2023 Ducati Multistrada V4 Rally First Ride

[Hugh Janus]

Ducati’s Multistrada V4 Rally enjoys added off-road performance to an already stellar on-road adventure motorcycle. (Alex Photo/)

A question is asked every couple of years or so. More precisely, it’s asked whenever KTM, Ducati, Triumph, or Honda throw the kitchen sink at their flagship adventure bike and bring it, revised and reinvented, to market bristling with new technology and global intent. “Could this, finally, be the bike that knocks the BMW 1250 GS Adventure off its perch?”

Until now, the answer has been a polite, “Nearly, but not quite.” Countless adventure all-rounders have run the boxer close—and clearly outperformed it in certain areas—but none has convincingly made a case to be crowned king on road, in the wilderness, and everywhere in between.

Ducati’s Multistrada V4 Rally increases the off-road chops of its big-bore adventure lineup. (Alex Photo/)

Enter the new Ducati Multistrada V4 Rally. Anyone who’s ridden a Granturismo-powered Multistrada V4 or V4 S will already know how brilliant the Bologna factory’s road-biased adventurers are over a distance. How they crunch miles, carve up mountain switchbacks, glide like the very best sport-tourer while delivering the visceral excitement of a sportbike. But the Rally, with its smart new suite of electronic rider aids and DSS EVO suspension plus a host of clever and perfectly judged updates, does all that and is as fiercely strong when the asphalt turns to dust and the next gas station lies somewhere over the horizon. Like a GS, in fact.

Putting in long miles on winding roads is still top-notch on the Multistrada V4 Rally despite the longer-travel suspension and extra weight. (Alex Photo/)

To make the V4 Multi more capable off-road, Ducati has redesigned its extremely clever semi-active Skyhook DSS EVO suspension and added 1.2 inches of stroke to the front fork and 0.8 inch to the rear shock, giving 7.9 inches of travel at both ends. This increases ground clearance by 0.6 inch to 9.3 inches, but before anyone under 5-foot-8 starts worrying about the effect on seat height, Ducati has made available a range of seat-height options for all lengths of leg. The standard seat height ranges from 34.3–35 inches (870–890mm), but there is an optional lower seat of 33.7–34.5 inches (855–875mm) and a higher seat of 34.9–35.6 inches (885–905mm). There’s also an ultralow option of 32.5–33.3 inches (825–845mm). Passengers haven’t been forgotten either and can choose an optional high (+0.6 inch) or low (-0.4 inch) seat.

Then there is Ducati’s Minimum Preload system, which electronically removes spring preload, thereby reducing seat height, when you come to a stop. Unlike the Harley-Davidson Pan America 1250 Special, it is controlled by the rider, as not all riders have an inside-leg measurement issue. Additionally, there’s an “easy lift” system that softens the damping when the bike is switched on, making it easier to lift off the kickstand.

Although it’s a large motorcycle, Ducati has some clever features and accessory seats to help fit the Multistrada V4 Rally to a variety of rider sizes and heights. (Alex Photo/)

All of which is something of a revelation, especially to shorter riders such as myself. That element of worry lurking in the back of your mind as you turn onto the trail is significantly reduced.

A larger 7.9-gallon fuel tank replaces the standard Multi’s 5.8-gallon vessel while the manually adjustable screen is both 0.8 inch (20mm) higher and wider, and adaptive cruise control comes as standard, as does blind spot detection.

More fuel for more miles: Ducati has added 2.1 gallons to the Multistrada V4 Rally’s tank for a total of 7.9. (Alex Photo/)

Ducati has kept the power and torque output of the Rally’s Granturismo engine identical to the V4 and V4S Multistradas, with claimed peaks of 170 hp at 10,700 rpm and 89 lb.-ft. of torque at 8,750 rpm. Wide service intervals remain with oil changes at 9,000 miles or two years and valve clearance checks at 36,000 miles. However, it has added the rear cylinder deactivation system seen on the new Diavel V4 that cuts the rear pair of cylinders when the bike is stationary or running below 4,000 rpm, depending on torque request from the rider. There’s an element of fuel saving intended here but the real benefit will be a reduction of engine heat soaking into the rider’s legs on hot days. The alloy front frame, meanwhile, is the same as the standard bike’s, but that is really where the similarities end—and where the Rally begins to move things forward.

The Rally weighs 44 pounds more than the Multistrada V4 S but, despite this and the extra mass of our testbike’s optional hard luggage, crash protection, and fog lights, it feels far from big or heavy. I could even flick up the kickstand without the tortured leg stretch required on some adventure machines.

Underway, you are greeted by a clear and organized widescreen 6.5-inch dash while an attractive brushed aluminum finish to the fuel tank oozes quality and class. And again, that sense of lightness prevails. Despite the tank being gassed to the brim, the Rally was as nimble as a naked sportbike on the twisty roads that cling to the Sardinia coastline, tracking accurately and steering seemingly without effort.

A wider and taller windscreen is fitted to the Multistrada V4 Rally. (Alex Photo/)

The Touring riding mode option is optimized for covering ground efficiently, and the one to have when distance counts. The Rally has its own way of doing things, settling into a long-legged canter; a smooth and flowing ride that feels unhurried even when it’s going like a bat out of hell.

Upping the pace, I opted for Sports mode, which adds a tauter ride and a sharper edge. The throttle is more direct without being snappy, and the rider aids retreat to allow more spirited inputs and the front wheel to hover an inch or two above the ground over small crests.

Sports mode is where it’s at for carving up winding mountain and coastal roads. (Alex Photo/)

Grip and feedback from the (optional) on-and-off road Pirelli Scorpion Rally STR rubber fitted to our testbike are consistently good on dry roads, even when pushed hard. Ground clearance wasn’t an issue for me (you need to push hard in the softer Touring mode to get anything to touch), while the steering is as precise as it is light; in long constant-radius sweepers it carries speed like a pure thoroughbred. It doesn’t even care if you brake midcorner, relying on the excellent lean-sensitive ABS, or jump on the power early to leave a long black line for others to follow.

Grip and feedback from the optional Pirelli Scorpion Rally STR tires is excellent. (Alex Photo/)

The list of rider aids is long: four riding modes (Enduro, Sport, Touring, and Urban), plus four power modes (Off-road, High, Medium, and Low). There are also Ducati Traction Control, that excellent ABS, Ducati Wheelie Control, and Engine Brake Assist. And don’t forget adaptive cruise control, blind spot detection, up and down quickshifter, and cornering headlights.

The rider aids are all enveloping (in a wholly good way) and can easily be trimmed to match your mood and ride. They allow you to relax and focus on the sheer pleasure of riding a motorcycle. A new and marginally smoother quickshifter, for example, may not be a headline grabber but incrementally adds to the relentless competence of the Multistrada Rally.

Then there’s the Granturismo V-4 itself. At times, especially in Touring or Urban mode, it feels as friendly as Ducati’s entry-level Scrambler: soft, forgiving, and perfectly fueled. Flick to Sports mode, turn off the Ducati Wheelie Control, and only KTM’s 1290 Adventure R can run the Rally close in the performance stakes. The route for this test mainly followed switchback coastal roads, but on the odd occasion when the road opened up, the 170 hp V4 hardened and drove the bike forward in a way Multistrada owners have come to love. Even when you add a pillion and luggage, it’s a mighty strong engine.

Perhaps surprisingly, Ducati has stuck with the 19-inch front and 17-inch rear wheel sizes but opted for spoked rims over the more road-biased alloys on the V4 and V4 S. And to be fair, if you want even more off-road ability, then you could look at Ducati’s DesertX, with its longer-travel suspension and a 21-inch front wheel.

So let’s talk about the Rally as an off-road proposition. In the flesh it looks too bulky and unwieldy to be good in back end of nowhere, but again, while its weight has increased to 573 pounds, wet, and the larger tank has upped the bike’s width as well, the Rally doesn’t seem to care about the spec sheet or on paper facts and figures. Out there where it counts, it just delivers.

Jump onto the trail, stand up on the pegs, switch into Enduro mode, and that dynamic lightness experienced on asphalt once more comes to the fore. OK, it’s not a middleweight DesertX and there are limitations, but with the Scorpion Rally STR rubber fitted it remains incredibly assured and unflustered even when the scenery becomes worryingly rugged.

While not as svelte as the middleweights, throwing the Multistrada V4 Rally is easier than it would seem for a 573-pound machine. (Alex Photo/)

As the going gets tougher the tall and slightly intimidating dimensions of the Rally seem to shrink. Peak power in Enduro is capped at 114 hp 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 pedal tip to give a more direct feel when standing up, remove the rubbers on the pegs and lower the screen. On both sides of the bike you’ll find closable air ducts, which look like aerodynamic wings. Open, they allow cool air to flow over the rider’s lower legs; closed and you get the opposite. Ducati has also fitted hot-air protection covers at each side below the seat, against the traditional trellis subframe.

While the V4 S Multi is perfectly capable away from the road, the Rally feels emphatically like it belongs there. The more time you spend with the Multi Rally the more your confidence builds; it truly feels connected to the rider in the dirt. That 19-inch front wheel can sometimes understeer on gravelly surfaces, but mainly the Rally encouraged you to experiment as if you were on a far smaller machine, and even to try the odd jump. When stopping you can electronically lower the rear ride height by removing the spring preload, so you never have to worry about dropping the bike on an irregular surface.

A flippable rear brake pedal tip allows for better feel and brake modulation while standing. (Alex Photo/)

Although on this Cycle World first ride we got the opportunity to experience the outstanding performance of riding the Rally on dirt and road for a total of 130 miles, we didn’t get the opportunity to try any long-distance highway miles. Although having ridden the V4 S over long distances we know the adaptive cruise control and blind spot detection systems are useful and effective. Ducati claims 36 mpg average fuel economy for the Rally, meaning in theory 280 to 330 miles should be possible on a tank.

The Rally is also a delight up close, peppered with lovely details and finished to the highest quality, which is as you’d expect, but also begs the question whether you would be happy to risk damaging $29,995 (before panniers and accessories) worth of Italian hardware off-road.

What we do know is that on asphalt the Rally is comfortable, versatile, extremely rapid, and as satisfying to ride as the very best pure roadbikes. Head into the country and it is a joy to pilot on trails and gravel and, for experienced off-roaders, capable of much more too.

The Rally is blessed with the low-maintenance Granturismo V-4, which is as friendly in town as it is potent on the open road. Superb brakes are backed up by excellent lean-sensitive ABS both on and off road. Add a suite of rider aids that are easy to access, great build and detailing, and stunning looks and it’s hard to find fault. As you would expect, the Rally arrives with a lengthy list of accessories, including hard luggage (that can be solid-fitted for off-road or floating for the road) and has been moved farther back to create more room for a pillion. Even short riders like me can reach the ground, thanks to the electronic shock which can lower the seat height at the press of a button.

Could the 2023 Multistrada V4 Rally be the new king of the adventure bike segment? We will find out soon enough, but it’s clear that the BMW R 1250 GS Adventure has some serious competition. (Alex Photo/)

Is it the new king? BMW’s R 1250 GS Adventure has dominated this all-round sector of the big adventure bike market for years, and while we will have to wait for a direct comparison test to find out for sure, the Rally is unquestionably trying on the crown for size.

2023 Ducati Multistrada V4 Rally Specs

MSRP:	$29,999
Engine:	Liquid-cooled, Granturismo 90-degree V-4, rearward-rotating crankshaft; 4 valves/cyl.
Displacement:	1,158cc
Bore x Stroke:	83.0 x 53.5mm
Compression Ratio:	14.0:1
Transmission/Final Drive:	6-speed/chain
Claimed horsepower:	170 hp @ 10,700 rpm
Claimed torque:	89.25 lb.-ft. @ 8,750 rpm
Fuel System:	Electronic fuel injection w/ 46mm elliptical throttle bodies; ride-by-wire
Clutch:	Wet, multiplate slipper and self-servo; hydraulically actuated
Frame:	Aluminum alloy monocoque
Front Suspension:	50mm Öhlins, electronically adjustable compression and rebound damping w/ Ducati Skyhook Suspension EVO (DDS); 7.9 in. travel
Rear Suspension:	Öhlins w/ electronically adjustable compression and rebound damping, spring preload w/ Ducati Skyhook Suspension (DDS); 7.9 in. travel
Front Brake:	Brembo 4-piston Stylema Monoblock caliper, dual semi-floating 330mm discs w/ Cornering ABS
Rear Brake:	2-piston floating caliper, 265mm disc w/ Cornering ABS
Wheels, Front/Rear:	Spoked aluminum; 19 x 3 in. / 17 x 4.5 in.
Tires, Front/Rear:	Pirelli Scorpion Trail II; 120/70-19 / 170/60-17
Rake/Trail:	24.7°/4.2 in.
Wheelbase:	61.9 in.
Seat Height:	34.4–35.6 in.
Fuel Capacity:	7.9 gal.
Claimed Wet Weight:	573 lb.
Contact:	ducati.com

Source

[boboneleg]

260 kgs  !!  pick that fecker up when you've dropped into a rut

 

[Sir Fallsalot]

3 minutes ago, boboneleg said:

260 kgs  !!  pick that fecker up when you've dropped into a rut

 

And that's before the 70kg of farkles are added.

[Catteeclan]

39 minutes ago, Sir Fallsalot said:

And that's before the 70kg of farkles are added.

And the rest.
I like the look but not the price at all.