I spent a long day doing what comparison tests should really be: two bikes, one loop, repeat. Morning miles on the Moto Guzzi Stelvio, lunch, then swap to the Ducati Multistrada V2 S for the afternoon, and back again for a last blast at sunset. No spec-sheet debates, no lab coats—just boots, gloves and a route that mixes city tangle, sweepers, a ripped-up B-road and a few kilometers of graded gravel to keep us honest.
First Look & Fit: Same Mission, Different Attitude
Parked side by side, these two don’t hide who they are. The Moto Guzzi Stelvio looks like it was carved for long horizons: broad shoulders, tall screen, a set of lines that feel calm and confident. The Multistrada V2 S sits next to it like a runner on blocks—sharper nose, leaner mid-section, a little more “let’s go now.”
Throwing a leg over the Moto Guzzi Stelvio, the triangle is neutral and relaxed. Bars come to you, pegs don’t kink your knees, and the tank shape gives you natural knee grip when you stand. The Ducati puts you on the front a touch more. Not aggressive, just engaged. Both are easy to flat-foot if you’re average height, and both feel lighter moving than they look on paper thanks to sensible weight distribution.
Engines: Character vs. Cadence
Firing the Moto Guzzi Stelvio is a small event in itself—classic Guzzi pulses at idle, then a deep, even thrum that smooths out once rolling. It’s the kind of engine that makes you short-shift because the torque is right there. Out of a 40 km/h corner in third, it pulls with a lazy confidence, like it’s got time and lungs to spare. Crack the throttle and it responds without drama; roll it on a little more and it digs in harder than you expect.
The Multistrada V2 S sings a different song. Livelier, crisper, with a top-end that encourages you to use those last few thousand revs. It’s not a peaky, high-strung thing—just eager. The Ducati quickshifter (up/down on the S) is a nice bonus on tight backroads: clutch for the hairpin if you want, but otherwise click-click and go. The Moto Guzzi Stelvio shift is more mechanical and deliberate—satisfying, actually—but you row it a little less because the midrange does so much of the work.
Throttle mapping on both bikes is well sorted. The Guzzi’s initial pick-up is soft-edged—ideal in town or on broken surfaces. The Ducati’s “Sportier” maps have more snap off the bottom, which feels fantastic when the road opens up. Flip to a milder setting and it calms right down for wet patches or a passenger on board.
Handling & Suspension: Calm vs. Quick
Here’s where their personalities really separate. The Moto Guzzi Stelvio Mid-corner bumps? It shrugs and keeps the line. Big, lazy sweepers? It feels like a freight train—in a good way—needing minimal input to stay settled. Stand on the pegs over a rough section and the chassis talks to you in a low voice: “I’ve got this.”
The Multistrada V2 S, especially with its semi-active suspenders doing their quiet magic, feels light on its toes. Turn-in is quicker; line changes are a flick of the wrists. Hit a nasty ripple mid-corner and you feel the system adjust, firming or freeing as needed, so the bike keeps composure without dulling your feedback. If your favorite roads have fast transitions and late apexes, the Ducati plays that game with a grin.
Brakes & Aids: All the Confidence You Want
Both bikes pack strong, progressive front brakes and a rear pedal you can meter with one toe. Cornering ABS, traction control, and multiple ride modes are present and well integrated. On wet leaves under the trees, I felt the safety net on both machines intervene gently—no drama, just a nudge back into the safe zone. The Ducati layers in a bit more tech sparkle (and simpler, faster menu navigation); the Guzzi counters with a tidy, legible cockpit and settings you set once and forget.
Wind, Comfort & Long Days
Touring screens are a make-or-break detail. The Moto Guzzi Stelvio’s tall screen and broad shoulders create a quiet pocket; I rode visor cracked most of the morning with no eye-watering turbulence. The Multi V2 S has a smaller, sportier screen but still offers clean, laminar flow when you’re in that sweet spot—one-hand adjustment is easy on the move.
Seats? The Stelvio’s is generous and flatter, the kind you appreciate after two hours without a stop. The Ducati’s is firmer and shapes you a bit more “in” the bike, which I liked when hustling. Vibes through bars and pegs are low on both—different frequency, same result: you get to the end of the day with energy left.
Gravel & Bad Pavement
Neither of these is a hardcore enduro, but both will comfortably handle a few kilometers of graded gravel or a broken forest service road. Standing ergonomics are good on the Moto Guzzi Stelvio; it invites that relaxed “touring pace” off-tarmac with tractable torque and measured throttle. The Ducati feels tauter and a touch more nervous on loose over hard—still totally fine, just happier when the surface improves. Drop the power delivery to the softest map and both bikes find traction without fuss.
Passenger & Luggage
Two-up riding is straightforward. The Moto Guzzi Stelvio offers a wide, supportive rear perch with natural grab points; suspension keeps its composure when you add weight. The Ducati is equally capable but feels sportier—your passenger sits a hair closer to you, which some folks prefer. Luggage solutions exist for both: proper hard cases that don’t wobble, top boxes that don’t mess with stability, and wiring that doesn’t require a degree to hook up.
Economy & Range (The Real-World View)
I don’t ride with a spreadsheet, but both bikes did what I’d call “touring-normal” consumption on our loop. Ride them like you stole them and you’ll see the gauge move, ease off and they sip politely. The Stelvio seemed a touch less thirsty at steady cruise; the Ducati returned the favor when I was playing on the tighter stuff. Either way, range anxiety wasn’t part of the conversation.
What Stood Out
Moto Guzzi Stelvio
- Torque that makes short-shifting a pleasure
- Rock-solid stability and a calm, unflustered ride
- Spacious cockpit and easy long-haul comfort
- A soothing engine character that still moves when asked
Ducati Multistrada V2 S
- Lively, eager engine with a sweet quickshifter
- Semi-active suspension that reads the road for you
- Quick steering without nervousness
- Polished user experience: TFT, menus, setup
The Decider: Head vs. Heart (and Roads)
If your calendar says “big mileage, mixed weather, unknown pavement,” the Moto Guzzi Stelvio feels like the right tool—stable, comfortable, and quietly confident. It’s the one I’d pick for a week across borders with a camera bag and no fixed plan: set the screen, aim at the horizon, settle into that lazy torque.
If your weekends are built around your favorite twisty loop, and you like a bike that eggs you on to brake a touch later and pick up the throttle a touch earlier, the Ducati Multistrada V2 S is your partner in crime. It carries speed naturally, loves to change direction, and its electronics melt into the background and just work.
Verdict
There isn’t a wrong answer here—just different flavors of “yes.” The Moto Guzzi Stelvio is the long-distance friend with a deep voice and steady hands. The Ducati Multistrada V2 S is the quick-witted buddy who’s always first to the overlook. I finished the day wanting both for different reasons, which is the best (and worst) kind of problem to have.
If you’re on the fence, ask yourself one question: Do you daydream about the road far away, or the one right around the next bend? Your answer will pick the bike for you.
Technical information Ducati Multistrada V2 S 2025
| Engine and drive | |
|---|---|
| Engine kind | V |
| diploma | 90 |
| Variety of cylinders | 2 |
| Timing | 4-stroke |
| Valves per cylinder | 4 |
| cooling | fluid |
| displacement | 890 cc |
| drilling | 96 mm |
| Hub | 61.5 mm |
| Efficiency | 115.6 hp |
| rpm at energy | 10.5 rpm |
| torque | 92.1 Nm |
| rpm at torque | 8250 rpm |
| compression | 13.1 |
| Combination preparation | injection |
| Throttle valve diameter | 52 mm |
| starter | Electrical |
| coupling | Multi-disc in oil tub |
| drive | Chain |
| Gearbox | Gearshift |
| Variety of gears | 6 |
| A2 throttling potential | Sure |
| chassis | |
| Body | aluminum |
| Body development | Monocoque, load-bearing engine |
| Steering head angle | 65.7 levels |
| Caster | 105.5 mm |
| Entrance chassis | |
| suspension | Upside-down telescopic fork |
| diameter | 45 mm |
| Suspension journey | 170 mm |
| Setting possibility | compression, spring preload, rebound |
| Rear suspension | |
| suspension | Double-sided swing arm |
| materials | aluminum |
| shock absorber | Monoshock |
| Recording | direct |
| Suspension journey | 170 mm |
| Setting possibility | compression, spring preload, rebound |
| Entrance brakes | |
| Kind | double glazing |
| diameter | 320 mm |
| Pistons | four-piston |
| exercise | hydraulic |
| expertise | radial, monoblock |
| model | Brembo |
| Rear brakes | |
| Kind | disc |
| diameter | 265 mm |
| Pistons | Two-piston |
| model | Brembo |
| Driver help programs | |
| Help programs | Driving modes, cornering ABS, engine drag torque management, trip by wire, gearshift assistant with blipper, cruise management, traction management, wheelie management |
| Knowledge and dimensions | |
| Entrance tire width | 120 mm |
| Entrance tire peak | 70% |
| Entrance tire diameter | 19 inches |
| Rear tire width | 170 mm |
| Rear tire peak | 60% |
| Rear tire diameter | 17 inches |
| wheelbase | 1572 mm |
| Seat peak of | 830 mm |
| Seat peak as much as | 850 mm |
| Prepared-to-drive weight (with ABS) | 202 kg |
| Tank capability | 19 liters |
| Driving license courses | A2, A |
| attain | 345 km |
| Mixed CO² emissions | 127 g/km |
| Mixed gasoline consumption | 5.5 l/100km |
| tools | |
| tools | LED daytime working lights, LED headlights, TFT show, USB socket, adjustable windshield |
