Ducati Multistrada V2 S | Photo Credit: Kaizad Adil Darukhanawala

There’s something tricky about building a middleweight tourer. Get it wrong, and experienced riders will call it dull. Make it too aggressive, and newcomers upgrading from smaller machines will feel like they’ve accidentally adopted a wild horse. That’s why the 2026 Ducati Multistrada V2 matters.

I rode it everywhere you’re supposed to test a machine like this — the urban jungle, wide highways, tight twisties, broken backroads and even mild trails. Because a middleweight ADV tourer has one job — to do everything without making you feel like you’ve bitten off more than you can chew.

At the heart of the new V2 S sits Ducati’s 890cc 90-degree V2, and it behaves exactly how you’d expect something wearing that badge to behave — completely unhinged in the best possible way. It sprints to the redline with enthusiasm, deploying all 113 bhp like it’s late for something important. Ducati has moved away from desmodromic valves here, adopting chain-driven cams, finger followers and spring valves, along with variable valve timing. The result feels distinctly different from the older 937cc Testastretta engine — smoother in delivery, but no less ferocious when provoked.

And the soundtrack? Even with the stock exhaust, every upshift comes with a cheeky pop and every throttle roll-off is followed by naughty crackles. So, slowing down at signals is almost like announcing your grand entry to others. Yet here’s the clever bit — you can tame it. Power modes, engine brake control, ABS, traction control, wheelie control — it’s all adjustable. You can transform this excitable Italian into something remarkably civilised with a few clicks. It’s like giving a hyperactive dog obedience training; the energy is still there, but now it sits or pounces on command.

fine balance

Visually, the Multi looks substantial, almost intimidating. But the moment you swing a leg over it, that perception dissolves. The 19-litre tank is shaped perfectly for knee grip, the handlebar reach is natural, and while the seat can be set at 830 mm, the taller 850-mm position actually felt more comfortable. Even then, flat-footing wasn’t an issue.

At 199 kg (kerb weight without fuel), it weighs as much as some single-cylinder ADVs built much closer to home. That lightness translates into easy low-speed handling. Crawling through traffic doesn’t feel like balancing on a tightrope. Out on the highway, though, the Ducati DNA shines through. It devours distances effortlessly. Cruising at high speeds feels so relaxed that you’d better keep an eye on the speedometer — unless you enjoy funding the local traffic department. The Pirelli Scorpion Trail II tyres offer excellent grip on tarmac, encouraging you to lean further than you initially planned.

The S variant’s Showa electronically adjustable suspension deserves applause. Switching between ‘hard’, ‘medium’, ‘soft’ and ‘softest’ is straightforward, and ‘Dynamic’ mode continuously adapts damping to the road. It genuinely changes the bike’s character. Feeling aggressive? Firm it up. Riding home after a long day? Soften it. There’s also a practical party trick — a button that drops preload completely, lowering the seat height to help shorter riders or pillions mount and dismount. It’s thoughtful engineering, not gimmickry.

Then there’s the Mumbai test — 40-degree afternoons and gridlocked traffic. The engine temperature climbed to 112°C, but most of the heat was directed away from me. Yes, the tank and seat area warmed up in prolonged traffic, but the moment the road cleared and the throttle opened, airflow sorted things out quickly. For a big V-twin in tropical conditions, that’s commendable.

The electronics package is extensive enough to make some flagship machines nervous, yet it never feels overwhelming. Each riding mode comes with well-judged default settings and you can gradually explore deeper customisation as your confidence grows. It meets you where you are — whether you’re stepping up from a smaller bike or downsizing from something larger and more demanding.

At ₹21.00 lakh (ex-showroom), the Multistrada V2 S isn’t cheap. But you’re paying for explosive performance, a sophisticated monocoque frame, semi-active suspension, a comprehensive electronics suite and that unmistakable Ducati character. More importantly, the Italian marque seems to have understood the brief. A middleweight tourer must thrill seasoned riders while remaining approachable for the ambitious ones climbing the ladder. And the Multistrada V2 does that effortlessly.

© Motoring World

Published on February 27, 2026