First Ride: 2025 Ducati Multistrada V4S

Ducati recently launched the 2025 Multistrada V4S in the town of Gubbio, Italy. The mountains surrounding this ancient city provided the ideal backdrop to ride Ducati’s most tech-laden adventure tourer since its introduction.

The Ducati Multistrada is an adventure bike, but in typical Italian fashion, it’s big on power, and is more likely to be found carving canyon roads than exploring the deep Canadian woods. However, with its upright riding position, effective wind protection, and long-travel suspension capable of handling rough roads, it has proven to be a versatile long-distance traveler. Its promise of being capable of exploring “many roads” (a loose translation of Multistrada) has also introduced it to a multitude of non-Ducatisti.

In 2020, Ducati introduced the V4 Grantourismo engine into the Multistrada. The Panigale-derived engine displaces 1,158 cc, and in ’Strada tune produces a whopping 167 horsepower and 91.5 lb.-ft. of torque — bona fide superbike numbers from not that long ago. The latest V4S still boasts those impressive numbers, despite being homologated to the newly implemented, moto-specific Euro 5+ standard. Its emissions- and fuel-consumption-reducing cylinder deactivation has been reprogrammed so the two rear cylinders seamlessly shut down at idle like before, but they now remain off at low speed, contributing to a six percent drop in fuel consumption and exhaust emissions.

The V4S carries over the ride modes (adding Wet to the existing Urban, Sport, Touring, and Enduro modes), the “skyhook” semi-active suspension, and adaptive cruise and a blind-spot monitor from the previous model, but for 2025 adds forward collision warning (the gauges flash red if a threat ahead is sensed). It also now boasts a bit of MotoGP sorcery, developed by the Ducati Corse race team. Ducati Vehicle Observer (DVO) monitors data from up to 70 sensors and manages the bike’s electronic intervention systems to react according to the riding environment, in real time.

One new feature shorter riders will appreciate on the V4S is Ducati’s Automatic Lowering Device. It automatically backs off rear spring preload below 10 km/h to drop seat height by 15 to 30 mm depending on the load. It takes about a half second for the rear suspension to drop, and about 1.5 seconds to raise again once the speed exceeds 50 km/h. On the road the system is unnoticeable, though the steering does get heavier until you cross the 50 km/h threshold. If you don’t need it, you can turn it off. The standard seat is adjustable from 840 to 860 mm, but you can get it as low as 795 mm through various options.

On the road, Ducati’s V4 engine is a marvel. It is smooth, with only some light throbbing vibration buzzing the mirrors a bit at speed. You can plod around town effortlessly, with crisp, predictable throttle response at low revs regardless of the selected ride mode, or you can let watch tach climb as the linear, arm-stretching power rockets you into the next corner — if anyone ever complains that the Multistrada isn’t powerful enough, they’ve probably never twisted the throttle past halfway. The standard-issue quick shifter works very well with only a modest firming up of the gear lever when shifting without the clutch.

One of the two test bikes I rode was equipped with Pirelli Scorpion Rally STR adventure bike tires, and I noticed a tendency for it to stand up in turns — a side effect of those knobbier tires on pavement. It’s something I got accustomed to after a few kilometres, and didn’t really notice until I later swapped to a bike equipped with the street-oriented OEM Pirelli Scorpion Trail tires, which turned in much more sharply and remained neutral while leaned over.

The semi-active Marzocchi suspension is surprisingly compliant in Sport mode, and downright plush in Enduro mode. It now incorporates sensors in the fork that monitor the speed and length of its stroke when hitting a bump, and the ECU then adjusts the damping in the shock to prepare it for the same bump. The bike soaks up road irregularities without a trace of harshness on pavement. The rear suspension is now self-levelling, so it automatically adjusts ride height for the load being carried. In Sport mode, even with the knobbier tires, the V4S can go fast enough to shame knee-puck-clad sport bike riders — install street tires and add some bumps in the road, and sport bikes don’t stand a chance.

Wind protection is very good with the adjustable screen in its highest position; only your arms are exposed to the wind blast, and there’s very little helmet buffeting at highway speeds. The screen raises and lowers effortlessly by squeezing a locking tab at its centre; a much simpler, more reliable, and lighter system than any electrically adjustable screen.

One handling trait you can’t get around is the bike’s tendency to nosedive when braking hard into turns. Another is the tall arc your body travels when making tight turning transitions. Both of these handling traits are due to the bike’s long-travel suspension (170 mm front; 180 rear), though this doesn’t hamper handling, and the tradeoff is a plush ride even on broken pavement.

The hard-packed and rocky off-road portion of our ride took us high into the mountains where is was foggy, and damp due to the previous day’s rain. Off-road mode softens throttle response and defaults to 114 hp. It also softens suspension and puts the ABS in off-road mode, which raises front intervention and turns it off at the rear. The bike can handle a quick pace off-road confidently, though I found front-end feedback a bit vague through the handlebar. The folks at Ducati have really dialed in the suspension, because it soaks up big bumps without bottoming, and glides over ruts and dips with very little of that unruliness transferring to the rider.

The 2025 Multistrada V4 starts at $24,295. That’s reasonable you say, and it is. The V4S, however, starts at $31,635. That may be a big chunk of cash for some, but you’ll be getting the latest in electronic trickery, and that marvellous skyhook suspension. It’s not a hardcore adventure bike, but rather more of a road-oriented motorcycle with moderate off-road capability, much like the Harley-Davidson Pan America, Triumph Tiger 1200, Yamaha Super Tenere ES, and KTM 1390 Super Adventure S. These bikes are the modern sport tourers; as capable of rubbing elbows with sport bikes on winding roads as they are of covering long distances almost as comfortably as a luxo-tourer. The V4S does these things exceptionally well, while adding a touch of Italian superbike to the mix.