ABS and off-road riding can only be accessed with Enduro mode selected.

Other welcome niceties include Ducati’s Quickshift 2.0, cruise control, a USB-A outlet near the TFT display, Brake Light EVO (where the taillight flashes under hard braking), and a “coming home” feature that leaves the lights on for 30 seconds after the bike is keyed off. Standard on the V2 S but optional on the base model is Ducati’s multimedia system which allows Bluetooth connectivity for your phone.

As one might imagine, there’s a load of touring accessories with a couple built out packs outlined below to save a little coin should you plan on purchasing them all anyway. We’ve also included the cost of lowered suspension should the two-way adjustable seat’s lower 32.7-inch seat still be a bit tall. Accessory seats for lowering or raising the height by 0.8 inches are also available.

• Touring accessories package (panniers, center stand, heated grips) - $1,523.76
• Urban accessory package (top case and Tanklock tank case with mounts) - $907.23
• Raised/Lowered seats 0.8 in (20mm) $275.40
• Lowered suspension 0.8 in (20mm) $703.80

The 2025 Ducati Multistrada is available only in Ducati Red with an MSRP of $15,995. Moving to the S model, you get more options for more money with Ducati Red coming in at $19,295 and Storm Green ringing up for $19,695. Expect bikes Stateside this coming March.

Heading for the hills

Hopping on the Multistrada V2 S, the 32.7-inch seat height is immediately evident. Despite Ducati’s claims of “reduced inner leg curve” in thinning out the seat junction, it didn’t feel terribly svelte to this 5-foot, 8-inch guy and his 30-inch inseam. While we certainly praise Ducati for offering a tooless, adjustable two-position seat and the inclusion of the reduced preload function with its Skyhook suspension, 0.3 inches of lowering doesn’t do much to bring us back down to Earth. I’m used to these bikes and more off-road focused adventure machines and it doesn’t bother me, but for all the breath and effort put into the seat height discussion, it feels every bit of 32.7 inches.

Although the seat height may be a sticking point for some, once you’re saddled up, the wide handlebar and only slightly canted forward riding position delivers a comfortable, yet commanding rider triangle whether you’re chewing up miles or bending the Multi V2 to your will through serpentine Spanish roads. Which brings us to our next point, the weight reduction.

Losing 40 pounds is bound to make any motorcycle handle better, but when strategically removed, as is the case here, the Multistrada V2 feels like it’s lost even more than the specsheet alludes. According to Ducati the new S model weighs 445 lbs. “wet with no fuel.” Since we typically ride with fuel in the tank, let’s add 30 or so pounds to top up its 5-gallon tank and we should be sitting around 475 fully wet. That puts the Multi V2 right in line with some of what you could consider its competitors, such as the BMW F 900 XR and recently released Tiger Sport 800, while the KTM 890 SMT (claimed 428 lbs.) and Tiger 900 GT (claimed 489 lbs.) reside at either end of the spectrum. Not only does the Multi V2 manage to feel incredibly lithe, but it does so without feeling top heavy. The wide handlebar was welcome while flicking the Multi from side to side on some impossibly twisty roads, but the stability, ability to change lines at a moment’s notice, and general handling made by just a nudge of the knee illustrates that Ducati has somehow made a bike that already handled better than one of its size should, even better.

Yes, the Multi has always handled well, big or small, but what rounded out the entire package for me was the smoothness of the new V2 engine. At 2,000 rpm, whether plodding around town or pulling out of an apex, the engine delivers smooth power with nary a shudder. Fueling is dialed and there’s just a touch of driveline lash to contend with, but nothing worth harping on. Let’s face it, Ducati’s gotten away with some herk and some jerk in the past when it came to low rpm performance. The old adage of “Italian charm” has given plenty-a-motorcycle leeway when it comes to general expectations of two-wheelers in the current era. No excuses need be made for the latest middleweight Multi.

In fact, the Multi’s new power plant delivers power right where one would want it in this type of motorcycle. The smooth power in the bottom of the rpm range builds to a strong, healthy mid-range and continues to climb toward its 115 peak horsepower well past 10,000 rpm. There’s no need to live up there though, as short shifting the bike will leave you in the sweet spot, but when the going gets twisty, the V2 has the revs to allow you to ring it out.

In terms of electronics, the Multistrada’s are purposeful and between the S model’s suspension, the fueling, and all of the other switchable parameters, the rider is able to make meaningful difference to the ride modes and tweak them at a granular level, something not many manufacturers offer. While I found myself switching between Touring and Sport mostly, being able to switch the suspension setting quickly at the press of a button was also a welcome function. While I felt the “auto” setting for the preload could have used a touch more to raise the rear a bit, I’m totally splitting hairs at this point as we had an Italian pace ride through the Valencian countryside with no surprises.

While pull at the hydraulic clutch lever is fairly heavy, the latest-gen quickshifter does an excellent job of shifting to the point I was only touching the lever while starting or stopping. The brakes also work well with the chassis and whether I was getting into them smoothly or more ham-fisted when a surprise arose, the chassis maintained total stability giving me confidence over the salt and gravel-strewn passes we climbed over during our ride.

Although we didn’t have a chance to sample it, Ducati still gifts the Multi V2 an Enduro mode and off-road ABS, so if you want to do a bit of exploring, you’ll have those settings to dial in, just keep the pace down when it gets bumpy – cast aluminum is not the first choice for dealing with rocks.

Would I agree that Ducati set out to make its 2025 Multistrada V2 the best yet? Absolutely. Is it the best hands down motorcycle ever? That’s for you, your budget, and your circumstances to decide. It can’t be overlooked that the S model’s price tag makes up approximately 20% of its MSRP. Is the Skyhook stuff worth it? It functioned flawlessly for us and was incredibly convenient, but is it worth the S’s premium without other touring niceties included with that letter? As it stands, the Ducati Multistrada V2 impressed with its lithe handling, smooth, strong engine character, and infinitely adjustable electronics. Whether that ticks all the boxes, of course, you’ll have to decide for yourself.

Scorecard