2023 Ducati Multistrada V4 S Overview
With Wayne Vickers
Following my fast style of the Ducati Multistrada V4 S on the DesertX launch (which you could find on our YouTube channel right here), I used to be fortunate sufficient to have the large Italian pink head in my shed over the Christmas-Summer season break.
Really I ought to say that it was one in all two Ducati’s I needed to play with. The opposite being a DesertX… Clearly I have to’ve been boy this yr.
I spent an honest period of time on the bike in all situations. Commuting, touring on the tarmac, and I most likely spent simply as a lot time probing the bounds on unsealed stuff and got here away each stunned and impressed. It’s a really, very compelling proposition in case you’re taking a look at a full measurement journey bike.
The unique Multistrada was launched into the world in its V2 variant again in 2003 and has subsequently been refined and advanced over the twenty intervening years.
When you can nonetheless get the V2 possibility, us fortunate punters now even have the fantastic, full fruit, Granturismo 1200 cc V4 unit as an possibility as properly. Apparently the V4 engine is 1.5 kilo lighter than the earlier V2 engine too… Engineers eh? Apparently they know stuff.
Now, wonderful just isn’t a phrase I exploit evenly. Nevertheless on this case it’s each justified and obligatory, because it actually is a beautiful, pretty engine, which units the entire tone of the bike. Clean, versatile, pulling cleanly from even under 2000 rpm.
The V4 behaves properly in its varied using modes and is mostly one of the aurally inspiring engines I believe I’ve ridden. The bike sounds good even with the inventory muffler barking out a tune mixed with a meaty, grunty consumption snarl once you actually rise up it.
All that and it goes laborious. Correct laborious. 170 horsepower laborious. Me likey. Very a lot. And I’ve stated earlier than that my private choice for journey bikes might be not on the full measurement finish of the spectrum, in order that’s saying one thing.
I can’t discuss in regards to the engine with out mentioning the quick-shifter which is my new benchmark by which all others will likely be judged henceforth. It’s simply excellent, with a beautiful clean shift and terrific lever really feel. I by no means had any awkward shifts both sitting or standing, it simply does its factor.
It’s greater than a bit ironic {that a} bike with such a versatile engine has the most effective quic-kshifter on the market, as a result of despite the fact that I didn’t have to stir the field I discovered myself doing so simply to make use of it.
The electronics suite is as properly endowed as you’d think about, however the vital bits are that the using modes not solely management the engine mapping and output (and a bunch of different pre-sets like traction and wheelie management), but additionally alters the digital suspension set-up.
Extra importantly, they’re every individually customisable. So when you’ve spent a little bit of time you’ll be able to shortly flick from mode to mode into your finely tuned preferences. Yummo.
It’s not a single button faucet affair like the brand new Tuareg that’s now setting the usual for fast mode adjustments, however it’s straightforward sufficient and might be accomplished on the fly, solely requiring a number of flicks and prods of the multi-toggle controller and so that you can roll off the throttle for a bit.
I spent most of my time in both Touring – the principle ‘street’ mode, or Enduro – the ‘off-road’ mode. However I did spend sufficient time in Sport to really feel the full-on street potential. Let’s discuss that one first.
Transferring from Touring to Sport it was instantly apparent not solely how the suspension had firmed up, however moreso that the throttle response was sharpened and that V4 missile was set to warp 170. A fairly keen throttle and total crisper dealing with steadiness made for very fast progress.
Not simply fast for an Journey bike. Speedy. For any bike. You’d be laborious pressed to drop a V4 S on any street if it was being punted by a half respectable pilot. It critically hauls arse. You’ve been warned – don’t take one on until you’re prepared in your satisfaction to doubtlessly take a belting..
Oddly sufficient although I truly most popular Touring mode, which simply backed issues off barely. Throttle response was a bit of extra forgiving, suspension was a bit of extra plush and it nonetheless had loads of shove. Each on the town and out on the open street it proved to be an excellent factor.
Simple to journey, tremendous snug, only a usually good place to be. Nice climate safety from that beneficiant entrance fairing and display, with no buffeting in any respect from the display. That essential display is definitely adjustable on the go, however I by no means felt the necessity – at its lowest setting it was simply advantageous for me. And mixed with the aspect winglets offered a terrific little cocoon of mild air round me.
Whereas we’re speaking aeros, I ought to point out the decrease flutes (Ducati name them deflectors I’ve since discovered) positioned on both aspect of the bike in entrance of your legs. They funnel air in and onto your legs and little question suck heat air out of the engine bay space – working fairly properly in hotter climate. There’s a little bit of an issue there when it rains although…
They gather and funnel rain and mist and blast it straight onto your shins. Like a hose pointed at your legs. Not solely that however they do look significantly weak to me ought to you have got a lay down even at low pace within the sand or one thing. I’d recommend experimenting with taking these off altogether must you be eager on doing a lot offroading. Or engine safety bars. Or each.
On the street the Multistrada V4 S completely belies its 240 kg weight, being surprisingly agile and simple to flick back and forth or to vary traces. The bike does so in a approach that communicated precisely what was happening again to me in a very inspiring approach.
No it’s not racebike nimble, however the bike is a lot nimble sufficient for street charging and that additional suspension journey over a sportsbike turns out to be useful on what appear to be ever worsening street situations. I’d be laborious pressed to decide on a sportsbike over this even when I knew I used to be going nook chasing. Pretty and steady, soaks up bumps and surprising hits fully with out fuss. #realworldsportsbike
I ought to point out the ergos, as a result of it’s rattling close to good. Sitting or standing is tremendous snug, however what stunned me was simply how good the standing place is. I’m a bee’s whatsit beneath 6ft (181 and a bit cm.. ergh), and the contact factors for my legs fall fantastically between the entrance of the seat and the tank junction in a terrific place that was a simple lock.
It’s pretty much as good a standing place as I’ve ridden on any bike – up there with the Tiger 1200. Higher than the Desert X after I’ve been using them again to again which once more was stunning.
The one unfavorable I see on the standing place is the dimensions of the foot-pegs. Little slim street pegs. If you happen to run a stiff-ish soled journey boot you may not thoughts, however I’d positively recommend choosing a wider foot-peg possibility from the get-go in case you’re going to be doing any severe standing time.
Talking or getting off the overwhelmed monitor, Enduro mode was practically bang on for me out of the field. Energy is dropped to 115 hp, throttle response softened a contact additionally and suspension settings revised.
I solely made one small tweak to stiffen the entrance up one further step simply to keep away from bottoming out over erosion mound lips which additionally helped hold the rear in line, however in any other case it was surprisingly succesful.
Even on the Pirelli STRs that come fitted as delivered the bike actually impressed me. I anticipated it to be way more street focussed than it proved to be, however I received together with it simply advantageous on even pretty tough fireplace trails.
Braking sensible the Brembo ABS does a advantageous job each on and off street, regardless of having a softer lever really feel than I anticipated – they pull up simply advantageous and when you’re used to the levers that entrance might be put to nice use particularly off-road. I discovered the rear to be wanting for energy, moreso on street – I believe a easy pad change would give a bit of extra chew there.
General styling is at all times going to be subjective, however I don’t suppose there will likely be many who say that it’s not a properly executed design. It’s stunning to take a look at from each angle in my eye. Ducati’s designers have accomplished a tremendous job right here once more. They don’t appear to supply many bikes that aren’t good trying do they…
Talking of funds… the one actual wincing second comes on the level the place you take a look at the entry worth. When you’ve ticked the choice for the centre-stand, heated grips/seat and radar (bundled) which I assume most individuals will need to go for – that places you close to sufficient to forty-grand. And that’s earlier than you tick extra containers like engine safety and exhaust choices. So it definitely isn’t low-cost. However nothing good is affordable I assume.
Is it that a lot of a premium over one thing pretty much as good because the Tiger 1200? Solely you can also make that last name, however rattling that V4 is compelling…
I just like the Ducati Multistrada V4 S as a result of:
- That V4 engine is simply elegant. Clean, versatile and greater than sufficient energy for anybody.
- And the quick-shifter is the most effective within the enterprise. Absolute ripper.
- General ergos each sitting and standing are good, onboard is a beautiful place to be.
I’d just like the Ducati Multistrada V4 S much more if:
- That rear brake may positively have some extra energy.
- These aspect airflow deflector thingies aren’t superior within the rain and look weak to me in a motorcycle drop.
- Teeny, tiny footpegs. You’d must go for larger ones in case you’re eager to do a lot standing.
- That worth doesn’t pull any punches both does it…
2023 Ducati Multistrada V4 S Specs
| Specs | |
| TYPE | V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled |
| DISPLACEMENT | 1,158 cc |
| BORE X STROKE | 83 mm x 53.5 mm |
| COMPRESSION RATIO | 14.0:1 |
| POWER | 170 hp (125 kW) @ 10,500 rpm |
| TORQUE | 12.7 kg (125 Nm, 92 lb ft) @ 8,750 rpm |
| FUEL INJECTION | Digital gas injection system, Øeq 46 mm elliptical throttle our bodies with Trip-by-Wire system |
| EXHAUST | Chrome steel muffler, double catalytic converter and 4 lambda probes |
| GEARBOX | 6 pace |
| PRIMARY DRIVE | Straight minimize gears, ratio 1.8:1 |
| RATIO | 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=23/29, 6=25/27 |
| FINAL DRIVE | Chain, entrance sprocket z16, rear sprocket z42 |
| CLUTCH | Multiplate moist clutch with hydraulic management, self-servo motion on drive, slipper motion on over-run |
| FRAME | Aluminum monocoque body |
| FRONT SUSPENSION | Ø 50 mm totally adjustable usd fork, digital compression and rebound damping adjustment with Ducati Skyhook Suspension |
| FRONT WHEEL | Mild alloy forged, 3″ x 19″ |
| FRONT TYRE | Pirelli Scorpion Path II 120/70 ZR 19 |
| REAR SUSPENSION | Totally adjustable monoshock, digital adjustment with Ducati Skyhook Suspension, aluminium double-sided swingarm |
| REAR WHEEL | Mild alloy forged, 4.5″ x 17″ |
| REAR TYRE | Pirelli Scorpion Path II 170/60 ZR 17 |
| WHEEL TRAVEL (FRONT/REAR) | 170 mm / 180 mm |
| FRONT BRAKE | 2 x Ø 330 mm semi-floating discs, radially mounted Brembo M50 Stylema monobloc 4-piston 2-pad callipers, radial grasp cylinder, Cornering ABS |
| REAR BRAKE | Ø 265 mm disc, Brembo 2-piston floating calliper, Cornering ABS |
| INSTRUMENTATION | 6.5″ TFT color show with Ducati Join and full-map navigation system |
| DRY WEIGHT | 218 kg |
| KERB WEIGHT* | 243 kg |
| SEAT HEIGHT | Adjustable, 840 mm – 860 mm |
| WHEELBASE | 1,567 mm |
| RAKE | 24.5° |
| TRAIL | 102.5 mm |
| FUEL TANK CAPACITY | 22 l |
| SAFETY EQUIPMENT | Using Modes, Energy Modes, ABS Cornering, Ducati Traction Management, Ducati Wheelie Management, Daytime Working Mild, Ducati Cornering Mild, Ducati Brake Mild, Car Maintain Management |
| STANDARD EQUIPMENT | Ducati Skyhook Suspension, Ducati Fast Shift, Cruise management, Palms-free, Backlit handlebar switches, 6.5″ TFT color show with Ducati Join and full-map navigation system, Full LED headlight |
| WARRANTY | 24 months (48 months**), limitless kilometres |
| MAINTENANCE SERVICE INTERVALS | 15,000 km / 24 months |
| Valve Clearance Interval | 60,000 km |
Pictures by RBMotoLens
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