Ducati Multistrada 950 [2018-2019]

Why I would buy the Ducati Multistrada 950

It does most things the 1200 does. And it’s cheaper with more accessible power.

Why I would avoid the Ducati Multistrada 950

Because, as luck would have it, I CAN now afford the full-fat Multistrada 1200S!

If I were to put it in the simplest, most straightforward way, I'd say the Multistrada 950 is the consolation prize. You wanted the 1200S, and who wouldn't? It's fast, it's comfortable, it's desirable and it really is many motorcycles in one. But then, spending over Rs 20 lakhs for it isn't everyone's cup of tea.

That's where the 950 comes in. It's cheaper, lighter and less intimidating. But, it still comes with the promise of being many bikes in one. It has riding modes, electronic rider aids and the sound engineering that’s become a hallmark of all new Ducatis.

What’s more, it looks like its big brother the 1200S; so it draws eyeballs and awe in equal measure. And, it has inherited its elder sibling’s virtues. There’s a manually adjustable windscreen, a narrow waistline, great touring ergonomics, slots for saddle bags, a large fuel tank, light controls and even a tight turning radius.

The only thing that’s haunting me here is the ‘consolation prize’ comment. Maybe, the 950 with its lesser capacity and power could actually be the better, everyday bike… 

Well for starters, the 950 might be lighter, but it weighs only 7kg less. And this difference in weight compared to the 1200 just isn’t perceptible.  So, it still takes some muscle to move the bike around.

Thankfully, the weight of the Multi 950 is a whole lot easier to manage once on the move. It’s still a front heavy motorcycle, but with the low seat, and the wide and upright handlebar, it’s easy to find the balance point. So, whether you are filtering through traffic or making tight U-turns, the 950 feels surprisingly manageable.

It’s great on the open road too. The seating is comfortable, the wind protection is decent, the controls are light, and at low three-digit speeds, the engine is both reasonably quiet and calm; as quiet and calm a Ducati engine can be. As a touring machine then, much like the 1200, the Multi 950 works like a charm.

The 950 works on the twisty stuff too. It’s not as intuitive as the 1200 for sure given the 950 runs a larger 19-inch front. But, we never had to fight it while dropping it into corners or getting it upright thereafter. Even through the tighter winding stuff that requires the bike to make quick direction changes, the Multi is more than just manageable; it’s borderline fun. Yes, it’s not the most light-footed or playful big bike we have ridden, but it doesn’t even get close to terms like cumbersome or tedious or heavy (on the move, mind).

We did have two issues with the 950 on the road though. One, we just couldn’t put enough trust into the tyres for serious cornering. And two the braking – even though the brakes have good bite and feel – caused the front end to dive a little too early and a little too excessively. Which was a bit unnerving.

On the dirt, with much lower speeds, the good feel from the brakes are a boon. And in the Enduro mode, the bike also allows the rider to lock the rear brake giving better control when negotiating slippery descents. It’s great to ride standing up too. The balance feels right; it’s easy to hook yourself onto the bike; and with progressive clutch and throttle operation, the 950 gives you the confidence to dance around in the dirt.

But, it might be a bad idea to get carried away. The Pirelli Scorpion Trail II tyres aren’t exactly dirt friendly, so grip is a little unpredictable. Having said that, if you don’t lean on the front too much around tight corners or lean the bike too far on dirt, period, the 950 is definitely up for some trail riding.

The Multi 950 does get hot. Not hot enough to roast your thighs, but warm enough to cause some discomfort. It also doesn’t get a centre stand as standard, so we have no clue how easy or difficult it might be to put it on one that you can buy as an accessory. The brake lever is adjustable for reach but is a pain to adjust with the gloves on.

It also gets riding modes. There are four to choose from – Sport, Touring, Urban and Enduro. In Sport and Touring, the Multi 950 delivers on its full potential, 111bhp. In Urban and Enduro, the power is chopped to 74bhp. Also, the throttle response, and that of the traction control and ABS intervention differs from mode to mode. But, like the 1200, the 950 does allow the rider to customise each mode by changing the engine map, and the stages of TC and ABS.

But, there’s no electronic wizardry to the 950’s suspension as seen on the Multistrada 1200S. What you get instead is a fully – but manually – adjustable 170mm travel USD at the front and an offset rear monoshock riding on a double-sided swingarm. The latter is borrowed from the 1200 Enduro; the reason the 950 runs the same longer wheelbase as the Enduro.

The instrumentation meanwhile is agreeable. Easy to read, detailed and even though it lacks the richness of the S' colour TFT; it's not a turn off. And once you get the hang of it, it's not too difficult to surf through either.

One thing’s for sure, the 950 is a Multistrada. It is more than one bike in one. It can tour, it can commute, and it can handle a bit of trails. It’s not the most exciting around twisties, we agree, but if ridden conservatively, it does get the job done.

So then, is the Multistrada 950 more than a consolation prize for those who can’t afford the full fat 1200S?

You see, the 950 might be lighter than the 1200S, but the difference is almost insignificant. The 950 might also be less intimidating given its output figures, but the latter has all the electronic nannies in the world to hand hold you through 150bhp.

And then there’s the price. The 950 is around Rs 3 lakhs cheaper than the 1200S. So yes, if you can’t afford the 1200S, well there’s some consolation with the 950… but it’s certainly not the better bike, even as an everyday ride.

The Multistrada 950 retails for around Rs 16.5 lakhs on the road in Mumbai. Considering the same genre of motorcycling, one can also buy the Triumph Tiger XCx 800 and the Honda Africa Twin for similar money. Between the two, the Tiger is more road biased and expensive. The Africa Twin on the other hand can do dirt better and is the cheapest of the three. 

Photography by Kapil Angane

1. SOL SS1: An entry-level ADV helmet, the SS1 scores big on ventilation but could do with a better fit.

Price: Rs 6,290

2. Rjay Octane II Jacket: Extremely light with fantastic ventilation, the Octane works like a charm in Indian weather conditions.

Price: Rs 8,500

4. Ixon RS Circuit HP gloves: Not the best full-glautlet gloves I have used but the Ixons do a fair job be it comfort or protection.

Price: Rs 8,000

5. Café Racer Moto Kevlar Jeans: These Kevlar lined denims offer adequate breathability and are comfortable even on long rides.

Price: Rs 4,500

6. Forma Adventure boots: Forma has got the touring, commuting and some bit of off-roading handiness bang on with the Adventure boots. I like them.

Price: Rs 16,000