Takeaway: The 2025 Ducati Multistrada V4 S is expensive, exclusive, but also highly capable and almost infinitely configurable. It can be set up as a high-speed sport-touring two-up tourer or a knobbie wearing ’round-the-world exploration mount. The hugely powerful 170-horsepower V4 motor is light-speed quick, yet still easily controlled at a walking pace on a tight, technical trail far from pavement. New tech and numerous design tweaks for 2025 improve comfort, safety, efficiency and allow riders more control than ever before.
William Roberson
Just over two decades ago, Italian motorcycle maker Ducati, best known for their high-performance street and race bikes, dipped a toe into the off-road world with the first generation of “Multistrada” machines. The bikes caught a bit of blowback for their rounded, somewhat bulbous styling, but Ducati fans snapped them up anyway and proceeded to make them much more off-road worthy than the factory intended. The company took notice, and over the decades, the Multistrada grew and transformed into a steadily more robust exploration platform, culminating in the stout 1260 Enduro model a few years back.
But the Multistrada has never really been about taking on the BMW and KTMs of the adventure riding world; the name “Multistrada” translates to “many roads,” and over time, the Multistrada has truly become Ducati’s jack-of-all-trades platform, with different models skewed towards sport touring, adventure riding, and even some hooligan winks with the Pike’s Peak variant. A couple of years ago, Ducati slipped its new V4 motor into the Multistrada and, for 2025, added some worthy updates to the platform. I recently got a chance to ride two versions of the latest generation Multistrada “S” both on and off-road in the central mountains of Umbria, Italy.
What’s New For the 2025 Multistrada V4 S?
The V4-powered Multistradas use the “Granturismo” motor that makes a claimed 170 horsepower at 10,700 rpm and 91-pound feet of torque at 9,000 rpm, but Ducati says revised rear cylinder deactivation as needed make the engine 6% more efficient and Euro 5+ compliant while being more transparent to the rider. In the six-speed gearbox, the first-gear ratio is a bit lower for improved off-road control. A slipper clutch and up/down quick shifter are standard. A Multistrada 937cc V2 Twin remains in the lineup for those who insist a Ducati has two cylinders instead of four.
The rear seat geometry is revised to give passengers a bit more room, which in turn gives the rider a bit more space. Passengers will find more legroom and less interference from the optional aluminum or polycarbonate panniers. The rear swingarm pivot has been moved ever so slightly (I’m told “1 millimeter”) to better offset chassis squat under acceleration. The rear swingarm is now a two-sided spar instead of a single-sided design, but the Pikes Peak version will still sport a single-sided swingarm.
Multistrada V4 S models that I rode now include semi-active Marzocchi suspension operated by the Ducati Skyhook system. Skyhook now includes a new electronic “Bump Detection” connection between the front forks and rear monoshock. As the front fork operates, an internal stroke sensor sends information to the rear monoshock, essentially telling it what to expect in terms of bumps in the next few milliseconds. It then adjusts on the fly. The system is not active when the bike is in “Enduro” off-road riding mode. Enduro mode allows users to deactivate rear wheel ABS deactivation and automatically lowers front wheel ABS sensitivity. Both Enduro mode and a new “Wet” riding mode restrict motor output to “only” 114 horsepower. The riding modes, safety features, suspension, and even engine braking level, can all be adjusted via menu controls or with the Ducati Connect app.
In Sport, Touring, Urban, and the new Wet modes, the Skyhook system will also automatically lower the bike by 15 to 30mm as speeds dip below ten kph (about six mph) for better control at stops. I first saw this feature on the Harley-Davidson Pan America Special adventure bike in 2020. On the Ducati, the system is weight-sensitive and adjusts how much it lowers. It also levels the bike under load. The lowering feature can be turned off with a simple bar-mounted button.
Ducati Vehicle Observer, known as DVO, has been added to the Panigale sportbikes, and it acts as a systems manager for wheelie control, ABS, traction control, and so on, making adjustments to system dynamics many times per second. Ducati has also linked the front brake to the rear brake lever. If the rider mashes the rear brake pedal in a panic stop, the front brake sees some activation, while the internal digital safety systems vary the amount of front braking according to load, ride mode, and other factors.
The Multistrada V4 S includes active “smart” cruise control by way of radar units front and back. The rear sensor also informs the blind spot warning system by activating yellow blinking LEDs atop the mirrors when a vehicle is in the bike’s blind spot. The smart cruise varies engine output to regulate speed rather than activating any braking. Additionally, the V4 S and Pikes Peak now included an adjustable two-stage collision warning system via the phone-friendly 6.5-inch TFT color display panel. The initial collision warning activates a blinking red collision graphic, while the second warning is a bit more visually intrusive. However, neither warning will activate any braking. During strong braking, the rear tail light will strobe. Ducati has also added a rear red “fog light” to make the bike more conspicuous in low-visibility conditions.
Ride Time: Misty Mountain Hop
I set off from beautiful Gubbio, Italy, with a small group of riders, all of us aboard the V4 “S.” We were split between base V4 S bikes with street tires on cast wheels and no panniers and an equal number of ADV-spec “Adventure Travel and Radar” models fitted with OEM aluminum side panniers and much more dirt-worthy Pirelli Scorpion II tires on spoked 17 and 19-inch wheels. Standard features on the $30,595 Adventure Travel and Radar variant include smart cruise control, heated seats for both passenger and rider, heated grips, a center stand, hand guards, aluminum side panniers, and spoked rims that accept tubeless tires.
I started out on the ADV version but still pressed the pace on the tight, twisting paved roads (above) that often had no centerline. While riding in Tour mode with all DVO nanny systems active, I could not discern how or if the Bump Detection system or linked braking was working, but the ride was certainly smooth, controlled, and comfortable no matter how hard I pushed, so the transparency of the systems appears to be on point. The weather was dry, mild, and partly cloudy, but we soon ascended into the partly cloudy clouds and pointed the bikes onto a long dirt and gravel section.
With the bike in output-restricted “Enduro” ride mode with rear-wheel ABS and traction control turned off, I had no problems climbing the narrow dirt and gravel two-track, which was rutted and slick in spots with brief blankets of fallen leaves and mud from recent rain. At times, visibility was very limited, but despite the occasional rut, muddy stretch, or small G-out, the 530-ish-pound V4 S was easy to ride in standover, even at a walking pace. There was a bit of choppy off-idle throttle response while navigating some technical sections, but it was more of an occasional annoyance than a problem. It’s likely a simple remap could solve it, and it wasn’t the first time I’ve experienced it with ride-by-wire throttle controls.
The “reduced” 114 horsepower output seemed more than adequate. With traction control and rear ABS off, it was simple to spin the rear tire a bit as needed to correct a line or slide it a bit in corners. Soon enough, we got above the cloud line, and the wind whipped across the hilltops as we rode, but between a new Kemimoto heated vest I was wearing and the heated seat and hand grips, I was plenty warm.
Eventually, I swapped to the road-oriented $27,195 base V4 S and began the descent back towards Gubbio on tight, technical paved roads (above) that traced along steep mountainsides. In Sport mode, the V4 S suspension tightens up, and with no panniers, transitions happen more quickly in tight, first-gear turns, of which there were many. I tailed a somewhat more conservative rider for a short while, and in several turns, as I got a bit too close, the collision warning system activated. It’s visible but otherwise unobtrusive and also adjustable in terms of sensitivity.
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On a two-lane highway that followed along a river at the bottom of a canyon, I diced with much slower cars and trucks, but passing was never an issue as Sport Mode unleashed the full complement of horsepower and shot me around traffic while a staccato howl rose from the reworked 4-1 exhaust. Heading into corners after passing multiple vehicles at once, the twin 320mm Brembo Stylema monoblocs had no trouble repeatedly hauling down the Multistrada with excellent feel and control from speeds that likely imperiled my international driver’s license.
Soon enough, we were back in lovely Gubbio.
The Do-It-All Ducati?
Ducati has a well-deserved reputation as a top sportbike maker, but the Multistrada V4 S really isn’t designed to chase CBRs at the track – or spar with big BMW GS trail monsters deep in the bush, although with a talented rider, it could give them both a run for their money. Instead, it gives riders options to bias performance either way via the onboard tech, tires, and a long list of accessories. By design, the Multistrada continues to be the most versatile bike in the Ducati lineup, and the 2025 V4 S is a showcase for the latest technologies Ducati has to offer. It’s expensive, yes, but also highly capable, fun to ride, and a good-looking machine in a category that can sometimes produce some style-averse motorbikes.
The Multistrada pendulum swung more towards full-send adventure biking with the recently discontinued Multistrada 1260 Enduro, and then back towards street riders with the super-moto spiced and Öhlins suspended Pikes Peak. The 2025 Multistrada V4 S sits squarely in the middle of that arc, able to blast along at triple digits with little effort or follow a rugged jeep trail through a desolate mountain passage.
Round-The-World adventure ride candidate? I feel the Multistrada V4 S is more of an off-road capable sport tourer, but with the right accessories, tires, spares, and some ADV riding experience, I’d sign up to ride it from Ushuaia to Timbuktu without hesitation.
POSITIVES:
• Hugely powerful, yet still easy to ride at a slow pace off the pavement
• Packed with useful technologies
• All-day comfortable with heated everything
• Italian style
• Loads of options available for many different riding scenarios
NEGATIVES
• At 530 pounds with panniers, it’s not exactly a dual-sport
• Expensive, but generally in line with competition
• Some stumbles at off-idle throttle on my bike
• Kitting it out with Ducati accessories will drive up the price quickly
2025 Ducati Multistrada V4 S Technical Specifications
MSRP: $30,595 in Adventure Travel and Radar trim, $27,195 Base trim
Engine: Liquid cooled ‘Granturismo’ V4, four valves per cylinder, Euro 5+ compliant
Displacement: 1,158cc
Power: 170hp @10,750 rpm; 91.3 lb-ft @9,000 rpm
Transmission: chain final drive, 6-speed, constant mesh, slipper clutch, up/down quick shifter
Rake/Trail: 24.2 degrees / 4.0 inches
Suspension travel: 170 mm front and 180 mm rear
Weight (Wet): 531.3 pounds
Seat Height: 31.3inch to 35.0 inches depending on seat choice and position adjustment
Fuel Capacity: 5.8 gallons
Colors: Ducati Red, Thrilling Black, Arctic White