Ducati Multistrada 950 vs rivals: Specifications comparison

Ducati has just launched the 2017 Multistrada 950 in India at Rs 12.6 lakh (ex-showroom, Delhi). At this price, it rivals the likes of the Triumph Tiger 800 and the newly launched Honda Africa Twin CRF 1000L. While other rivals like the Suzuki V-Strom 1000 and Kawasaki Versys 1000 are priced similarly, they are, however, no longer available as they don't meet BS-IV norms. Updated Euro-IV versions of these bikes are available overseas, meaning it's only a matter of time before they reach our shores. Click here to read our first ride review of the Ducati Multistrada 950 or scroll down for a specification comparison between this bike and its two main rivals.

Engine and performance

The Multistrada 950 may look identical to its bigger brother, the Multistrada 1200 S, but packs a smaller engine borrowed from the Hypermotard/Hyperstrada 939. This 937cc L-Twin uses Ducati's trademark Desmodromic valves but without the bigger Multi's advanced DVT variable valve timing system. It generates a peak power of 113hp, while torque stands at 96.2Nm. While these numbers sound conservative ahead of the Multistrada 1200's explosive 160hp and 136Nm torque, they are, in fact, segment leading, being 20hp more than the Tiger and 26hp over the Africa Twin. It is worth noticing that the Africa Twin produces nearly as much torque, 91.9Nm, as the Multi but it peaks a fair deal lower than the other two at 6,000rpm. This strong mid-range is typical of an off-road-focused machine and should make for an entertaining dance partner off the beaten path.

At 229kg, the Multistrada 950 weighs just 3kg less than its bigger brother but is still a good 16kg lighter than the automatic-only Africa Twin. The Triumph only shares dry weight figures, but even with a rough 25kg addition to account for fluids, fuel and the battery, the Tiger XRx still weighs a good deal less than its rivals. Regardless, we expect the Multi to be the quickest of this lot, but only a road test will confirm that.

The Africa Twin, with its DCT gearbox, promises to offer a unique riding experience. We expect to ride the Honda shortly and can't wait to discover if the lack of a manual gearbox is something to be missed. Highway manners on all three should be spectacular, with a tall, commanding view, big windscreens and a fat torque band. The automatic gearbox on the Honda should ease low-speed riding within the city, something the smooth and highly tractable Tiger also handles quite well. The Multistrada 950, like most big V-Twins, will probably be a bit grumpy below 3,000rpm but should smooth out nicely above that.

Ducati has just launched the 2017 Multistrada 950 in India at Rs 12.6 lakh (ex-showroom, Delhi). At this price, it rivals the likes of the Triumph Tiger 800 and the newly launched Honda Africa Twin CRF 1000L. While other rivals like the Suzuki V-Strom 1000 and Kawasaki Versys 1000 are priced similarly, they are, however, no longer available as they don't meet BS-IV norms. Updated Euro-IV versions of these bikes are available overseas, meaning it's only a matter of time before they reach our shores. Click here to read our first ride review of the Ducati Multistrada 950 or scroll down for a specification comparison between this bike and its two main rivals.

Engine and performance

The Multistrada 950 may look identical to its bigger brother, the Multistrada 1200 S, but packs a smaller engine borrowed from the Hypermotard/Hyperstrada 939. This 937cc L-Twin uses Ducati's trademark Desmodromic valves but without the bigger Multi's advanced DVT variable valve timing system. It generates a peak power of 113hp, while torque stands at 96.2Nm. While these numbers sound conservative ahead of the Multistrada 1200's explosive 160hp and 136Nm torque, they are, in fact, segment leading, being 20hp more than the Tiger and 26hp over the Africa Twin. It is worth noticing that the Africa Twin produces nearly as much torque, 91.9Nm, as the Multi but it peaks a fair deal lower than the other two at 6,000rpm. This strong mid-range is typical of an off-road-focused machine and should make for an entertaining dance partner off the beaten path.

At 229kg, the Multistrada 950 weighs just 3kg less than its bigger brother but is still a good 16kg lighter than the automatic-only Africa Twin. The Triumph only shares dry weight figures, but even with a rough 25kg addition to account for fluids, fuel and the battery, the Tiger XRx still weighs a good deal less than its rivals. Regardless, we expect the Multi to be the quickest of this lot, but only a road test will confirm that.

The Africa Twin, with its DCT gearbox, promises to offer a unique riding experience. We expect to ride the Honda shortly and can't wait to discover if the lack of a manual gearbox is something to be missed. Highway manners on all three should be spectacular, with a tall, commanding view, big windscreens and a fat torque band. The automatic gearbox on the Honda should ease low-speed riding within the city, something the smooth and highly tractable Tiger also handles quite well. The Multistrada 950, like most big V-Twins, will probably be a bit grumpy below 3,000rpm but should smooth out nicely above that.

Ducati has just launched the 2017 Multistrada 950 in India at Rs 12.6 lakh (ex-showroom, Delhi). At this price, it rivals the likes of the Triumph Tiger 800 and the newly launched Honda Africa Twin CRF 1000L. While other rivals like the Suzuki V-Strom 1000 and Kawasaki Versys 1000 are priced similarly, they are, however, no longer available as they don't meet BS-IV norms. Updated Euro-IV versions of these bikes are available overseas, meaning it's only a matter of time before they reach our shores. Click here to read our first ride review of the Ducati Multistrada 950 or scroll down for a specification comparison between this bike and its two main rivals.

Engine and performance

The Multistrada 950 may look identical to its bigger brother, the Multistrada 1200 S, but packs a smaller engine borrowed from the Hypermotard/Hyperstrada 939. This 937cc L-Twin uses Ducati's trademark Desmodromic valves but without the bigger Multi's advanced DVT variable valve timing system. It generates a peak power of 113hp, while torque stands at 96.2Nm. While these numbers sound conservative ahead of the Multistrada 1200's explosive 160hp and 136Nm torque, they are, in fact, segment leading, being 20hp more than the Tiger and 26hp over the Africa Twin. It is worth noticing that the Africa Twin produces nearly as much torque, 91.9Nm, as the Multi but it peaks a fair deal lower than the other two at 6,000rpm. This strong mid-range is typical of an off-road-focused machine and should make for an entertaining dance partner off the beaten path.

At 229kg, the Multistrada 950 weighs just 3kg less than its bigger brother but is still a good 16kg lighter than the automatic-only Africa Twin. The Triumph only shares dry weight figures, but even with a rough 25kg addition to account for fluids, fuel and the battery, the Tiger XRx still weighs a good deal less than its rivals. Regardless, we expect the Multi to be the quickest of this lot, but only a road test will confirm that.

The Africa Twin, with its DCT gearbox, promises to offer a unique riding experience. We expect to ride the Honda shortly and can't wait to discover if the lack of a manual gearbox is something to be missed. Highway manners on all three should be spectacular, with a tall, commanding view, big windscreens and a fat torque band. The automatic gearbox on the Honda should ease low-speed riding within the city, something the smooth and highly tractable Tiger also handles quite well. The Multistrada 950, like most big V-Twins, will probably be a bit grumpy below 3,000rpm but should smooth out nicely above that.