From the very beginning, Ducati has always tried to focus on being a premium brand with premium bikes. And since riders rarely ride their exotic machines in the real-world, old Ducatis weren’t really too usable for regular duties. In recent times, though, the Italian giant has changed its approach, and you may thank the new owner–Volkswagen–for this.
The result is a lineup of premium motorcycles that is more vast and usable than ever. At the same time, the performance remains exotic, and these are still handmade in Italy. But we believe one bike does these things better than its peers. Here’s who.
The Multistrada V4 Is The Ducati That Balances Exotic Performance With Real-World Usability
With exotic performance in mind, we had to stick to the V4 range. After all, these are Ducati’s most advanced engines right now, with heaps of technology infused into them. That also makes them class-leading (or near class-leading) in their respective segments. In this lineup, we think the Multistrada V4 blends exotic performance with real-world usability in the best way.
Firstly, the Granturismo V4 engine has all of the oomph you’ll ever need without any of the headaches associated with high performance. There are no desmo valves, the service intervals are ultra-long, and the power isn’t peaky. You should also know the Multistrada has the second-highest torque figure in the entire Ducati V4 range. That should mean the best fuel efficiency in the lineup as well.
Cylinder Deactivation And Auto Seat Lowering Sweeten The Pot
A few of these things already help improve the real-world usability. But there’s more practicality if you look closer. For instance, the engine has cylinder deactivation to ensure you don’t feel like sitting on a gas stove in peak summers. The bodywork and air scoops are also shaped to blow hot air away while moving.
Another nifty feature is the automatic lowering device. It drops the seat height at speeds between 6 mph and 30 mph to help you flat-foot better. From personal experience, I can also confirm that getting your feet down on the Multistrada V4 isn’t too hard (I’m under 5’10). If you’re shorter, Ducati sells a lower seat as an accessory, too.
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The Diavel V4 Is A Worthy Alternative
What else in the lineup gets you a similar experience? Well, the Ducati Diavel V4 is in a close second. You get the same engine with the same tech here, but with even more torque low down in the rev range. What might hinder its real-world usability, though, is the low ground clearance. You will encounter bad roads in the real-world, and the Multi V4 will shine on those. Finally, the Diavel costs $8,000 more than the ADV.
The Streetfighter V4 Deserves An Honorary Mention
Finally, an honorary mention goes to the Streetfighter V4. It is a more real-world-oriented version of the Panigale V4. That means a combination of upright ergonomics with extreme performance. All this is in theory, though. Having ridden the hyper-naked, I would not call it too usable in the real-world.
Its high-strung engine will make its presence felt the moment you slow down, and you’ll want to hop off the bike ASAP when it does. Sure, there are fixes for this, but they come at a sizable hole in the pocket. Thus, in stock form, a Multistrada makes for a much better real-world machine.
The Multistrada V4 Has A High-Tech Engine
Diving deeper into the Multistrada, the Granturismo engine is arguably the USP. There are four cylinders laid out in a 90-degree V angle and conventional spring valves, with a total displacement of 1,158cc. This is topped with a lot of usable tech, such as a counterrotating crankshaft and rear-cylinder deactivation.
The former is derived from the world of racing, helps boost torque spread, and reduces the wheelie tendency on the fly. Whereas, the latter helps the bike run cooler and preserve fuel at slow speeds. It also works for longer than before as part of the MY25 update. All that helps produce 170 horsepower and 91 pound-feet, both of which peak around the 10,000 RPM mark.
Service Intervals Are Really Long On The Ducati
Desmo valves had been Ducati’s go-to choice for years until the Multistrada V4 came along. And with conventional springs, the ADV boasts a valve clearance interval of a whopping 37,000 miles. The regular service lies at 9,000 miles, and an oil change is recommended once every two years.
An Array Of Electronic Features Boosts The Multistrada’s Real-World Usability
Like the tech-savvy engine, the Ducati Multistrada’s feature list is super premium. A six-axis IMU starts things off, enabling safety aids like wheelie control, cornering ABS, and cornering traction control. Ride modes and power modes, along with Ducati’s updated two-way quickshifter, round off the safety package.
Aside from this, there are a few necessary creature comforts, too. These comprise cruise control, hill hold control, all-LED lights with cornering function, a crisp TFT instrument cluster, and backlit switchgear. There is no smartphone connectivity, though. That’s a $300 option.
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The Multistrada V4 Can Take On More Than The Usual Roads
Coming to the suspension, the V4 rides on 50 mm USD forks and a monoshock. These are adjustable and feature auto lowering for 2025, while offering nearly 7 inches of travel. Add the 19/17-inch alloy wheels to the mix, and you have a do-it-all package. It should excel both on the road, on broken patches, and on large speed breakers. All of it ties up together to a unique-for-the-segment monocoque chassis carved from aluminum.
The Weight Is Just Over 500 Pounds
Why such a setup, you ask? Well, the driving reason is weight. Compared to regular steel frames, this helps Ducati limit the Multi’s weight to 505 pounds (wet without fuel). That is less than the Harley-Davidson Pan America and BMW R 1300 GS. Other dimensions contribute to the accessibility, too. These include:
- Seat height: 33.1 to 33.9 inches (auto lowering)
- Ground clearance: 8.66 inches
- Wheelbase: 61.7 inches
- Tank capacity: 5.8 gallons