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Visiting every corner of the city, the valley or the country, whether it is full on a bendy road or franchouillard in the country paths, this is the promise of a Mutlitstrada. With the 1260, the entry ticket and the driving force are substantial. Fortunately, since 2017 there has been a more accessible version, the 950. Some small alterations increase the dose of pleasure.
Trail or crossover, the market offer is enough to make your head spin. At Ducati alone, there are no less than 6 machines to roam everywhere. The little one therefore has a lot to prove in order to find a place for herself. “Petite” can we really say? It is still almost a 1000. But the sector is experiencing regular airspace inflation. Faced with the competition, it puts forward a character twin, delivering no less than 113 horsepower at 9,000 rpm and 9.8 mkg at 7,750 rpm. Just there, we already have a lot of watts under our elbow, well enough to send steak, without falling into the orgy of horses in the upper segment. When you think that the first entry-level “multi-road” only cubed 620 cc, with 63 hp and the price of a Scrambler Icon…
The 937cc Testastretta doesn’t give a damn, with technology light years away from the old desmo. He continues his career in the same configuration as yesterday. On the mechanical level, Ducati has not changed anything … Except the hydraulic clutch control, now requiring less lever effort. So where are the differences with the old one ?
Design side? A little, but nothing obvious. Quite quickly, all the MTS went through the evolution box without the style office being really requested. A shrewd eye will have spotted the retouched shoulders, drawing their features from those of the 1260.
Chassis side? Light but more convincing. The new rims can grab 500 grams. Enough to improve the agility of a machine which is already among the sportiest in its category. Even in trail running, a Ducat ‘remains a Ducat’. No one will suspect that the swingarm is lighter, nor that all the optimizations provide a reduction of 2 kilos; Details are sometimes where you can’t see them.
Electronic side? Bingo. It is THE hobbyhorse for builders. The mass arrival of the multi-axis inertial unit has given it a new lease of life. The 950 gets one back. The Bosch 6-axis IMU allows it to offer reactive cornering ABS cornering, a start-up assistant in VHC rating, automatic stop indicators … and some other improvements on the S version..
A bridge further, a cable nearby, always looking for a further turn, the Ducati will fulfill its missions of versatility with the house DNA, eternally stamped sporty – with more or less dosage depending on the machine . This almost necessarily goes through the tubular steel trellis frame, to which is grafted a fully adjustable 48 mm inverted fork. The shock absorber is just as adjustable, in preload, compression and rebound. As we expect more comfort and investigation than a sports bike, we will appreciate the suspension travel of 170 mm. Always well equipped in braking, this MTS trusts the job of Brembo M4.32 calipers on 320mm discs. The rear is entrusted to a 265 mm disc. A renewal without variations of the solutions already used on the first 950.
Same tempo for electronics. The assistance is the same, except that it will be more efficient thanks to the contribution of additional information transmitted by the IMU. Gathered under the name “Safety Pack”, we find ABS, 8-level traction control and 4 driving modes:
– Touring: with 113 hp channeled by 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 nags tumble down with a direct response to acceleration; the setting is lower for DTC (Level 4) and ABS (Level 2), without intervention on lifting the rear wheel.
– Urban: Power is lowered to 75 hp, with gradual throttle response. The DTC is pushed to a higher intervention level (6) and the ABS setting is at level 3, in order to maximize stability under braking and prevent rear wheel lifting..
– Enduro: 75 horsepower will be enough for him, with a progressive response to acceleration. DTC intervention level drops to position 2 for off-road use while ABS adjustment is minimal (level 1), disabling rear wheel lift prevention.
Playing the big gap between the trail, the road and the sporty roadster is a delicate exercise. La Multistrada does not want to be a mixture of the three but a synthesis of their spirits. High on legs, with a high saddle 840 mm from the ground, a front wheel of 19 inches and a desire to go snooping everywhere for one; a pretension to travel with a bubble adjustable over 60 mm, two 12V sockets, a USB port, a large digital screen (but not TFT) with improved visual ergonomics for the other; for the third, a chassis and an 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 this an evolution or an update? I told you, these are just a few tweaks. Because Ducati has reserved most of the new attractions with the S version of the Multistrada 950. For some time, customers wanted to be able to enjoy semi-active suspensions without having to crack a big Multi. This will now be possible because the doubloon 950 offers the Skyhook and many other delicacies: backlit controls, keyless start, TFT screen, directional LED lights, shifter and cruise control..
Ducat ‘is also thinking of a whole series of packs to enhance the machine, depending on the area of use, desire or mood:
– Touring package: saddlebags, heated grips, center stand
– Sport package: Ducati Performance silencer by Termignoni homologated, water pump cover in polished aluminum, LED indicators.
– Urban Pack: top case, Tanklock tank bags, additional USB port
– Enduro package: additional LED lights, engine protection bars, aluminum radiator guard, aluminum crankcase guard, steel footrests.
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Replaces
950 Multistrada 2019
Model marketed in
2019
2020
Performances
-
Max speed:
200 km / h -
Consumption
medium: 5.50 l
The technical aspect
Ducati 950 Multistrada 2020
- Frame
- Frame: Tubular steel trellis
- Tank: 20 liters
- Seat height: 840 mm
- Wheelbase: 1,594 mm
- Dry weight: 204 kg
- Weight in running order: 227 kg
- Train before
- Telehydraulic inverted fork Ø 48 mm, deb: 170 mm
- 2 Ø 320 mm discs, Brembo 4 piston monobloc radial calipers
- Front wheel:
120/70
– 19
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 170 mm
- 1 disc Ø 265 mm, 2 piston caliper
- Rear wheel:
170/60
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø 53 mm
- 2 ACT, desmodromic
- 4 valves per cylinder
-
937 cc
(94 x 67.5 mm) -
113
ch
at 9000 rpm -
9.80 mkg
at 7,750 rpm - Weight ratio /
power
: 1.81
kg / hp - Compression: 12.6: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 BMW F 850 GS
Gallery
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