This Compromise Flies: 2017 Ducati Multistrada 950

By Paul Fenn

Contributing Editor

They said the 2017 Ducati 950 Multistrada was an enduro. That was the word used by the Ducati California rep. I was ready to ride it hard offroad, as I do my own enduro, and to be cruel and unusual, if it came to that.

The original plan was to compare this machine, feature by feature, to my 2009 KTM 950 Super Enduro R. For clarity's sake, and for anyone unfamiliar with the whole on/offroad thing, an enduro bike can be loosely defined as "a motorcycle mechanically suited to extended cross-country offroad courses with wide-ranging obstacles and challenges" – and also suited to paved roads in the case of large enduros or adventure bikes (800cc-and-above range).

It’s also worth mentioning that I’d not yet encountered this bike on the streets, and had made a point of not researching it or its specs before fetching it from Ducati Canada HQ in Toronto. I wanted to go in blind.

At first glance, it’s clear this is no enduro

Not in tire, suspension nor ground clearance is this an enduro. Okay, now I'm ready to get ugly with this unfortunate press bike. I swing a leg over, thumb the ignition and take off into the heat of an August morning. The seat, ooh the seat, is the first surprise. Soft, shapely and enrapturing of a bony gluteus maximus and long tolerated by one, so it would come to pass.

Now to put some open road in front so we can see what’s available in the woo-hoo department. I loose a big old braaap, and am again happily surprised by the sound of the intake as it crosses the 5,000 revs mark, though I can barely detect any exhaust symphonics. The muffler is indeed quiet, especially for a Ducati. Not complaining, given that one ear already has a never-hibernating cicada living in it.

Power is not too shabby at all. With its 937cc L-Twin Testastretta offering up 113 horsepower/70lb-ft of torque, and 80 percent of peak grunt available between 3500-9500 rpm, I should think not. The claimed weight is around 500lbs wet, which puts it in a slightly higher weight class than my 950 (at 450lbs wet plus toolkit and a dirty rag) but with about 15 more horsepower. Its power will not detach your arms from your torso, and once at home that night, some research reveals that it’s not sold as such. Liking the honesty.

Urbane and well-mannered

Around the city, the 950 demands little and gives a lot. Acceleration is there, you just have to wring it out a bit to get rowdy. At any speed, general handling and the need for an urgent change of direction are matters of amenable, effortless cooperation. Filtering is a breeze. Parking a delight. Girls are smiling. Men are giving it the thumbs up. There's not much to hate, dammit.

Days, later, on a fine Sunday late-afternoon, we head out from Toronto to the Niagara Escarpment, for the nearest and best twisty, paved, hilly roads, plus some gravel. Highway riding is proper comf. Passing anything quickly is nothing. This bike's getting more fun by the minute.

Exiting highway to some rough country

Dodging potholes is a piece o' cake. It becomes a game of waiting till the last possible instant, then deaking to the left or right of them. This 950 does not feel at all big or laborious. It’s far more flicksome than my 950. That would be the 19-inch front wheel vs. 21-inchers on the KTM.

A shady, dry tractor trail reveals itself between cornfields. I decide to give it a go, despite tires that are decidedly not dirt oriented and all the other factors casting doubt on the bike’s alleged enduro capabilities. The gravel, packed mud, dry puddles and low-altitude woops it handles with ease, as expected. But after a few big dips, hill crests and attempts at minor jumping and drifting while at speed, I knock it off and turn back. For, I neither want to drop this very clean and undamaged machine, nor be an asshole to it. Damn thing has won me over.

Let's be clear

This is a road bike… with some basic non-tar capabilities. I would not recommend taking it onto hard trails. You’ll not be delivered unto evil, but you’ll not be well catered to either. This is, however, a great bike for a hell of a lot of other purposes, touring being chief among them.

But, as stated, it’s also a sound city and commuter bike, an upright (as in seating position) alternative to a cruiser, and, well, may it be declared without insulting Ducati… it's a solid second motorcycle after, say, a season spent mastering basic riding technique on a smaller starter bike. This is meant only with the best intentions. For the 950’s overall ease of controllability and lack of unpleasant or dangerous surprises make it such an approachable, enjoyable a ride for the semi-experienced or small-of-stature rider.

Yet its plentiful power and torque make it a bike you’d want to get to know well, gain experience on in a safe, enjoyable setting, and eventually ride for 100,000+km, while devouring the world.

All of that makes it a success

Would I buy one? If I had unlimited cash inflows, sure. But I’m not really its target market. This is not a bike for the speed addict or adrenaline junky or the stump-jumper. But for anyone who's not those things, it may well be the right choice.

Here’s the spec sheet. See below for the best and worst of it.

Loves

Seat – Possibly the most comfortable of any bike I’ve ridden

Riding position – Also superb, and the removable footpeg rubbers enable you to drop your feet down more if needed

Pavement handling – Second to almost none. It/you are ready to react to virtually anything at any speed. Also exceedingly well-balanced and grounded at slow speeds, making it ideal for urban prowling

Minimalism – I'm not a huge fan of tons of bike tech, which will eventually go wrong and take up your time or money or both. The 950 keeps it to basics

Engine – Fun, powerful, but predictable and non-feral

Warranty – 24 months with unlimited mileage is not to be snickered at

Likes

Power – It’s easy and light at low RPMs, but once the throttle’s cranked, it comes alive with plenty of game and Ducati attitude

Windscreen – Adjustable via one hand on the fly, alas not high enough to reduce helmet buffeting for this six-footer. That’s on me though; no bike I’ve owned or reviewed has kept the boxing gloves offa my helmet

Handguard-mounted turn signals – Everyone knows you’re turning. Just don’t drop it – they look expensive

Styling – I received a number of compliments on the bike from a broad section of admirers. I like it, but for its refined look, rather than its badassedness

Fuel capacity – Depending on how rough you play, the 20-litre/5.3 US gallon tank will take you far

Maintenance – Ducati claims the 950 has the lightest service schedule in its class, which is smart design

Riding modes – It has the usual ride modes of modern-era bikes, with the Ducati Safety Pack (ABS + DTC). This is enough

Cost – Starts at C$15,295, which compares favourably to other bikes in its class – and it’s a Duc

Non-Loves

Cockpit sound – it was a touch on the white-noise end of things. A bit too much engine, not enough exhaust note

Many thanks to Ducati Canada for loaning the bike. As always, the opinions in this review are mine and neither influenced nor subjected to inspection nor alteration by the manufacturer.

Consume more of Paul Fenn's reviews and longwindedness here.