Expert Review
Ducati Multistrada V2 (2025 – ) review
Ducati’s all-new twin makes its debut in the all-new Multistrada V2 and gets off to a cracking start


Words by: Dan Trent
Published on 3 February 2025 | 0 min read
The Auto Trader expert verdict:
5
The mighty Multistrada V4 may capture the imagination of Ducati fans but this all-new V2 version is perhaps the better all-round bike thanks to its punchy new motor, lightweight build and more user-friendly nature. While it puts function before looks, the purposeful styling, strong performance, sporty handling and sheer versatility make it hard to beat. It's also a lot more affordable than its big brother, all things relative.
Reasons to buy:
- New engine is a cracker
- Sports bike character, tourer practicality
- Lighter and more usable than V4

Design
“Under the familiar looks this is an all-new bike, and an important one”
Swap seats from the outgoing Multistrada V2 on to this new one and you might be forgiven for wondering what’s changed, given Ducati hasn’t messed with the style, basic formula or the fundamentals like the 19-inch/17-inch wheel combo, suspension travel or sizing. On paper the new engine is only a fraction more powerful, too. But under the superficially familiar looks this is an all-new bike, and an important one. Ditching the trad steel trellis frame for an aluminium monocoque with the engine as a stressed member is part of an extensive weight saving programme paying dividends in everything from handling and performance to all-round usability. True, it’s still no oil painting. But from back road scratching to cross-continental touring the Multistrada can do it all, arguably more adeptly than its V4 big brother and for considerably less outlay.
Expert rating: 5/5

Riding position
“Pretty much anyone can feel comfortable – and therefore confident – on the V2”
True, the Multistrada V2 has that 19-inch front wheel and a relaxed and upright adventure bike stance built for comfort and long days in the saddle. But there’s a lot more to it than that. Relatively long in the wheelbase, the seating position is roomy enough for taller riders while the default 830mm saddle height and narrow waist make it more accommodating for shorter ones. This can be raised or lowered by 20mm with an accessory pack, and drop as low as 790mm on the S version with a suspension lowering kit and the semi-active rear shock in its minimum preload setting. As such pretty much anyone can feel comfortable – and therefore confident – on the V2 while a slight tweak to the position of the luggage rack and rear seat frees up more space for your pillion.
Expert rating: 5/5

Practicality
“The Multistrada is built to take you as far – and fast – as you want to go”
The relatively low seat and the significantly reduced weight make the Multistrada V2 much easier to handle than its V4 big brother, which takes the stress out of low-speed situations. Out on the open road that comfortable riding position means you’ll be happy spending all day in the saddle, the two-position screen adjustable on the fly and making motorway hacking tolerable. It’ll (inevitably) cost you more but Ducati offers a choice of luggage sets, comprising a sleek looking plastic arrangement colour-coded to the bodywork or more adventure style aluminium panniers and top box. Whichever you go for, the Multistrada is built to take you as far – and fast – as you want to go. Our only moan would be the lack of heated grips as standard, which we missed on the unexpectedly chilly start to our test ride in Spain. Hearts bleed, and all that.
Expert rating: 5/5

Performance & braking
“The fact it weighs less is the bigger story and at real-world speeds it’s as quick as you need it to be”
href="https://www.autotrader.co.uk/bikes/content/coming-soon-ducati-s-all-new-v2-engine">the arrival of an all-new one is big news, more so for the fact this new 890cc unit will power the brand’s mid-range bikes for many years to come. And this is our first taste. Ditching the signature desmodromic valve actuation might have the purists aghast but is a pragmatic move designed to save weight, reduce service costs and improve performance. On paper the 115 horsepower and 92Nm aren’t a huge step up from the 937cc Testastretta twin in the outgoing Multistrada V2 but these figures now arrive higher in the rev range, variable inlet valve timing meaning this doesn’t come at the expense of flexibility given 70 per cent of peak torque is there from 3,000rpm. Out on the road this and lower gearing in first and second for this application unleash the new engine’s feistier side, the V2 delivering beautifully crisp low-end response as well as enthusiasm for revving out to five figures. True, it’s not got the lunatic thrust of the V4. But the fact it weighs around 50kg less is the bigger story and, at real-world speeds, it’s as quick as you need it to be. Brakes are as before, which given the bike is significantly lighter effectively means even better stopping power.
Expert rating: 5/5

Ride & handling
“The lack of weight makes it fantastically chuckable for what presents as a tall and chunky sports tourer”
True, we were riding the Multistrada V2 solo, unladen and at an enthusiastic pace along twisty Spanish roads. Which is definitely toward the sportier end of its riding envelope. Not that it seemed bothered, the centred riding position between the wheels giving plenty of options to sling your body around while, even with that bigger front wheel and long wheelbase, the lack of weight makes it fantastically chuckable for what presents as a tall and chunky sports tourer. That the Multistrada can fool you into riding it like a sports bike one minute but just as happily chill the next with a full set of luggage is one of its great strengths, the fact this new one weighs close to 10 per cent less than its predecessor helping every aspect of its handling. The S models we rode meanwhile get Skyhook electronically adjustable damping control for the forks and shock, all configurable through the many and various riding modes. Or controlled independently as you prefer. The smooth roads of our test route didn’t challenge the bump-swallowing ability but the damping support was welcome, the bike staying level and composed even under harsh braking and acceleration but still with the suspension travel to swallow lumps, bumps and other road imperfections with utter disdain.
Expert rating: 5/5

Running costs
“The weight saving efforts should take some of the strain off consumables like tyres, brakes, chains and the rest”
It won’t surprise you to hear the Multistrada V2 is more expensive to buy than alternatives like the Triumph Tiger 900 or Yamaha Tracer 9, and nor is it as generously equipped as standard. But you pays your money and all that. At least the weight-saving efforts should take some of the strain off consumables like tyres, brakes, chains and the rest, which should make running costs far more palatable than they would be on the heavier and more powerful V4.
Expert rating: 3/5

Reliability
“We’d be reasonably confident it will turn out to be durable”
This is the first application of an all-new engine, so consider this a holding score until we see how it fares. Given Ducati’s current run of form, and the amount of effort and investment that’s gone into the design and development of this platform, we’d be reasonably confident it will turn out to be durable.
Expert rating: 3/5

Warranty & servicing
“You can at least take confidence in the fact the Multistrada V2 comes with a four-year manufacturer warranty”
Nothing comes cheap with Ducati ownership but you can at least take confidence in the fact the Multistrada V2 comes with a four-year manufacturer warranty, and ditching desmodromic valves helps take the cost out of regular servicing, which comes at 9,000-mile intervals.
Expert rating: 4/5

Equipment
“Inevitably, there are plenty of ways to make your Multistrada V2 more luxurious (and expensive)”
Interestingly, where on the previous Multistrada V2 there was a significant step up from the base model to the S the extra tech on this new one narrows the gap. Meaning both now have a standard quickshifter, cruise and the larger TFT screen, the whole gamut of fully configurable rider modes and supporting assistance systems and more besides. Begging the question why spend the extra £2,400 for the S? That might have been a no-brainer before but now the only significant upgrade is the Skyhook electronic suspension over the passive – but still fully adjustable – set-up on the standard bike. We’ve only ridden the S thus far but if you prefer to ‘set and forget’ your suspension than constantly fiddle around the base bike looks a better bet than it was before. Inevitably, there are plenty of ways to make your Multistrada V2 more luxurious (and expensive), with heated grips, a centre stand and plastic luggage available in a single Touring Accessories Package for just over a grand. An Akrapovič exhaust system, wire wheels, fancier aluminium luggage, turn-by-turn navigation and many and various trim bits in carbon and aluminium are also available if you want extra bling.
Expert rating: 4/5

Why buy?
“It handles like a bike half its size in the twisties but still feels substantial enough for the long haul”
The ‘one bike to do it all’ versatility is at the heart of the Multistrada’s success, and this latest V2 version arguably does it better than any model to carry the name so far. True, the V4 has the power, the status and the bragging rights many appreciate. Which may prove useful if you regularly ride two-up, with or without luggage. In the unlikely event you want to take a bike this fancy off-road it also has the option of the Rally version. For all other situations this V2 version just looks the better option, though. It’s way cheaper all things relative, the real-world performance of the new engine and lighter build mean it has more than enough go, it handles like a bike half its size in the twisties but still feels substantial enough for the long haul and the looks, detailing and build quality more than live up to the premium billing. Simply, it’s all the Multistrada anyone really needs. Perhaps all the motorbike anyone really needs.
Expert rating: 5/5