2025 · Adventure · A variant of the Multistrada V4
Differences between the standard Multistrada V4 and the S
Italian V4 With Everything On
The Multistrada V4 S is Ducati's case for one bike that covers every ride with a paved road in it. The heart is a liquid-cooled 1158 cc V4 making 170 hp at 10,750 rpm and 91 lb-ft at 9,000 rpm, and what stands out is how hard it pulls low in the rev range for an engine that also loves to spin. Around it sit a genuinely sporty chassis, a 19-inch front wheel, and electronic, fully adjustable suspension that is the best thing on the bike. The S adds a steering damper to the standard model's equipment. Cornering ABS, traction control, wheelie control, adaptive cruise and keyless start complete a very dense package.
On the road, this is Ducati at its most usable. It's strong and precise, and far easier to live with than the spec sheet suggests. The questions start where the pavement ends. By my own yardstick an adventure bike needs at least 7.9 in (200 mm) of travel, and the S offers 6.7 in (170 mm) up front and 7.1 in (180 mm) at the rear, with 511 lb wet to manage. That makes it a gravel-road traveler, not a trail tool. Ownership has two points to check: front brake hoses have been reported to split or melt, and higher-mileage bikes can stumble when you first open the throttle. Buy from a dealer who knows about both.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 170 hp (125 kW) @ 10,750 rpm |
|---|---|
| Torque | 91 lb-ft (124 Nm) @ 9,000 rpm |
| Displacement | 1158 cc |
| Engine | V4 |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 330 mm |
| Front tire | 120/70-19 |
| Rear tire | 170/60-17 |
| Wheelbase | 61.7 in (1567 mm) |
| Ground clearance | 8.7 in (220 mm) |
| Front travel | 6.7 in (170 mm) |
| Rear travel | 7.1 in (180 mm) |
| Seat height | 33.1 in (840 mm) |
| Wet weight | 511 lb (232 kg) |
| Fuel capacity | 5.8 gal (22 L) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Lighting
Safety
The named systems that set this bike apart — and what each one does for you.
Rider aids
Swing a leg over and the first number you notice is the seat. It sits at 33.1 in (840 mm) and adjusts, so shorter riders can bring it down a little. The 511 lb wet weight makes itself known when you paddle it around a parking lot, then fades once you're rolling. Keyless start means the fob stays in your pocket. The windscreen adjusts by hand, the TFT is easy to read and pairs with your phone, and the LED headlight throws usable light when a day runs past sunset. A 5.8 gal (22 L) tank is a sensible size for stringing long stages together. My one reservation from the saddle is for tall and heavy riders. The seat-to-peg relationship folds long legs tight, and after a full day you feel it in your legs and lower back.
The Multistrada V4 S (MY2025-S) builds on the standard Multistrada V4: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Most of what I know about how a bike lives with its owners comes from listening. That means paddock talk, long evenings at club meetings, chats with owners standing next to their bikes, and the messages riders send me once the miles pile up. On the Multistrada V4, those voices agree far more than they disagree. The praise goes to the engine, the suspension and the rider aids. The grumbles are about weight, price, and what a long highway day does to your backside and your helmet.
The engine is what riders talk about first, and they rarely talk about it calmly. They describe superbike-level performance, a torque curve that builds evenly and then rushes hard at the top, and a sound they clearly enjoy. The same owners stress that it is just as happy at a relaxed pace. Rear-cylinder deactivation now works while riding, and owners consistently credit it with better fuel economy and less heat. A minority reports a rougher side. Below 4,000 rpm the V4 can shudder when lugged, and those riders say it pushes them toward using more revs.
The electronics come up almost as often as the engine. The automatic lowering device is a favorite. Riders say the drop in seat height as the bike slows makes stops far less tense, and shorter owners mention it again and again. The Marzocchi Skyhook setup, with its new fork stroke sensors, is described as soft over broken pavement yet composed when the pace rises. Owners also name the predictive DVO system, adaptive cruise, blind spot monitoring, cornering ABS and the new Wet mode as features they rely on in everyday riding. For touring, people point to the quality of the finish, comfortable room for two with more space for the passenger, and the luggage and other touring options Ducati offers. Many call it a genuine continent-crosser with good wind protection.
The most frequent gripe is mass. Riders describe it as one of the heaviest machines in its segment and feel it most at walking pace or when moving it around on foot. Price follows closely. It starts well above its key rivals, though several owners who raise the point concede that the technology and build quality account for some of the gap. The comfort complaints are more specific. The stock seat is said to go hard after three to four hours, with hot spots setting in, and some feel that undercuts the bike's long-distance talent. Helmet buffeting at sustained highway speed is another shared note, which riders consider typical for tall bikes of this kind and say screen adjustment eases. The newest criticism is about linked braking. With the mode that brings in the front brake from the rear pedal, owners who trail brake or drag the rear in tight corners report an abrupt front-end dive that unsettles the bike.
Front brake hose failure
Some owners report front brake hose splitting or melting, causing loss of brake pressure and effectiveness. Technical service bulletins may be issued to address the issue.
Ergonomic challenges for taller/heavier riders
Riders above average height and weight report discomfort with the seat-to-peg relationship, leading to cramped legs and lower back strain on longer journeys.
Throttle hesitation on acceleration
Higher-mileage examples may exhibit a stumble or hesitation when initially opening the throttle, often attributed to fuel system fouling or sensor degradation.
Where this Ducati Multistrada V4 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Multistrada V4 is actually built for.
Honestly, no. At 511 lb with 6.7 in of front travel, this bike gets you to Moab in comfort but isn't built for technical slickrock or deep sand. Pick something lighter for that work.
Made for Bar M / Kane Creek · Imperial Sand Dunes · Johnson Valley OHV Area
This is your bike. Strong low-rev pull, a sharp chassis and adjustable suspension turn a 300-mile day of Blue Ridge curves into the best part of the trip.
Made for Black Hills · Blue Ridge Parkway · Cherohala Skyway
It covers big distances well, with adaptive cruise, a 5.8 gal tank and suspension you can set for a full load. Taller riders should check the seat-to-peg room before committing to weeks in the saddle.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Multistrada V4. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2021–2024
160 Horses, Full Electronics
Competitor · 2020–2023
165 Horses in a Touring Jacket
Same Platform · 2023–2025
The Superbike That Tours
Roughly $6,800 pricier used than this bike at 1 yr