2025-on Ducati Multistrada V4 S Review | A host of detail changes for Ducati’s popular tall rounder

Ducati’s Multistrada V4 is the Bologna’s firms best-selling adventure bike and it’s not hard to see why. It’s practical, roomy, luxuriously built, goes like stink and festooned with tech and designer chassis labels. It’s been around since 2021, when it took over from the old 1260 V-twin and this is its first proper update, since.

The detail changes are headed up by Euro 5+ engine tweaks, like many new models in 2025 and benefit the Multistrada V4, the V4 S we’re testing here at its Italian world launch and the V4 Pikes Peak, but not the other Multi V4s in the range.

It’s very much business as usual. The new Multistrada V4 S is still every inch a high-performance all-rounder, loaded with practicality and a race-derived motor with a bite as sharp as its bark. This year’s upgrades add safety and even more friendliness, but it’s largely the same to ride, so no rush for owners of the current model to upgrade.

It’s more sure-footed than ever, although not as sharp handling as some of its rivals, but its new lowering device will be a benefit to many. Its rear cylinder cut system is unobtrusive and the extra fuel economy will be useful on a big tour. The seat can get uncomfortable after a few hours, it can suffer typical ‘tall-rounder’ buffeting on motorways, there’s a fair stretch to the bars and it’s far from cheap, but the Ducati is beautifully built, still makes you feel special and touring tour de force.

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For the V4 S model, with its semi-active Marzocchi suspension, the forks now have an internal sensor to measure stroke travel. When the front wheel hits a bump, the front suspension talks to the rear and tells it how much to brace itself with more, or less damping. As a result, the ride is that bit plusher on rough roads and controlled when you’re pushing on.

As before the lofty Multi feels slightly wayward at first and not as sharp as BMW’s S1000XR or even R1300GS, but once you’re used to its heft it handles precisely and grips superbly. Ducati have also raised the swingarm pivot by a millimetre to reduce squat under acceleration and auto rear preload self-levels to take the extra weight of a pillion and/or luggage.

Ducati introduced a rudimentary lowering device for the Multi V4 in ’22 that wound-off the rear preload by pressing a button at a standstill. New for ’25 and undoubtedly its most stand-out upgrade, is a new shock with more preload to give more of a drop (from 15-30mm, depending on the load on the bike).

It also automatically and seamlessly sinks below 6mph, which lets a tall rider like me get my feet flat on the floor with bent knees. That should make handling a claimed 232kg machine (plus the extra weight of fuel) that bit easier for those shorter in the leg, too. The shock jacks back up again when you get past 30mph. The lowering device can also be deactivated.

A new ABS mode links the brakes rear-to-front, which Ducati says is a benefit around town and two-up. The front brake activates automatically (you feel it through the lever) when you stamp on the rear. It works, but the front comes on too aggressively, if you drag the rear brake into corners, which can be unsettling. There’s also front-to-rear ABS or front-only for off-road.

Despite its new Euro5+ seal of approval, the V4 ‘Grantursimo’ motor’s output remains almost the same. Its claimed 167bhp is just a bhp down and there’s no change for its 92lb-ft torque figure, but both peak 250rpm higher. It’s no surprise the new Ducati behaves as before.

It can be mild-mannered for cruising, or a rapid, wheelie-toting, MotoGP-sounding hooligan when you’re feeling spicy. There’s a fruitier sounding new exhaust and following in the footsteps of the Diavel V4 and V4 Rally, the Multi’s rear cylinders now deactivate on the move, as well as at a standstill. For a ‘big bang’ V4 that acts like a twin, it’s tricky to tell when it’s running on two, but there’s a useful 6% mpg improvement (claimed 43mpg).

MCN’s online Owners’ reviews give a 4.1/5 star satisfaction rating. Early machines had their fair share of teething problems and engines on a handful of bikes even had to be replaced. But Ducati quickly addressed the issues and now the Multistrada V4 has proved to be reliable and robust.

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Now that the Multistrada has a 19in front wheel instead of a 17in it has a whole new set of rivals. It used to just be ‘tall-rounders’ like the BMW S1000XR, Kawasaki Versys 1000/1100, KTM 1290 Super Duke GT and Suzuki GSX-S1000GX, but now it straddles the adventure bike world, too.

With its light off-road ability, the Ducati rubs shoulders with the KTM 1290 Super Adventure S, Triumph Tiger 1200 GT, Suzuki V-Strom 1050, Honda Africa Twin Adventure Sports, BMW R1300GS and Harley Davidson Pan America 1250.

With so many Multistrada V4 versions, packs and accessories available it’s tricky to compare prices like-for-like, but it’s no surprise it sits at the pricier end of the market, but you get what you pay for and none of its competition are as luxurious.

When it comes to this Multistrada V4 S model, Ducati have thrown just about every bell and whistle at it in standard trim. It comes with every conceivable rider aid, a colour TFT dash, top class chassis components and of course a gem of a V4 engine.

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Debuted on the new Ducati Panigale V4, the Multistrada runs a ‘Ducati Vehicle Debuted on the new Ducati Panigale V4, the Multistrada runs a ‘Ducati Vehicle Observation’ (DVO) system. Using the bike’s sensors, it works out the forces acting on the bike from every direction. For example, it will change the wheelie control settings, or the amount of front-to-back linked braking, depending on whether you’re riding solo, two-up or with luggage.

It also refines all the rider aids, from traction control to the electronic suspension, mellifluous quickshifter and everything in between. There’s also new Enduro and Wet riding modes and a collision warning that flashes up on the dash. The old Multi had an intrusive amount of engine braking, which we criticised it for, but a now a three-way adjustable engine brake control solves the problem.

There’s little change to the Multistrada’s looks, other than a slightly reprofiled beak and new colours. The LED headlight internals are revised to give a better spread of illumination and there’s a now ‘Coming Home’ function that keeps the lights on for an adjustable period after you’ve switched off. The TFT dash has detail changes to the menus, too. There are a plethora of accessories and packs available for the whole range.