DUCATI’S NEXT-GEN V2 ENGINE – EXPLAINED

Ducati’s landmark new V2 engine, as featured in the new 2025 V2 Multistrada, came with some big changes to its predecessor, the much-loved but ageing Testastretta V-twin engine. The new-generation V2 powerplant boasts a host of changes, the most significant of which are its dramatic weight reduction and a somewhat surprising move away from the famed Desmodromic valves (and their need to be serviced all too often). Yes, this all-new V2 engine now utilises valve springs! It displaces ‘just’ 890cc, but still puts out roughly the same peak power (115-120hp) as the outgoing Testastretta 937cc twin – which has proved super-reliable, but is now at the end of a 15-years development curve.

According to Ducati, however, the focal point for the new V2 power output should not be peak hp numbers, but its impressive torque figures. Ducati argues that peak torque of 69lb-ft (92.1Nm) at 8250rpm matters less than the total torque curve or outright speed. The new V2’s continuously variable intake valve timing results in 70% of max torque arriving at 3000rpm, with 80% always available from 2500 to 11,000rpm – giving the rider a torque party in any gear almost regardless of revs. Also of note is that, much like Ducati’s new-gen V4 engines, valve clearance-check intervals are now 30,000km – a very welcome addition to the big twins.

On the manufacturing front, Ducati has built a whole new production line for this new V2 motor which, at its peak, is expected to produce 90 engines per day. Interestingly, each engine is assembled by one engineer from start to finish and takes roughly 110 minutes.

At just 54.4kg, the new V2 powerplant is by far the lightest twin to ever make its way out of the Bologna factory’s doors. It’s also very compact for a twin-config engine, allowing for the svelte design on the Multistrada V2. And we can only imagine it will minimise the silhouette and provide a much lighter and even more tractable ride on a future DesertX model!

DUCATI’S NEW-GEN V2 ENGINE – TECHNICAL DATA

890cc 90° V-twin engine
Weight: 54.4kg (-9kg vs Superquadro 955cc; -5.9kg vs Testastretta Evoluzione 937cc; -5.8kg vs Desmodue Scrambler)
Chain-driven distribution with double overhead camshaft, IVT variable valve timing on the intake, 4 valves per cylinder. 38.2mm hollow-stem intake valves, 30.5mm exhaust valves
Bore x stroke: 96 x 61.5mm
Compression ratio 13.1±0.5:1
Maximum power: 88kW (120hp) at 10,750rpm – 126hp with racing exhaust and maximum torque 93.3Nm at 8250rpm
Version with more powerful alternator and shortened ratios for the first two gears, maximum power 85kW (115.6hp) at 10,750 rpm and maximum torque of 92.1Nm at 8250rpm
Aluminium cylinder liner
Multi-disc wet clutch, servo-assisted and with anti-hopping function
Semi-dry sump lubrication with pressure pump and scavenge pump
Power feed with 52mm diameter throttle body
Six-speed gearbox with the option of fitting the Ducati Quick Shift (DQS) 3.0
Oil change scheduled at 15,000km
Check and eventual valve clearance adjustment scheduled at 30,000km
CO² emissions (WMTC): 120g/km