First Ride: Ducati’s Newest Multistrada Is So Good It Redefines Sport Tourers
Riding a motorcycle through Italy is one of life’s great pleasures. But tackling trails and devouring roads through the Umbrian countryside on the new Ducati Multistrada V4 S is like injecting la dolce vita directly into your bloodstream. My first modern Multistrada experience came 14 years ago at the model’s introduction on the volcanic island of Lanzarote. Ducati’s entry into the seemingly contradictory worlds of pavement and dirt riding was a big deal back then. By challenging the venerable BMW GS, the ambitious Italians went mano a mano against an industry icon.
The Multistrada name was already seven years extant before it leapt out of its lane, but the new offering was a giant step forward. The prior version was powered by a modest air-cooled engine and was hardly ready for off-road use; the model name, which translates to “many roads,” was neither rugged nor particularly conducive to longer touring.
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Multiple variants have since been released with varying degrees of off-road capability. The 2025 V4 S ($28,305), the bike I’m astride, strikes a middle ground between the entry-level V4 ($19,995), the upmarket V4 Pikes Peak ($32,995), and the superbike-powered V4 RS ($38,895). Still, I’m gobsmacked by the amount of engineering packed into the latest hardware.
The new Multistrada gathers data from 70 sensors using tech, dubbed Ducati Vehicle Observer, inherited from Ducati’s MotoGP race machines. Equipped with front and rear radar, the latest version of the bike incorporates adaptive cruise control, blind-spot detection, and a forward-collision sensor that illuminates the 6.5-inch TFT display with a red warning graphic when following a vehicle too closely.
The so-called Skyhook suspension now comes with a bump detection system that acknowledges movement of the front fork and, in milliseconds, adjusts rear-wheel damping to quell the ride against the offending surface irregularity. There’s also a new feature that automatically lowers the bike when traveling at speeds below 6 mph for easier reach, following in the footsteps of adventure models from Harley-Davidson and BMW. All manner of techy features comprise the suite of assists, from fully adjustable electronic suspension to linked front and rear brakes that aid stability by lowering the bike’s center of gravity, anticipating factors that might detract from the ideal two-wheeled experience.
My Multistrada ride began in Gubbio, a medieval town in Umbria that’s linked to a charismatic network of back roads and a veritable Jacob’s ladder of remote trails. The power delivery of the 1,158 cc V4 engine is smoothly managed by ride modes which include Urban, Enduro, Sport, Touring, and a new Wet setting. It’s somewhat calming to know that the sophisticated traction-control system makes it difficult to misuse the 170 hp and 91 ft lbs of torque on tap while riding on pavement, but the off-road sections made it clear that there’s still some technique required to wrangling this more than 500-pound beast through loose gravel and wet leaves.
Because Enduro mode loosens the reins and softens the suspension for off-road duty, the onus remains on the rider to negotiate tricky surfaces deftly; our group of experienced motorcyclists made it through the wilderness, save one who dropped the hefty bike and hurt his ankle. Nobody’s perfect and the laws of physics still stand, even with all those electronic aids on hand. At least the versatile Pirelli Scorpion Rally STR tires and electronic safety nets help keep the dirty side up.
Once back on the road, the Multistrada takes command with big power available from the V4 at nearly all engine speeds, and pulls strongly all the way to its peak output at 10,750 rpm. The four-valve, 90-degree V4 features a counter-rotating crankshaft that spins in the opposite direction of the wheels, reducing the gyroscopic effect and increasing stability by making it more difficult to wheelie. While the V4 S’s muscular character isn’t quite as extroverted as the RS model, which uses race-bred hardware and Desmodromic valves for higher output, the V4 S still feels entirely powerful and utterly capable.
The power plant’s rear-cylinder deactivation is now tuned to work while the bike is in motion, and is subtle enough not to be perceptible. Though its heat-reducing effect was a moot point thanks to our relatively cool riding temps, the feature should make for less tortuous heat than its predecessor in warmer weather. Passenger ergonomics have also been made comfier by moving the top case and side panniers rearward.
Despite its large footprint and relatively heavy weight, the Multistrada is easy to whip around a mountain road and lean into corners at brisk speed. Ducati’s Quick Shift feature makes banging through gears easy by enabling clutch-free shifts, and the traction- and wheelie-control systems operate seamlessly, making the rider feel fully in control even when an unexpectedly slick, off-camber corner necessitates a graceful intervention. Similarly confidence-inspiring is the automatic lowering function, which is appreciated because it lowers the center of gravity, making it easier to reach the pavement and maneuver the bike at walking speeds.
For all its big-boned visual bravado and imposing road presence, the newest Ducati Multistrada feels manageable thanks to the mechanical and electronic refinements that have been honed over the years. The paradigm shift from the first air-cooled Multistrada to this bike marks not only the benefits of constant upgrades and improvements, but also the advantages of trickling automotive technology down from parent company Audi.
There are certainly simpler, more affordable motorcycles out there that will eat up the miles and put smiles under helmets, not to mention pricey competitors from such names as BMW and KTM. But for a maximalist Italian expression of everything a sport touring motorcycle can be, the latest Multistrada proves nobody does it quite like Ducati.
Click here for more photos of the 2025 Ducati Multistrada V4 S.
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