Ducati Multistrada 950 Review
Bike Tested: Ducati Multistrada 950; Road Test No. 897; Test Location: Mumbai
Price OTR Mumbai: Rs. 15,99,255/-
This Ducati can be mistaken for a very big bike, Multistradas are giants of adventure
The last time we rode the Multistrada, it was the 1200 Enduro and right in the next weekend, Ducati launched the Multistrada 950 in India. The 1200 Enduro had quite an impact on me of what a big bike can be. And now, after almost 7 months we’ve had the chance to ride another Multistrada, the 950 on the roads of Mumbai. The time spent with the Multistrada 950 has been a completely different experience. A few expectations were met while a few disappointments too.
Motor Quest: The Multistrada 950 is the youngest offering by Ducati in the Multistrada family. Launched in the year 2017, the Ducati Multistrada is a mixed bag with the Hypermotard’s engine. It borrows a lot of equipment from its elder siblings. The engine comes from the Hypermotard family while the alloys and a few bits are completely new.
So much front mass, the unique design of the Multistrada family
Styling – Every bike in the Multistrada family is a complete look-a-like. Ducati has followed the same design by giving the motorcycles a high-raised heavy front, scooped seat for the rider and an empty yet purposeful tail design. The mass body has been taken from the Multistrada 1200, yet a few things like the swingarm, come from the 1200 Enduro. The cast alloys are totally unique and this is the first Multistrada to get a 19-inch front wheel. The exhaust and the pannier holders have been taken from the Enduro to make it more practical. On the styling front, there’s nothing new as such but a just tad bit of refresh all around.
Wide and easily readable full digital instrument cluster does the job here
Instrument Cluster and Switchgear – The Multistrada 950 gets a completely digital instrument cluster which is similar within the Multistrada family. But here the cluster loses out on a ton of information and even a Bluetooth direct connect which could connect a smartphone to the console. However, the basic information like the speedometer, odometer, trip meters, real-time fuel efficiency, tachometer, fuel gauge and an engine temperature gauge are very well put together. The switchgear also on the Multistrada 950 feels a little basic and slight cost saving is evident. The 950 doesn’t get a keyless option like the other Multis do.
The scooped seat still stands tall at 840 mm which is pretty high
Ergonomics – The ergonomics of the bikes in the Multistrada family are totally identical to one another with an upright seating posture, high raised handlebar, centre-set footpegs and wide dual seats. The rider sits at 840 mm above the ground which is pretty tall. For a seat that wide it feels taller than any other bike. For a person with a height like mine, tiptoeing is the only option to ride the Multistrada 950. The pillion, however, sits very comfortably and yet on a floor above. The 1200 Enduro has electronically adjustable suspension. However, on the 950, the suspension being fully adjustable can only be adjusted manually.
Straight line stability is splendid on the Ducati Multistrada 950
Performance – The fun revving 937cc L-Twin motor has been borrowed from the Hypermotard family. This is the first time a Multistrada has come with a lower capacity mill. Producing the exact number as from the donor family, the engine has its maximum power of 113 BHP at 9000 RPM and the abundant 96 Nm of torque comes at 7750 RPM. This powertrain is high and quick revving and has a different state of tune, unlike the other Multistradas. It gets a decent mid-range and a considerably good top-end. With the four riding modes kept at default, the Sports and Touring get similar power and throttle response. The Enduro and Urban get the least power and in these modes, the bike doesn’t feel like it’s even moving.
The Testastretta engine is borrowed from the Hypermotard family
L-Twin engines have a vivid design, more space for other stuff in and around
The engine heat is very well contained and the fairing design helps the heat flow away from the rider’s legs, unlike the 1200 Enduro. In traffic or slow riding, the heat is evident and can be felt all over. The 6-speed gearbox has a good feel and crisp shifts. However, the clutch feels heavy and is a slipper clutch that only actions on over-run. The NVH levels aren’t the best either and there’s a considerable amount of harshness, more than what is expected from a Ducati engine. Vibrations can be felt on very low or even at very high RPMs and the noise of the L-Twin isn’t really pleasing.
Rider as well as pillion comfort is the forte of the Multistrada
Riding Dynamics – Everyone in the Multistrada family except the 950 gets a wheelie control. However, the 8 levels of DTC and 3 levels of ABS are enough to keep the ride more tamed than necessary. The electronics work really well as the engine isn’t that powerful to challenge the hardware. It doesn’t get cornering ABS either but the sophisticated Bosch ABS system works like a gem. Twin 320 mm discs with Brembo Monobloc brakes and a single 265 mm disc generate enough stopping force that the Multistrada literally nosedives. At a wet weight of 229 kgs, the Multistrada sure is heavy and has not lost much from its elder brothers.
The Multistrada 950 requires rider efforts for spirited riding
The bike feels just as heavy as other bigger Multistradas, yet a little sluggish
The same Pirelli Scorpion tyres do the job on all the Multistrada but here the rear tyre gets a slightly smaller section rubber. The cast alloy design is now revamped and the front has been raised from 17-inch to 19-inch making it less corner friendly. The tubular steel trellis frame does not flex with so much to hold and does the job well. 48 mm front KYB forks and Sachs monoshock at the rear are fully adjustable but would require human effort and a few handy tools. At the default suspension setup, the front acts hard and solid. The rear, however, felt too spongey and wavy even without a pillion.
That’s one beautiful tail-lamp with my favourite thin exhaust
Verdict – The Multistrada 950 has been positioned as an entry-level sports tourer in India by Ducati. It borrows a lot of parts and equipment from its siblings and it is a total combination of what’s good. The hardware, however, isn’t top notch. As it’s an entry-level adventure motorcycle, there are lots of bits it misses out on. However, at almost Rs. 16 lakhs on-road, the Multistrada 950 is more accessible. But if the budget can be pushed by about Rs. 3 more lakhs, the 1200 comes in and with another Rs. 3 lakhs, you can get the best of the lot, the 1200 Enduro.
A look that would scare anyone, yet grabs all the attention it can
What’s Cool
* Designed for the Multistrada family to give a big bike feel
* High revving engine makes it better for high-speed cruising
* Most comfortable 950cc sports tourer in the Indian market for 2-up riding
What’s Not So Cool
* Pricing is a little high for the hardware on offer
* High revving engine has an unhappy low-end and feels harsh
* Non-adjustable seat height, while suspension needs to be adjusted manually
Massive and unique, the Multistradas are just very different
Ducati Multistrada 950 Specifications
* Engine: 937cc, Testastretta, L-Twin, Mono-Spark, Desmodromic, Liquid-Cooled
* Power: 113 BHP @ 9000 RPM
* Torque: 96 Nm @ 7750 RPM
* Transmission: 6-Speed With Slipper Clutch
* Fuel Type: Petrol
* Frame: Tubular Trellis Frame
* Suspension: 48 mm KYB USD Forks (Front), Sachs Monoshock (Rear), Fully Adjustable
* Tyres: 120/70/19 (Front), 170/60/17 (Rear), Pirelli Scorpion Tyres
* Brakes: 320 mm Dual Discs (Front), 265 mm Disc (Rear), Brembo Monobloc with ABS
Ducati Multistrada 950 Dimensions
* Length x Width x Height: 2280 mm x 995 mm x 1470 mm
* Wheelbase: 1594 mm
* Ground Clearance: 184 mm
* Seat Height: 840 mm
* Fuel Tank Capacity: 20-litres
* Kerb weight: 229 kgs
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