Quick Spin: Ducati’s Heavyweight Contender

Adam ‘Chad’ Child gets to grips with the big adventure bike…

The fact is, Ducati’s all-new Multistrada V4 Rally is as equally capable off-road as it is on-road. And anyone who’s piloted a Multistrada V4 over a decent variety of roads will testify that this is quite a statement. Quite a moment in the story of the adventure bike. Yes, the Rally will set you back £23,590 but owners will be buying a rather remarkable and clever motorcycle, one that would certainly make me smile every time I open the garage door.

Let’s get the easy bit done first. Ducati has kept the power and torque output of the Rally’s Granturismo engine identical to the more road-focused V4 and V4S Multistradas, with peaks of 170hp @ 10,700rpm and 89lb-ft of torque @ 8765rpm. However, they have added the heat-reducing rear cylinder deactivation system seen recently on the new Diavel V4 that cuts the rear pair of cylinders when the bike is stationary or running below 4000rpm (depending on torque request from the rider). The alloy front frame is the same as the standard bike’s, but that is really where the similarities end – and where the Rally begins to move the game forward.

To make the V4 Multi more capable off-road, Ducati has redesigned its extremely clever semi-active Skyhook EVO DDS suspension and added 30mm of stroke to the front forks and 20mm to the rear shock, giving 200mm of travel at both ends and increasing ground clearance by 15mm to 235mm. Before anyone starts worrying about the effect on seat height, Ducati has a range of options for all sizes. There is also Ducati’s Minimum Preload system, which electronically removes spring pre-load, therefore reducing seat height, when you come to stop (and is controlled by the rider, as not all riders have a 5ft 7in height issue like me). Additionally, there’s an ‘easy lift’ system, which opens up the damping when the bike is switched on, making it easier to lift off the side stand because the suspension is soft. All of it is most welcome technology as far as I’m concerned as it means I can touch the ground with the standard seat. 

Other new electronics include a new Enduro mode and a smoother quickshifter, but the big talking point is the Rally’s focus on comfort, which is based around a larger 30-litre fuel tank that replaces the standard 22-litre item. The manually adjustable screen increases in size (it’s 20mm higher and 20mm wider), and adaptive cruise control comes as standard, as does blind spot detection.

As noted, throwing a leg over the new Rally wasn’t a problem; with the preload electronically removed my boots could touch the road on both sides. Despite weighing 20kg more than the Multistrada S, and despite the extra mass of our test bike’s hard luggage, crash protection and fog lights, the Rally immediately felt far from big or heavy. I could even flick up the side stand without the tortured leg stretch required on some adventure machines.

Underway, you are greeted by a widescreen 6.5-inch dash while an attractive brushed aluminium finish to the fuel tank oozes quality and class. And again, that sense of lightness prevails. 

After a few miles of riding twisty coastal roads in Sardinia, I had to double-check the fuel gauge as I was convinced the tank must have been empty. But no, it was brimmed, so theoretically at least, hauling 30 litres of unleaded. Yet the Rally felt so nimble, steered so effortlessly for a bike in this class, that it felt more like a sporty middleweight than a global adventure bike.

The Rally defaults to a smooth and flowing ride, and settles you into a rhythmic and unhurried pace that slows the outside world even when you are, technically speaking, going like the clappers. The Touring riding mode is optimised for covering ground efficiently, and is the one to have when distance counts. 

Turn on to the dirt, switch into Enduro mode, and that apparent lightness once more comes to the fore. Okay, it’s not a middleweight KTM 890 R, and there are limitations, but with the optional Pirelli Scorpion Rally STR rubber fitted, I was amazed by its calm off-road manners.

As the going gets tougher the tall and slightly intimidating dimensions of the Rally seem to shrink. Peak power is capped at 114hp and the throttle delivers instant torque without ever feeling too sharp. Meanwhile, the off-road rider aids, especially the off-road ABS, work seamlessly to help you find grip. You can flip over the rear brake lever to give more direct feel when standing up, remove the rubbers on the pegs and lower the screen. It all gels.

I’m a reasonably experienced off-roader but no expert, and throughout the day found my confidence building as my connection with the Rally grew stronger. You do have to remain aware of the wide (fixed) panniers and potentially damaging bushes and stone walls, while the front wheel can sometimes understeer on gravelly surfaces, but mainly the Rally encouraged me to mess around as if I were on a far smaller machine, and even to try the odd jump. When I stopped I could electronically lower the rear ride height by removing the spring preload, so never had to worry about dropping the Rally on an uneven surface.

As first impressions go, I can’t praise the new Ducati Multistrada V4 Rally enough. It’s not often you run out of superlatives for a bike both on- and off-road. I should add that it’s a stunning machine up close, one peppered with lovely details and finished with the highest quality. I guess the big question is whether you would be happy to take £23,590 worth of machine off-road? In fact, the model we tested, complete with panniers, crash bars and auxiliary LED lights, is priced at £26,943. Add a few more extras and you can easily push £30k and more…

Bike of the year? Only a full test will decide for sure but, based on what we know so far, it’s a hot favourite.

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