2019 Multistrada 950S rated
The new Multistrada 950 S proves you need over 1200cc
With its heady mix of comfort, practicality and performance, Ducati’s superbike-engined Multistrada teases riders away from their sports, adventure and touring bikes on a daily basis. But it’s not always the magic adventuresports bike you’d imagine, that title goes to its smaller-capacity brother: the Multistrada 950, launched just two years ago.
It has all the big bike’s good bits, but it’s even smoother, more agile and, best of all, cheaper. With its 19in front wheel it’ll even roll up its trouser legs and get its feet dirty, too. But there’s never been a bling-tastic ‘S’ version, until now. We’re at its world launch in Valencia to fiddle with its gadgets.
1 Big brother electronics
Just like the Multistrada 1260 S and Enduro, the new 950 S comes with an embarrassment of silicone riches included in the £13,355 price tag. A new Inertial Measurement Unit (now also fitted to the base-model 950) facilitates lean-sensitive traction control and combined ABS, as well as cornering (LED) headlights, a hill-hold system and self-cancelling indicators. You also get an up/down quickshifter and cruise control. Granted, you could take all of the electronic trinkets away and it would still delight, but they add convenience, refinement and for the first time with the 950, that warm, fuzzy feeling only a fully-laden special Ducati can give.
2 Power to entertain
Power comes courtesy of a 113bhp 937cc V-twin. It’s unchanged for 2019 except for a new exhaust and clutch, which is now hydraulically operated for a lighter lever. Unless you’re touring with a very heavy load, there’s never a time where you long for more get up and go. Power delivery is a lesson in ride-by-wire seamlessness and its hollow, cackling airbox roar is somewhere between a factory 916 and Barry White. A service for oil every 9000 miles and valve check every 18,000 will make you sing for joy, too.
3 Floats like a butterfly
First seen on the 2012 Multistrada 1200 S, the 950 gets the latest evolution of Ducati’s Skyhook suspension with semi-active damping and electronically adjustable rear preload. Ducati have refined the system to the point where the damping constantly self-adjusts in the background without you noticing, but you do feel the way the suspension changes between firm and sporty, to soft and comfortable, within the riding modes. You can tune the standard settings further by diving into the menu.
The new 950 has 0.5kg lighter wheels and (enduro-styled) swingarm. Spacious ergonomics and a day-long comfy seat are unchanged, but wind noise is still excessive at speed.
4 High-tech new dash
At the heart of the Ducati’s new electronics system is its classy new 5in TFT colour dash. Not only does it house lots of useful information and controlled seamlessly by new back-lit switchgear buttons, it’s the main interface for all the electronic rider aid adjustments from traction control to engine power, ABS, quickshifter settings, suspension and everything in between. There are over 400 settings, which may sound like a minefield, but on-screen graphics and pictorials make it a piece of cake to adjust. You can even do it over your phone.
5 Rider aids
Effortless gear changes are guaranteed with the new two-way quickshifter, but it always feels a bit brutal on the gearbox using an autoblipper on a big twin. After a day’s riding here at the launch, the traction control and ABS remained untroubled, so is there any point? Well, it’s nice knowing they’re there and they only need to save you once…
6 You can throw it around
It’s so much easier to throw the 950 S around than its bigger brother. With smaller engine parts whizzing around beneath you the bike is easier to turn and with less clattering, low-down power and torque surge to contend with, the 950 doesn’t overwork the rear tyre, set-off the traction control, or tie the chassis in knots.
Ducati have done a great job to disguise its 19in front wheel on the road. The 950 S is balanced, neutral and Pirelli Scorpion Trail II rubber oozes black sticky grip. Our test route doesn’t include any dirt riding, but the bigger front wheel steamrollers nicely over nasty ruts and gnarly tarmac.