All new Ducati Multistrada 950 S becomes the Multistrada V2 S

All new Ducati Multistrada 950 S becomes the Multistrada V2 S testing touring version.

Imptags : Ducati multistrada 950S, 2021 Ducati multistrada 950S, Ducati multistrada 950S become the Multistrada V2S, 2022 Ducati multistrada 950S become the Multistrada V2S,

All new Ducati Multistrada 950 S becomes the Multistrada V2 S testing touring version. The Multistrada 950 S becomes the Multistrada V2 S. MOTORRAD has already extensively tested the new small Multi in the touring version.

Ducati is redesigning the "small" Multistrada and giving it a new name. What has long happened with the super-sporty Panigale sisters is now also being carried out with the travel enduros - the Ducati Multistrada V2 joins the V4 . The change in the model name (previously the addition "950" adorned the V2 Multistrada) is also the most noticeable change for the 2022 model year. Technically and optically, targeted detail improvements were in the specifications of the Bolognese engineers and no fundamental redesign of the Multistrada. How these improvements work in practice, MOTORRAD was able to test on a two-day trip through Tuscany with the noble "S" version of the new Multistrada V2.

Technical innovations on the V2-Multi

The Multistrada 950 was a force to be reckoned with in its class, and nothing was missing in terms of equipment. Semi-active chassis, quickshifter with blipper function, 6-axis IMU from Bosch for cornering ABS, hill start assist and LED cornering lights have long been part of the equipment of the Ducati Multistrada 950 with the suffix "S". You could say: Everything that a travel enduro in this class should offer has long since been on board. Of course, it's no different with the successor, the Multistrada V2. Instead of the basic version, a Ducati Multistrada V2 S is available for a test trip through Tuscany, equipped with the same features as standard plus the touring package, which includes side cases, heated grips and a main stand.

The weight has been reduced by a full five kilograms, so that the Multistrada V2 S should now weigh just 202 kilograms when dry (the basic version only 199 kilograms). Where was savings made? First and foremost on and in the engine and its periphery. The 90-degree V-Twin, which still produces 113 hp from 937 cubic centimeters, was not only maneuvered over the Euro 5 hurdle, but also got a revised gearbox with clutch. This should allow the idle to slip in more easily and, according to Ducati, including the new clutch cover, save 1.87 kilograms in weight. In Bologna, the connecting rods and 170 grams were also lightened in the engine itself. A further 1.7 kilos of savings are due to the rims taken from the Multistrada V4 (still 19 inches at the front and 17 inches at the rear),

New but familiar ergonomics

Ducati also attached particular importance to the accessibility of the Multistrada V2 for drivers who are shorter than the average 1.80 meter biker. The standard seat height has been reduced by 10 to 830 millimeters and the bench is also made narrower (a seat that is 20 millimeters lower is optionally available and the chassis can also be lowered by a further 20 millimeters). The new footrests with thinner rubber buffers are also 10 millimeters lower and the handlebars are wide as usual - overall, the seating position hardly feels any different than on the well-known Multistrada 950.

Motor of the Multistrada V2 S

The Multistrada V2 S hums quietly when it is stationary. It starts moving with noticeably less mechanical background noise than the previous model. The clutch, which is now equipped with eight friction disks, engages precisely with a little manual force, even without chattering during the first cold start. The revised engine runs smoothly even from idle, shaking noticeably even when accelerating below 3,000 rpm. In addition, the Ducati Multistrada V2 spoils with good running culture. Although the twin lost two Newton meters of torque compared to the Euro 4 model, the maximum 94 Newton meters should now be at 6,750 rpm instead of the previous 7,750 rpm. The MOTORRAD test bench will soon reveal whether this is actually true, until then the first impression remains: At the very bottom, the Multi V2 seems to have lost some bulky look, but it feels at least as comfortable at medium speeds. And she wants to turn. If you hold the slide, you will discover an area above 7,000 rpm in which the engine shows super sporty ambition and is able to increase to 9,000 rpm. The V2-Multi has both: pressure and ease of rotation - and enough of both.

In the four individually adjustable driving modes (Urban, Touring, Sport and Enduro), the twin is more or less braked by the electronics. Without further adjustment, the Ducati Multistrada V2 works moderately in "Urban" mode, while with the "Sport" configuration selected, a small twist of the throttle releases a lot of power. Throttle response and load change behavior are at a very high level in all modes, only a minimal jolt is noticeable at medium speeds.

Stable and agile

The handling of the Multistrada V2 S should also collect a lot of points in future comparative tests. The small multi folds easily in an inclined position and faithfully follows the line. She particularly likes tight radii and willingly gives herself commands to correct course via the wide handlebars here as well as with further curves and higher speeds. The Multistrada-old-new comparison has yet to prove whether the lighter wheels offer a tangible advantage in terms of handling.

The unchanged semi-active chassis (called "Skyhook" by Ducati) cuts a fine figure in both attack and cruise mode. It can be fine-tuned coupled with the driving modes and covers a wide range. In the urban setting, for example, the Ducati Multistrada V2 swings noticeably over bumps on the country road, but offers a lot of comfort. In the touring setting it is more stable, but hardly less comfortable and the sport setting offers a tight damping setting as standard for the fast lap of the house. Thanks to the good responsiveness, both the shock absorber and fork reliably absorb hard hits in any setting.

Brake and tire

The Ducati Multistrada V2 S decelerates safely even over rough bumps. The tilt-sensitive ABS (adjustable in 3 levels) regulates in fine intervals, which was particularly noticeable during the presentation on the roads that were still wet in the morning. Just like the grip of the Pirelli Scorpion Trail 2 tires, which only give the electronics reason to intervene when they boldly grasp the lever. On a dry slope, they give a very confidence-inspiring leaning feeling when sloping, a lot of traction when accelerating and a lot of grip when decelerating. The Multistrada V2 S can be stopped on the spot - albeit with a little manual force - via the Brembo brake system, which is initially neatly gripping.

Suitability for travel: pluses and minuses

During shorter sections of the expressway, the height adjustment of the lush window was particularly noticeable. It can be moved continuously with one hand in a few seconds. Another plus point: The pillion seat is generous and comfortable, which also qualifies the Multistrada V2 S as a travel machine for two people. The 5-inch TFT display is easy to read in all lighting conditions.

The suitcases in the touring package leave a positive and a negative impression: with a lot of storage space (luggage and a 17-inch notebook can easily be accommodated), but a cracked lock. Similar to the blipper function of the Quickshifter. As before, the gear does not change gears regardless of the load condition and clutch-free downshifts now and then require more and more power until you step on the gear lever.

All new Ducati Multistrada 950 S becomes the Multistrada V2 S testing touring version.

Imptags : Ducati multistrada 950S, 2021 Ducati multistrada 950S, Ducati multistrada 950S become the Multistrada V2S, 2022 Ducati multistrada 950S become the Multistrada V2S,

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