Motorcycle specifications Ducati950 Multistrada 2019 A desire to get lost

The promise of a Mutlitstrada is to visit every corner of the city, valley or country, whether you're riding flat out on a winding road or a country lane. With the 1260, the entry ticket and the driving force are substantial. Fortunately, a more affordable version, the 950, has been available since 2017. A few minor tweaks add to the fun factor.

trail or crossover, the range on the market is breathtaking. At Ducati alone, there are no fewer than 6 machines to choose from. So the little one has a lot to prove if it wants to make its mark. can we really say "small"? After all, it's almost a 1000. But the sector is experiencing regular cubage inflation. In the face of the competition, it boasts a characterful twin, delivering no less than 113 hp at 9000 rpm and 9.8 mkg at 7750 rpm. There's plenty of power to go around here, enough to get the job done, without resorting to the horsepower orgy of the higher-end segment. When you think that the first entry-level "multi-routes " only cubed 620 cm3, with 63 hp and the price of a Scrambler Icon...
The 937 cm3 Testastretta couldn't care less, with technology light years ahead of the old desmo. It continues its career in the same configuration as yesterday. Mechanically, Ducati has changed nothing... Except for the hydraulic clutch control, which now requires less lever effort. So, where are the differences with theold bike?

design-wise? A little, but nothing obvious. Soon enough, all MTS models went through the evolutionary process, without the styling department really being called upon. A discerning eye will have spotted the reworked shoulders, drawing their features from those of the 1260.
Chassis? Light but more convincing. New rims save 500 grams. Enough to improve the agility of a machine that is already among the sportiest in its class. Even on the trail, a Ducat' is still a Ducat'. No one will suspect that the swingarm is lighter, nor that all the optimizations have lightened the weight by 2 kilos; the details are sometimes where you can't see them.
Electronics? Bingo. This is THE workhorse for manufacturers. The mass arrival of the multi-axis inertial unit has added another layer. The 950 gets one. The 6-axis Bosch IMU offers reactive cornering ABS, a VHC hill-start assistant, automatic stop indicators.... and a number of other improvements on the S version.

one bridge over, one cable beside, always on the lookout for one more corner, the Ducati takes care of its versatility missions with the house DNA, eternally stamped sporty - with more or less dosage depending on the machine. This almost inevitably involves the tubular steel trellis frame, to which a fully adjustable 48 mm upside-down fork is added. The shock absorber is equally adjustable for preload, compression and rebound. As we expect more comfort and investigation from this bike than from a sports bike, we appreciate the 170 mm suspension travel. Always well equipped for braking, this MTS relies on the work of Brembo M4.32 calipers on 320 mm discs. A 265 mm disc is used at the rear. A renewal without variation of the solutions already used on the first 950.

Same pace for electronics. Assistants are the same, except that they will be more effective thanks to additional information transmitted by the IMU. The "Safety Pack" includes ABS, 8-level traction control and 4 driving modes:
- Touring: with 113 hp channelled through a progressive response. DTC is set to level 5 and ABS to level 3, maximizing both braking stability and rear-wheel lift prevention.
- Sport: the 113 grunts are unleashed with a direct response to acceleration; the DTC (Level 4) and ABS (Level 2) are set to a lower setting, with no intervention in rear wheel lift.
- Urban: Power is lowered to 75hp, with progressive throttle response. DTC is pushed to a higher intervention level (6) and ABS is set to level 3, to maximize braking stability and prevent rear wheel lift.
- Enduro: 75 horsepower are enough, with a progressive response to acceleration. The DTC intervention level drops to position 2 for off-road use, while the ABS setting is minimal (level 1), deactivating rear wheel lift prevention.

it's a tricky balancing act between trail bike, tourer and slightly sporty roadster. The Multistrada is not a blend of the three, but a synthesis of their spirits. High on its legs, with a seat 840 mm off the ground, a 19-inch front wheel and a willingness to roam everywhere for one; a pretension to travel with a 60 mm adjustable bubble, two 12V sockets, a USB port, a large digital (but not TFT) screen and arique (but not TFT) with improved visual ergonomics for the other; for the third, a chassis and engine faithful to the dynamism of the Via Aemilia, underlined by a latent impression that staying calm is far from being a priority.

so, is it an evolution or an update? Like I said, it's just a few tweaks. Ducati has reserved most of its new appeal for the S version of the Multistrada 950. For some time now, customers have wanted to be able to benefit from semi-active suspensions without having to crack open a big Multi. This is now possible, as the 950 duplicate offers Skyhook and many other delights: backlit commodos, keyless start, TFT screen, directional LED lights, shifter and cruise control.

ducat' has also thought of a whole series of packs to embellish the machine, depending on the area of use, desire or mood:
- Touring Pack: saddlebags, heated grips, center stand
- Sport Pack: Ducati Performance by Termoni homologated muffler, polished aluminum water pump cover, LED indicators.
- Urban Pack: top case, Tanklock tank bags, additional USB port
- Enduro Pack: additional LED lights, engine protection bars, aluminum radiator guard, aluminum crankcase guard, steel footrests.

M.B - Manufacturer's media