Review of Ducati Multistrada 950 S 2019
There is almost always a connection between the cubic capacity, functionality and price of motorcycles: small-capacity inexpensive universal motorcycles are of little use in any conditions except the most average ones, while cubic capacity ones most often have a very narrow focus, but cope well with it. But a large cubic capacity is not always required for a motorcycle to be good in its environment.
A few years ago 113 hp. and 96 Nm were considered more than sufficient for a civilian motorcycle. And recent advances in the development of on-board electronics have made it possible to harness even more power - take for example the Ducati Multistrada 1260 with its 158 horses and 128 Nm of torque. But do higher numbers really mean a better bike? After test driving the 950 S, it seems not.
Ducati Multistrada 950 S
The first thing to note is that the new Ducati Multistrada 950 S is equipped with Bosch's inertia sensing device , which enables such nice features as tilt-sensing ABS, traction control, and tilt-activated cornering lights. Additionally, this model features Skyhook Active Suspension, which allows you to adjust spring preload and damping settings using control buttons, and then automatically adjusts on the fly depending on the road surface. The system performs well in real-world driving conditions and stands out significantly from the suspension found on the previous 950.
Continuing the topic of electronics, I will mention that the Ducati Multistrada 950 S touring motorcycle now has cruise control. You can scoff at this as much as you like, but this is a really convenient function - for example, in areas with a strict speed limit (and cameras), you can set a limit above which the motorcycle simply will not accelerate, no matter how hard you turn it. And, of course, like almost all new motorcycles, the new Multistrada has several riding modes (Sport, Touring, Urban, Enduro), within each of which you can adjust the power and response of the engine, adjust the intervention of traction control and ABS, as well as settings pendants. There's also an app (unsurprisingly in a day and age where even a coffee cup can connect to a smartphone) that lets you create your own modes and download them to the bike, in addition to Bluetooth connectivity while you're riding.
On the hardware side, the Ducati Multistrada 950 S motorcycle acquired a quickshifter, combined brakes and a hydraulic clutch, which replaced the cable. The tank holds the same 20 liters of fuel, on which the motorcycle can travel about 320 km. The user has access to several seat options (high, low, etc.), as well as four optional configurations: Tourist with a large volume of luggage capacity, heated handles and a central footrest, Sports with a tuning exhaust and finishing features, Enduro with several protective elements, and finally , Urban with a central trunk and a tank bag. The appearance and ergonomics have remained largely unchanged from the previous version (and are largely the same as the older model). The motorcycle is equipped with a 19-inch front wheel, which is quite good on uneven roads, whether asphalt or dirt.
Ducati Multistrada 950 S 2019
Suspension Ducati Multistrada 950 S
The Ducati Multistrada 950 S is extremely enjoyable to ride. The suspension has become much better, and the electronic settings clearly respond to the change in the nature of its operation. On softer settings it is compliant, but bites and yaws, and on firmer suspension settings the bike feels composed and provides a clear feel of the road from the front wheel. The engineers have done an excellent job of calibrating the settings: at the same levels of stiffness, the suspension really absorbs bumps equally, and you get a balanced motorcycle. Another nice feature is that when you turn off the ignition, the settings are saved. The motorcycle has an excellent balance between nimbleness and stability. When leaned over, it behaves more like a sports naked bike than a touring enduro: it holds its trajectory clearly, which is very lacking in most tourenduros with a 19-inch front wheel on a long fork.
Ergonomics
The ergonomics of the Ducati Multistrada 950 S deserve special praise: an excellent comfortable seat, an on-the-fly adjustable windshield, an excellent seated riding position. True, it’s a little uncomfortable in the rack, but that’s not a big deal; people don’t ride it standing on the pegs for hours. The motorcycle does not pretend to be an SUV, it is a crossover in the best sense, and not a rally projectile.
Ducati Multistrada 950 S
Brake system Ducati Multistrada 950 S
The braking systems on the Ducati Multistrada 950 S, updated this year, are powerful and responsive, and feature tilting ABS. The braking system is combined, and when you press the front brake, part of the force falls on the rear caliper. The braking system components are beyond praise: Brembo monoblocks on 320 discs with a radial master cylinder. There is a claim of three levels of ABS, but I was unable to test this: when I needed to stop, the bike simply did it. The latest generation of Pirelli Scorpion Trail II tires have impressive grip and do not require long warm-up periods.
Engine
The engine's thrust is impressive, even taking into account the fact that the 1260 will tear it to shreds. The 950 engine, soft at lower speeds, produces powerful thrust at high speeds, which is convenient for overtaking. Engineers claim that it produces 80% of peak thrust in the range from 3500 to 9500 rpm, and this seems to be true - traction increases with increasing rpm, but it is not always necessary to shift down to exit a turn. The engine responds instantly to the throttle, which is often lacking in fuel-injected motorcycles. During our test ride, I kept asking myself what my ideal motorcycle could be - and I couldn’t find an answer. Every bike has a character, and this particular one is friendly, undemanding and unobtrusive. This is 100% Ducati, perfectly grips the road and sounds nice.
Engine Ducati Multistrada 950 S
Having opened the first season on the Monster 696, I didn’t get off the motorcycle for a month and realized that I liked absolutely everything about it except the landing. In a sports style with a forward bend and a load on the wrists, you won’t be able to skate for long. There is no wind protection - it blows strongly over 130 and is uncomfortable. Well, a tank of 12 liters with a consumption of 6 per 100 is not at all suitable for long trips, even with breaks. I wanted something more convenient, but at the same time aesthetically no less attractive. And I really like the look of the monster. Models from all manufacturers in the touring enduro segment were considered and the new multistrada S touring version won the competition by a wide margin.
The appearance of the cartoon attracts attention. I never thought that I would like a red motorcycle at all. He looks even better in life)). The S version features electronically adjustable suspension and LED optics. The latter sparkles brightly even during the day, providing additional passive safety. It is also possible to select different “road maps” - all operations are performed using buttons on the steering wheel and are displayed on a healthy display with good graphics. The choice of road maps changes the behavior of the motorcycle - in urban and enduro modes the power is limited to 100 horsepower, the gas response is very smooth, but the shock absorbers, abs, and traction control are configured differently. This makes it possible to slip in the mud during enduro and then calmly ride on asphalt in the rain, excluding the slightest slip.
In touring and sport modes the power is all 162, but the rest of the settings are again different. In sports, tough and sharp. The touring version is fast and soft - for quiet trips on the highway. The touring version is complemented by 2 side sealed (seemingly) panniers and a heated steering wheel. The cases are easily removed and locked with a key. Actually, a key is needed here to open the tank, panniers, and remove the saddle. And so keyless start - if the key is in your pocket, you just press the start button. This is a little scary, because interception of a radio signal, even when it is encrypted, there may be keys... But that’s such bullshit, what to do)). Interestingly, with the weight of the panniers being only 10 kg per pair, in the mode setting menu there is a setting option for “passenger/body kit - yes/no” in all variants. You might think - why describe it in such detail? But the fact is that all this bullshit really works. Despite being half the weight of the monster, it rides and handles lighter, smoother and much more tractable.
A very comfortable fit and easily adjustable wind protection make it easy and calm to ride in traffic on the highway. On a clear road, 160 is a very comfortable speed. You ride calmly on a motorcycle and enjoy it. It’s a matter of a couple of seconds, if you want, to rush past 200. But there are rarely such safe areas - when there is a road fence, there are no ramps/exits and cars. Moreover, the gears are selected with good overlap; you can comfortably drive 40 km/h in 1, 2 and 3 gears. On the other hand, each of them can go 100. I think this gives an idea of the capabilities of the 1.2 L-twin, which, it seems to me, the Italians have brought to perfection in terms of efficiency. With the exception of open roads, where you can be a little hooligan, safe driving means driving according to the rules. Despite the powerful engine, in “city” mode it’s pleasant to drive it slowly. And the moto doesn’t provoke anything to fry, but always has a huge reserve of power for maneuver.
Upd. I wrote the entire previous text back in 2021, when I used the bike only on asphalt. Then I really wanted to learn how to play with it. An in-depth study of the issue showed that on any motorcycle of this class two things decide - rubber and gasket. The stock Pirelli went into storage in the garage, and the good old tkc80 was chosen to replace it as a universal tire. I will not be the first to confirm that her fame is deserved. I would like to try it in comparison with the Aneke Wild bear, but there’s no chance - they don’t make it in the right sizes. But the tx is really good - with it the Mult calmly rides 160 without any vibrations, leans easily and obediently in turns and brakes very confidently. Of course, everything is somewhat worse than on a highway, but for tourism without sports fanaticism it’s great.
However, with such tires, the asphalt is perceived as a necessary part of the path in order to get to the point and turn from it to interesting places. With a little skill upgraded with the help of g310gs, you can climb into the mud, which is what I tried. On dirt, the Kontik is very good for a heavy motorcycle. The grip is much more confident against a light BMW on “all-terrain” tires. Testing various types of coating showed that everything is very good even on wet clay. It “floats” a little, but it handles confidently with a normal grip. For now, loose sand poses a serious obstacle. If this is not a compacted sandy road, of course, but the kind of loose sand in which any 4x4 except cutlets slips, and quads rush along it skidding and their engines humming merrily. The Mult also drives there, but it’s still very difficult for me - only high gas, braking with impulses with the rear brake pressed, so that the front wheel is always unloaded. As soon as you overload it a little, the steering wheel breaks and you lie down. I fell more than once during a lap on a small track like this at the end of last season. There is still something to work out in this. Otherwise it's a great enduro. It can take you not to places and settlements, but to a point in the forest on the map. It’s very comfortable to drive in a standing position, and oddly enough, compared to a BMW, you even get less tired. I thought it would be the other way around.
The motor makes it possible to properly use the weight of the motorcycle. In the mud at low speed, keeping it spinning up you get a noticeable gyroscopic effect of the engine, which allows you to crawl quite slowly in difficult areas. But in general, the key to a successful enduro on an elephant is speed. It will not be possible to drive it in many places where cross-country vehicles will drive at 20-30 km/h. On Multistad you need to do this a little faster. Good grip of off-road tires and a powerful engine allow you to maintain speed, but they require a lot from the rider. At the same time, the suspension has good travel in enduro mode and is very elastic - it can easily be loaded with your weight.
Low speed, on the contrary, in many places does not provide advantages, since the Mult’s landing position is high, as well as its mass, and attempts to push off with the foot while moving will lead to dire consequences for the leg. The G310gs, with its weight of 170 kg and lower landing, is quite possible. On it, I avoided falling in the mud many times by pushing off with my foot. I fell on Multa as many times as I tried. He quickly realized how hopeless it was and changed the technique. Faster instead of slower and immediately began to travel much further. However, there is still a lot to learn. Now I already do it in one go, riding around the lakes along my favorite routes. I would be glad if someone suddenly wants to keep company in the forests between St. Petersburg and Vyborg. Well, or what other options are there, if you have ideas - write!
PS. Please note - there is a hill with sand, at the bottom there is a small square. Only it’s not small, it’s a steep climb, it’s very low.
Cons of the Ducati Multistrada 950 S
Of course, there were some downsides, albeit minor ones. Firstly, the American version only comes with spoked wheels, which are 5 kg heavier than cast wheels. Of course, spoked ones look more stylish, but extra weight is extra weight, and I was convinced of this by comparing two copies on different wheels. With spokes, the bike doesn't respond as readily when cornering, and the suspension doesn't follow road imperfections as clearly. Secondly, the dashboard is somewhat incomprehensible at first glance, but then you get used to it. And finally, the third point is that the hill assist system only works for a few seconds (and it’s very scary when the motorcycle, which has just been safely standing, starts to roll backwards).
