Ducati Multistrada V2 (2023 - ) review

The 950/V2 is effectively the ‘old’ Multistrada 1200/1260 but powered by Ducati’s smaller 937cc Testastretta V-twin as shared with the Monster, Supersport, Desert X, Streetfighter V2 and Hypermotard 950. It also has a few cost-cutting measures like a conventional swingarm in place of the fancy single-sided one on its big brother. As such it gains few prizes for originality but, given that original Multistrada was so good, still scores highly for practicality, effectiveness and relative value for a starting price of just over £13,000. While its 113 horsepower output and slightly more basic spec may seem a downgrade from the 170 horsepower Multistrada V4, in isolation it wants for nothing, and arguably has even more rumbly V-twin character.

Nothing much to criticise here. As with the old 1200/1260, the Multistrada V2 has a classic adventure sports gait, meaning a predictable, upright and roomy riding position with tall and wide bars plus plenty of legroom. As a V-twin it’s also nice and narrow at the rear of the tank, making it easier to get your feet on the ground while pillion provision is better than average, too. There’s also a two-way adjustable screen which, although a little narrow, does a good job of keeping off the worst of the windblast. There are also high and low accessory seats, and this latest incarnation has had 2kg shaved from its overall weight to make it more manageable.

The bike’s named translates as ‘multi-street’, that implied versatility meaning that so long as your aspirations don’t extend to proper off-roading it’s as practical a motorcycle as you could want. With its Italian sports handling and willing V-twin, the Multistrada V2 has more than enough performance to satisfy on a sunny Sunday afternoon. It’s also comfortable over distance, can take a pillion with ease, makes a good tourer (especially with the addition of optional hard panniers) and is even slim and manageable enough to be good around town or even as a commuter. Though, being a Ducati, you might argue it’s too precious to be used as a year-round ‘hack’.

As the little brother to the 170 horsepower Multistrada V4, this 113 horsepower 950cc V-twin version could seem a poor relation. In reality, however, it has more than enough to satisfy all but the most demanding ‘adventure-sport’ buyers. The V-twin configuration means a muscular 96Nm of torque on demand as well, which is great when driving out of corners. It’s also lighter than both the V4 and old 950 thanks to internal changes extending to lighter con-rods, clutch plates and cover, gear drum and fork assembly, all of which aids performance. Given it’s a twin expect performance closer to a Yamaha Tracer 9 or Triumph Tiger 900 than a full-on litre bike, but it’s not at all bad. Brakes-wise there is little to complain about either. Components are a little lower spec than the V4, but the V-twin’s also lighter so it doesn’t feel lacking at all.

As discussed, the V2 Multistrada is a little more basic than the V4 but other than a slightly less refined ride and limited adjustment potential from the suspension there’s not as much difference as you might expect. Also in the V2’s favour is the fact that it’s lighter and noticeably slimmer, too. So, it’s comfortable and upright for day-to-day use but also sporty and involving (albeit tall) when out for a fun ride, where its agility is more involving at road speeds while still decently fast when you want it to be. It’s also available in fancier S form which, for around £2,500 extra, comes with top drawer electronics and semi-active suspension, making it more attractive still.

Attainable or not the Multistrada is still a Ducati, so is never going to be cheap to run. At the time of writing the base version starts at just over £13K, which isn’t too bad. With that relatively modest power output nor should it have an excessive appetite for consumables such as tyres, brake pads, chains and so on and, being smaller capacity, insurance and tax will be slightly better, too.

On face value you’d be forgiven for having some doubts about a ‘budget’ Ducati. The reality is very different. First, Ducati’s overall reliability record has come on leaps and bounds since its takeover by Audi. Second, the V2 is effectively a new version of the 1200 Multistrada which came out in 2010 and had virtually all its gremlins ironed out over the interim. And third the V2 is powered by a proven 937cc V-twin that’s already earned its stripes with Ducati’s Monster, Supersport, Hypermotard 950 and more. Overall, you should have no concerns over reliability.

Most Ducatis are covered by the usual two-year manufacturer warranty but Desert X and Multistrada models get an upgrade to four years under the ‘4 Ever Ducati’ programme, assuming you commit to on-the-dot servicing within the Ducati dealer network. This seems a fair price to pay for the additional cover, which extends to roadside assistance and covers any manufacturing defects or failed parts (other than consumable items) over that period. Ducati service intervals have also improved significantly in recent years and the Multistrada V2 is fairly typical, with standard interim services due annually or every 9,000 miles and a major valve-check service every 15,000 miles.

Entry level or not this is still a Ducati, with all the premium, high-end connotations that brings, even if it’s not quite to the level of the top spec V4s. You still get riding modes, cornering ABS, Brembo brakes, a slick TFT dash, adjustable screen and so on, though. If you want more, there is the fancier S version, which has improved electronics and semi-active suspension. Beyond that things like hard panniers, taller touring screen, heated grips, centre stand, performance exhaust and more are also available as extra-cost factory accessories.

If the style and versatility of the Multistrada V4 appeals but you’re put off by its burly price the V2 version has an awful lot going for it. The original Multistrada’s style and practicality are all present and correct and, if the performance is a little more modest, it’s still more than powerful enough for most situations. And being slimmer, lighter and more nimble than the big V4 versions the V2 has appeal of its own going beyond mere affordability, too.