Ducati Multistrada 950 test

Menus

• Pragmatic traveler
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Enduro
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Colors
• Accessories
• Video test of the Ducati Multistrada 950

Pragmatic traveler

A specialist in sporting machines with character, Ducati has been able to invest with panache in an already fiercely contested segment. Appeared in 2003, the first Multistrada model was designed around a Desmodue air-cooled 992 cc L-twin.. Its distinctive design and roadworthiness had, however, only given it a mixed reception and a modest career in a sector that was nevertheless dynamic. The Italian trail was transformed in 2010, transformed into a sport GT, carrying a plethora of electronic aids and energized by a new 1200 cm3 block with breathtaking performance. Commercial success, the machine was reviewed in 2013, incorporating piloted suspensions on the S models and even, two years later, a variable valve timing…

Extreme in character, the sport wader is then available in an Enduro version and now in a more accessible Multistrada 950. Less powerful, more accessible and presented as more versatile, the novelty even adopts a 19-inch front wheel. She probably wants to walk in this way, in part, on the roads and lands of competitors well present in the mid-range trail segment. A sector forgotten until then by the manufacturer of Bologna. KTM 1050 (future 1090….), Suzuki DL 1000, Triumph Xcx and XRx and legendary revenge Honda Africa Twin indeed share a growing market. A daring bet whose relevance we will raise during a test on the island of Fuerteventura.

Discovery

Difficult to distinguish the Ducati Multistrada 950 from the 1200 model at first glance. And for good reason, the novelty is strongly based on the basis of high-tech sports maxi-trail. To promote its new mount, the transalpine manufacturer has declined its thoroughbred in a more accessible version, but taking advantage of the same heritage. However, there are essential differences that govern its realization, which we will detail below..

Aesthetically, the resemblance is confusing. Collecting most of its volumes on the front, the Multistrada 950 is only sportiness. Mimicking the sports cars of the brand, its tapered look is crowned with an ultra-short profiled forehead surmounted by a long bubble. This element slides in height very easily on 5 notches by a simple and practical system. Lower down, the imposing spoiler forming large air intakes stretches its volumes, doubled by the marked curves of the long shoulders of the 20-liter tank. The whole is framed by large scoops with complex surfaces taking more of the aerodynamic stabilizer. Although powerful, the general lines are remarkably dynamic elegance..

A style shared by the cast aluminum elements with a slender profile, long plates running from the swingarm axis to the top of the stern and making up a sleek rear loop integrating the discreet case supports. Italian design is not lacking in daring. Long and wide, the pilot’s seat is fixed to this structure, only the passenger seat is released by the associated lock. In composite, the passenger grab handles join in a small luggage rack and the stern ends with a LED light.

The assembly rests on the elegant tubular steel trellis frame of the Multistrada 1200, the structure of which is bolted to the motor integrated as a supporting element. First difference, the latter is the 937 cm3 Testastretta 11 ° L-twin already fitted to the Hypermotard 939. Of course, according to Euro 4 standards, it delivers 113 horsepower at 9,000 rpm for a torque of 9.62 da.Nm. at 7,750 revolutions per minute.

The technical details of the Ducati Multistrada 950

And the differences follow one another. Less excessive, the block does not display housings with the bronzed finish of the big sister. Acting as a 2-1-2 collector and integrating catalyst and soundproofing equipment, a three-chamber pot located under the machine receives the collectors. And, reduced to a single silencer, the ultra-flat exhaust sports a brushed steel end..
Finally, the chain transmission of the MTS 950 is based on a classic aluminum swingarm, but of excellent quality, because borrowed from the Multistrada Enduro model. Banana-inspired, its shape energizes the rear, especially as the shock absorber is shifted to the left. At its base is a screw adjusting compression and rebound and a very accessible thumbwheel takes care of the preload. The front axle receives a 48mm Kayaba inverted fork, less complex than that of the MTS 1200, but adjustable in any direction.

The rims are specific to the 950 model and above all, the front is 19 inches, to face possible outings out of bitumen.

Although placed in a lower range, the MTS 950 is particularly rewarding, benefiting from the 1200 effect. It has an excellent finish and combines quality equipment. Thus, the mirrors are placed on cast aluminum arms, the handguards incorporate LED indicators and the footrest plates are forged. Appearance of surfaces and materials are also flattering. A 12-volt socket is in the cockpit, another under the saddle, next to an accessory socket. In terms of regrets, we note the absence of a standard center stand, ugly hoses on the left side and the presence of a plastic shoe, very compact, a little sad. Finally, only 5 kg separates the 950 from the 1200, the novelty admitting 227 units on the scale.

In the saddle

Good-sized steed, larger than the 1200, the MTS 950 is intended for older children. At 840mm in elevation, the saddle is also quite wide at the crotch and is not adjustable. Despite my eighty-four meter, the machine seems quite tall to me. The 820 or 860 mm option is decided upon purchase and I would still opt for the latter, because the flexion of the legs is noticeable. In fact, slightly set back, the foot controls are not devoid of sporting spirit. On the other hand, the footrests are lined with a thick rubber and the tank only moderately spreads the knees.

The hands grip the handles of the large variable-diameter handlebar without difficulty, mounted on silent-blocks. Saddles and plate ganities fix it on an upper tee displaying the same neat finish. Spartan, incorporating a 12-volt outlet, the cockpit accommodates a single and large instrument unit in the form of an LCD screen and not TFT like that of the MTS 1200. Complete, it displays tachometer, engine speed per bargraph, fuel gauge, engine temperature and the engaged gear indicator is highlighted on the right. In addition, the engine mode is displayed as well as the reminder of the intervention level of ABS and DTC linked to it..

On the handlebars, a push-button scrolls through the odometer, two partials, engine temperature, clock, remaining range, instantaneous and average fuel consumption, average speed, air temperature, travel time and frost warning…. Complete, the display is above all remarkably ergonomic. We regret all the more the always painful inertia presiding over the validation of the choice of maps. To personalize the assistance, the navigation turns out to be a little complex. To be defined at rest and once and for all.

Finally, the clutch lever is adjustable in spacing via a discreet wheel while on the right hand we find the starting system with sliding cursor button

In the city

Quickly awake, the twin pounded the air quite discreetly at low revs, evolving into more serious trills. The gas shots make a mechanism roar without much inertia. We quickly notice the ease of handling of the MTS 950, further from house standards than its siblings. Particularly soft, the clutch nevertheless matches a drier selection. Ducati gearboxes require a break-in to which our test machines obviously did not have access.

The most surprising is the flexibility of the twin, particularly available, even on the last report in town in Urban mode. This makes the evolutions of the same name all the more pleasant and easy. We are far from the brutality of the 1200 model.

Responsive, the MTS 950 steers naturally in traffic, demonstrating very good balance and suspension comfort that is also rather unexpected. The trail already admits a great flexibility, in particular on the front axle which plunges noticeably. This Italian flying carpet is finally particularly pleasant between the walls, especially when maneuvering with a correct turning radius. Enough to calmly contemplate daily use where the studied ergonomics bring comfort and serenity.

Although at ease on the boulevards, the transalpine steed requires an evaluation over wider horizons, just to make his twin speak..

Motorway and expressways

The Multistrada 950 confirms a more obliging character than that of its predecessors. If we perceive mechanical life well, its expressiveness is more nuanced. The machine sets off with vigor, but without fury, however quickly reaching 230 km / h. To do this, the intermediate speeds must be pushed, because the final report serves more consumption than the stimulus. The latter ask to lower a speed to the legal motorway. The engine speed was then 5,200 rpm, leaving the crew to appreciate the most correct comfort. Contained vibrations and above all effective bubble allow it to cut through the air at good speed on long journeys. Little turmoil, helmet fully sheltered, even the shoulders are relatively protected from air flow. A real strong point for a road definitely oriented towards grand tourism. Likewise, at high speed, the course with suitcases remains very good. If the quick connections are satisfactory, let’s see the Ducati’s provisions on the road.

Departmental

It is on the secondary network that we become fully aware of the uniqueness of character and positioning of the MTS 950 in the Ducati range. Predictable, docile, the frame inherits a mechanical character that is more measured and surprising than that of the family. Available at low speed on intermediates, the unit delivers 80% of its force from 4,500 to 8,000 rpm according to the curves provided. But his character is less sporty than usual. It is beyond 6,000 revolutions that the twin becomes nastier, retaining its ardor until the breaker at 9,500 revolutions-minutes. The reduction is quite long, admitting a GT orientation. At a good pace on a tight track, third or fourth gear is then the norm in order to keep the engine in revolutions and a sporty engine range. It is moreover more the power that one makes speak, inducing a particular functioning. Whipped in the towers it is rough and the exhaust resonates with a less seductive metallic rumble. Astonishing for a Bologna twin.

The cycle part is just as intriguing at first glance. Approached at a brisk pace, the many twists and turns of the hilly roads clearly cause the machine to plunge under braking and settle down on the go-around. However, despite significant mass transfers as standard, the damping is quality and the front-to-rear tuning flawless. Especially if we adopt a more suitable pace. Decidedly flexible, the MTS 950 requires some suspension adjustments, especially on the fork. Sensitive to adjustments, the equipment becomes more rigorous once its preload is increased and its trigger closed. The multiple possibilities will make it possible to find a good compromise, but the machine is clearly oriented towards comfort and GT. What she claims.

And agility is in no way hampered, the Multistrada 950 moving from one angle to another without downtime, swiveling briskly on its rear tire in 170. Responsive to the pressure on its wide handlebars and the footrests, it is particularly alert. You can hardly feel the inertia of its 19 "front rim, its open column angle, its 227 kilos and its somewhat free hydraulics..

These last points are more sensitive on strong decelerations and downhill, where the front calipers seem to lack bite to stop the machine. Progressive braking, however, delivers good control and is reassuring. The rear clamp usefully accompanies those of the steering gear, effectively correcting the trajectory in a curve if necessary.

In small corners, you can adopt a sustained piloting and enjoy the grip of the Pirelli Scorpion Trail II. Especially since possible evasions are quickly curbed by the DTC anti-skating. Precise, the Ducati trail allows corrections of trajectories and is decidedly conciliatory in all respects. In tourist mode, its approval is not denied, on the contrary. This is precisely how it reveals its potential for seduction. And at all times, the precision of the throttle grip-injection connection provides great piloting comfort..

Enduro

Unfortunately, we were not invited to test the MTS 950 off asphalt. A place where its new characteristics could surely have been expressed in a very interesting way to gauge its effectiveness and possible shortcomings. A missed appointment at this level.

Part-cycle

Continuing that of the MTS 1200, the 950 is based on a proven and rigid architecture, but now placed more under the sign of tourism. Its comfortable suspensions need to be adjusted to benefit from a pleasant and efficient machine, especially under load. Precise and agile, she guides herself naturally and easily. And the more adventurous will find use in the front wheel in 19 inches, optimizing the guidance out of the bitumen..

Braking

Impressive, Brembo calipers provide sustained deceleration, but lacking consistency on the strongest braking. Progressive, high-end pliers are meant to be easier on a daily basis and as a duo. However, weight and flexible suspensions are felt. The ABS is triggered late in Sport mode but ensures a transparent implementation.

The rear element brings a real plus in sporty road driving, allowing the machine to sit on a curve or correct a slightly optimistic entry..

Comfort / Duo

That’s good for couple trips, both in terms of the ergonomics of the passenger seat and the comfort of the saddles and suspensions. Plastic or aluminum cases easily and aesthetically take their place in their discreet housing. The left one houses an integral, the other being limited by the exhaust.

Consumption

A stylish traveler, the Ducati MTS 950 knows how to drink in moderation. With 6.5 liters of unleaded on average and 20 liters of tank, the steed ensures long stages without recharging its container. Work on electronics and gear reduction is paying off.

Conclusion

The new adventurer on a stiletto heel is definitely a machine apart in the Ducati universe. Clearly oriented GT, the Multistrada 950 is more versatile and accessible at all points. Less demonstrative mechanics and more stable and comfortable cycle part give the trail a different pleasure from that of the 1200. With this frame, the Italian manufacturer intends to fill the gap missing from its premium range: the mid-range trail. A segment where many players are already competing for a vast market.

And not the least, starting with the Honda CRF1000L, combining the qualities both on and off asphalt. Priced at 13,399 €, it is THE machine of the moment. The new Austrian KTM 1090 Adventure is also a very respectable competitor asking for € 12,990. Across the Channel, the Triumph Tiger 800 XCx and XRx deliver dynamic performance of the first order despite a lower displacement for a price of 13,000 and 11,900 €. Finally, the new Suzuki V-Strom 1000, at around € 13,000, ensures a very interesting price-performance ratio..

Faced with these opponents, the Ducati Multistrada 950 counts on its sporty aesthetic, its rewarding construction and a price placed of 13,890 €, or 4,000 less than the superior model as standard. A remarkable price effort for a machine largely derived from the 1200.

Attractive and qualitative, the novelty knows how to skillfully gauge a segment to be taken by storm. Intuitive, pleasant on a daily basis and easy to handle, its less demonstrative character may appeal to bikers seeking more mechanical versatility, always housed in a stylish case.

Strong points

• Powerful aesthetics
• Agility of the cycle part
• Electronic equipment
• Comfort
• Ergonomics
• Finishes

Weak points

• Slow mode selection
• Less demonstrative mechanics
• Braking lacking bite

The technical sheet of the Ducati Multistrada 950

Colors

• Red
• Star White Silk

Accessories

• Touring package: € 718.80
  Side cases, center stand
• Sport Pack: 1.138 €
  Termignoni silencer, brushed aluminum frame protection and brake fluid reservoir cover
• Urban pack: € 570.90
  top case, USB cable, tank bag
• Enduro pack: € 1,378.70
  Ducati Performance components from Touratech: tubular engine protection, aluminum radiator protection plate, aluminum crankcase protector, steel footrests, additional LED lights

Video test of the Ducati Multistrada 950

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