Ducati pitches its downsized Multistrada as the traveler’s motorcycle

NOT that there is a truly bad bike to ride (or even a bad time to ride) — taking a trip on board a motorcycle is the best vehicular experience there is. But, clearly, there are bikes way better than others, just as there are bikes better suited for certain types of riding. Ducati proposes its Multistrada 950, the newly released little sibling to the Multistrada 1200, is best for traveling on any road, at any time.

For its new bike, Ducati takes the Testastretta liquid- cooled 937cc L- twin engine powering its Hypermotard and Supersport models, then grafts this within its familiar trellis frame to create the Multistrada 950. The rationale for the smaller bike is simple; take the legendary touring capabilities of the Multistrada 1200 and distill this in a smaller, less complex and — most important — cheaper package. As Ducati Philippines’ general man- ager Marc de Joya said: “The 950 slots in just below the P1 million mark, but it’s still an excellent traveling bike.”

Take note, though, that the smaller model is no budget Multistrada 1200. The 950 is propped by the same sub frame and swing arm as those on the larger Multistrada’s Enduro version, and the same chassis as the 1200. Also, it inherits its big brother’s riding mode selector that offers Sport, Touring, Urban and Enduro settings to match any possible trip condition, with the bike’s behavior electronically determined by the responses of the ride-by-wire throttle and traction- control devices. What helped keep the Multistrada 950’s price tag down are, among others, its simpler electronics kit, a monochrome LCD screen in lieu of a fancy color display, and a suspension that, while as competent as any in the Multistrada stable, is now adjustable by hand rather by some computerized ghost.

A marked difference between the 1200 and 950 Multistradas — and one that may spell Ducati’s intention at having a two-engine size lineup — is that the smaller model gets a wheelbase stretched by two inches, as well as a 19inch front wheel compared to the 1200’s 17-inch setup. Likely a result of a more relaxed rake angle for the fork, the longer wheelbase should translate into improved stability in a straight line, even if steering may slow down a notch. The larger front wheel pitches in this cause, too, but should also let the 950 take on rougher patches.

Both wheels for the Multistrada 950 are newly designed castalloys ( though spoke rims can be specified as an option), with the front one fitted with dual 320-millimeter discs grabbed by a four-piston caliper, and managed by ABS. Serving as the rear wheel’s brake, also with ABS, is a single disc with a dual-piston caliper. The tire up in front is sized 120/70 R19 while the one at the rear measures 170/60 R17.

Carried over from the bigger Multistrada are the 950’s accessories package, which count in carbon-fiber bodywork pieces, set of panniers and other luggage, the Enduro’s windscreen, LED turn signals, and a Termignoni silencer, among a host of other items.

The lack of power is not a concern in the smaller Multistrada. Ducati reckons the 937cc L-twin will spin out 113hp at 9,000rpm and 96Nm at 7,750rpm, with 80% of the grunt available from a low 3,500rpm. This promises quick responses at the twist of the throttle, as well as discards the need to kick the six-speed transmission down a gear or two when power is craved for immediately. Whether on city streets, twisty mountain passes or cruising a road that goes nowhere in particular, this ability is most welcome.

Traveling really is best done on a bike. —