2021-2024 Ducati Multistrada V4S Review | The Italian firm's replacement for the 1260 Multistrada

The key to the Multi V4’s handling dynamic starts, oddly enough, with the engine. Because it’s substantially more compact and mass centralised than the V-twin it replaces – shorter front to rear, shorter top to bottom and only slightly wider – it means Ducati can place it optimally in the chassis (which is itself all-new). This means although the engine is higher in the frame for better ground clearance off-road, the centre of gravity is lower for a more steady, sports-touring handling feel.

The smaller engine also means the front wheel can go up to 19in from 17in for better off-road performance and a lighter, more agile steering, and yet the steering angle can also be reduced because there’s more clearance for the front cylinder bank. At the back, the shorter motor allows a longer swingarm in a shorter wheelbase, giving greater leverage control over the shock and giving better ride quality and better pitch dynamics.

A stiffer, 4kg lighter aluminium monocoque frame replaces the old steel trellis. A double-sided swingarm replaces the old single-sided arm, because it has to take either cast or wire spoke wheels. Coupled with the next generation of semi-active suspension, this means the new Multi has an unrivalled combination of ride quality and handling stability. It feels immediately more stable and less fidgety and active than the lively 1260 V-twin, which was constantly chattering and nattering away to the rider with its agitated steering, like an excited puppy.

The new Ducati Multistrada is smooth, sophisticated and rides like buttermilk in comparison, sliding impressively up bumps instead of arguing with them, refusing to engage with dips and potholes. It’s a serene and hugely impressive performance.

An all-new V4 using the 200bhp+ Stradale unit from the Ducati Panigale V4 and Ducati Streetfighter V4 as a start point. It retains the Twin Pulse firing order and interval for V-twin feel and sound (like two small V-twins firing in quick succession), the backwards-spinning crank for more agility and better stability, and rear cylinder cut at standstill for better heat management. But everything else is different.

The Ducati Multistrada’s V4 is big bored by 55cc from 1103cc to 1158cc, but retuned to make 170bhp at 10,500rpm instead of over 200bhp at 12,750rpm. Torque is 92lbft at 8750rpm; on par with the Streetfighter’s 90lbft, but at much lower revs. So this is, effectively, compressing the V4’s power and torque curves into a shorter rev range, losing the top end but adding a stack of midrange shove.

Compared to the out-going 1262cc V-twin, the V4 is 12bhp up, but makes slightly less peak torque – and after the effects of gearing are taken into account, and the differences in engine feel, the Multi V4 feels just as substantially powerful on the road, but with more smoothness and flexibility. It will trickle along in top gear at tickover without drivetrain lash more common on big V-twins, and has none of the lurching shudder when it’s pinned.

Instead, the V-four delivers the perfect mix of V-twin charisma matched with inline four performance, driving forward with a deceptive midrange bulge, but without an inline four’s screaming top end. It’s a wonderful, intoxicating engine to use, fast or slow.

For the first time since 1978 on a big Ducati, the Multi V4 runs with valve springs instead of Desmo valve gear – it’s cheaper to assemble, lighter, puts less stress on the valve train, and increase service intervals. Ducati are happy to trade a bit of tradition and heritage in return.

The Multitrada is Ducati’s technology flagship with a typically Italian flair to its design and detailing. Every user component, from pegs to levers, switchgear to software functions, is considered with convenience and ease of use in mind, as well as quality.

Ducati also consider durability as a cornerstone of their brand value – which is why the Multi V4 comes with a 9000-mile oil change interval, and 37,000 miles between major valve clearance services. On top of that, the ease of servicing is improved too, with a quick-release air filter needing no bodywork removal, and the switch to valve springs instead of Desmo valve gear reduces workshop time, and labour costs.

Watch: Ducati Multistrada V4 S on the 2021 MCN Fleet

Ducati say their intended rival for the new Multistrada is BMW’s R1250GS, which is an odd thing to say at first because the rival that springs immediately to mind when you see a 170bhp motor in a tall rounder chassis with tons of gadgets and continent-crushing capacity is BMW’s S1000XR – a bike against which the Multi V4 is most obviously similar.

But comparing the V4 to the GS shows how Ducati have sought to expand the Multi’s role. Previously, if you wanted a big-bore Ducati adventure bike you bought the Enduro. Now, you buy the Multi V4 and spec it to Enduro spec with wire wheels and knobblies. It’s the same bike, apart from that, as the model you’d have with cast wheels and happily take to a track day. Or, put another way, imagine putting wire wheels and knobblies on an S1000XR.

So on the face of it, the new Multi V4 is, depending on what shoes it puts on, designed to be as capable off-road as a GS, and as capable on road as an XR. Which is the very definition of a Multi-Strada...

Its other main rival is the KTM 1290 Super Duke GT.

Insurance is likely to be similar to the outgoing Multistrada 1260, and the V4 has no additional security measures beyond, on the V4 S model, keyless ignition.

Service costs have been reduced (see above), but increased fuel consumption over the 1260 V-twin will more than compensate. Ducati claim the four drinks fuel at 43mpg compared to the 1260’s 54mpg; it has more power and twice as many cylinders and throttle bodies.

To compensate, Ducati have increased tank size from 20 litres to 22 litres. But that’s a 10 per cent increase in volume and a 20 per cent increase in consumption – a theoretical 1260 tank range is 240 miles; the V4’s is just over 200. But that’s on paper; in the real world, the V-twin averages around 170 miles (some owners get much more, some less, depends on riding style).

The Multi V4 indicates 38mpg – which means a tank will last 180 miles, if it uses all its fuel and runs out opposite a pump. In reality, you’ll be looking to fill up at around 150 miles.

Ducati won’t say if there are plans to build a 30-litre adventure V4; the range is designed as per the 950 Multistradas – you basically spec the kind of the Multi you want online; which model, which Packs and which accessories; say, a V4 S Sport in Enduro-spec, with wire spoke wheels, Pirelli Scorpion Rally tyres, crash bars, etc – and the factory assembles it just for you.

Ducati Multistrada V4 S vs BMW R1250GS

First published on 25 Faebruary, 2021 by Michael Neeves

With a V4 tuned for real-world grunt and cheaper servicing, dual purpose tyres and a shift from a 17in front to 19in, the 2021 Multistrada V4 S has moved away from its superbike roots and into adventure territory.

It’s all sorts of clever mechanically, electronically and as we discovered at its launch and around our MCN250 route, it impresses more the longer you spend aboard. After a long day’s riding, you’ll be gagging for more.

Swift, stylish and comfortable, the once raucous Multistrada is now more sophisticated and has its sights set on adventure domination… and there’s none more dominant than BMW’s R1250GS.

Both have the kind of meaty midrange thrust that makes an overtake a mere centimetre of throttle away and the Multi’s new ‘Grantursino’ V4 engine acts and even sounds like a big V-twin, thanks its twin-pulse firing order.

It doesn’t rev to the moon and back like the racier, slightly smaller-cubed Panigale/Streetfighter ‘Stradale’ desmo V4s, but its crank spins backwards like a MotoGP bike’s, to keep a lid on understeer, wheelies and backing in.

The GS’s grunt comes from its variable valve timing ‘ShiftCam’ system and gives the flat twin unbridled eagerness from walking pace to its 9000rpm redline (just 1000rpm shy of the Ducati’s). The Multi’s engine is less vibey, but with its extra cubes and fewer pistons the BMW is more urgent on the throttle.

The BMW’s screen is quieter at speed and its wheel adjuster is easy to use, but not as elegant as the Ducati’s one-finger mechanism. Bars are closer to the rider on the GS, making it kinder on your back and its heated grips are hotter.

At 70mph it’s revving at just 4000rpm in top, compared to the Ducati’s more fidgety 4600rpm and the constant tugging from the Multi’s strong engine braking can become tiresome on flowing A roads.

So for long distance serenity the BMW just edges it, but what about the Ducati’s radar-controlled cruise control? Well, there’s nothing quite like your right wrist when it comes to blending and flowing in motorway traffic and the same is possible with a deft twiddle of the BMW’s cruise control switch. The Multistrada’s (always) adaptive system takes all that finesse away.

Even with its newfound adventure focus the lofty Multistrada doesn’t hang around. The 168bhp Ducati is ultimately quicker than the 134bhp GS if you ride it very hard and thanks to its stiffer chassis, shorter travel suspension and grippy Pirelli Scorpion Trail II tyres it’s more stable through corners. Does having a 19in front wheel instead of the old 17in ever hold it back? No.

The Ducati would leave a GS in its wake in a straight-up race, but at normal road speeds the BMW is more engaging. Its flat twin has more poke off the corners than you can shake a Charley and Ewan at and it always feels more urgent and ready to go. Its raw, racy exhaust note is about as far away from the GS’s pipe-and-slippers beginnings as you can get, too.

The verdict

Ducati might have entered BMW’s territory, but the GS doesn’t take it lying down. The Multistrada V4 S is full of tech, raw straight-line speed, huge stability through corners and outright flair.

But the Beemer melts away the miles more easily with a more comfortable bar position, less windblast, hotter grips and a less intrusive cruise control system. The GS is more engaging on back roads thanks to extra punch and fluidity from its boxer engine, has stronger brakes and more effortless handling. It’s more vibey than the mellifluous V4, but you’ll never tire of its deep, cracking exhaust note.

The sky’s the limit when it comes equipment, but generally the BMW is cheaper to buy at equivalent spec and better on fuel… but the Ducati is cheaper to service. They yo-yo in our affections every inch of the way, but the BMW just edges it.

That said, if you’ve always fancied the idea of a GS but want something a bit different… a bit more Italian, the new V4 S is the bike for you.

The Multi V4 range comes in three basic specs; V4, V4 S and V4 S Sport. All three have the same engine, core electronics (traction, cornering ABS, rider modes) and frame, but the S and S Sport come with semi-active suspension, a larger 6.5in TFT dash (5in on the base model) and uprated electronics spec (adds quickshifter, cornering headlights, hill hold, anti-weave control, keyless ignition) and uprated brakes. The V4 S Sport adds an Akrapovic can and carbon hugger. The V4 S and Sport come with a USB port and two 12v sockets.

All three are even more upgradable with a host of the usual accessories, including the aforementioned wire wheels, heated grips, crash bars, centrestand, luggage options (including panniers with an anti-wobble, lateral movement).

And the Multi V4 is the first bike to offer radar-assisted cruise control and radar-assisted blind spot detection. Two sensors on the nose and tail of the bike scan forwards and backwards up to 160m (the front radar range can be controlled via up and down buttons on the left switchgear).

The cruise control uses the information to gently alter the speed of the bike, so when it detects a vehicle in front on the motorway it gradually decelerates to match the vehicle’s speed and maintain the specified distance, then accelerates gently back up when the object has moved. At no time does the bike 'take control' or do anything untoward. You can’t exactly switch off and have a snooze – instead, it’s just to avoid having to constantly disengage cruise control when you come up behind a slightly slower vehicle in front. In use, it’s very effective.

The blind spot detection simply spots a vehicle approaching from behind and alerts the rider with a soft amber light set into the mirror. It’s not annoying and is genuinely useful.