NEW BIKES 2021: DUCATI
Is the V4 Multistrada the cleverest bike you can buy?
Those days of air-cooled twins, tube frames and short service intervals seem a ruddy long time ago. Ducati now represent the leading edge of whizzbang technology, and the new Multistrada V4 pushes further still with a long-life V4, aluminium monocoque and more electronic aids and features than you can shake a smartphone at. The only thing missing is a flux capacitor (it’ll arrive in next year’s update). Biggest change is the departure of the 1262cc V-twin engine, replaced by a lighter, shorter, more powerful V4. Based on the 1103cc unit in the Streetfighter and Panigale, the ‘Granturismo’ displaces 1158cc thanks to a 2mm larger bore. It’s less powerful than the other V4s, however the output is at more accessible and realistic revs, making the Multi’ more flexible and easy to use – and we’re still talking a chunky 92 lb.ft of torque at 8750rpm and a mighty 168bhp at 10,500rpm. Each gear has its own torque curve to improve smoothness and give the best possible delivery. The really significant news is that exotic, expensive, high maintenance desmodromic valve control is dropped in favour of common as muck, cheaper, more reliable valve springs (see exclusive tech analysis, p26). This means big service intervals: the Multistrada needs clean oil every 9000 miles but doesn’t need a valve clearance check until 36,000 miles. This is a huge 21,600 miles further than the Streetfighter. Only the hydraulic tappets in Harley-davidsons require less attention.
Like the Streetfighter, the Multistrada V4 also shuts down its rear cylinders to
keep you cool when sat at traffic lights.
Ducati make a fuss about NVT (noise, vibration, harshness) testing, with engine, screen, riding position (lower seat, now 840/860mm with 810 and
875 options) and assorted vents and spoilers all intended to make this the smoothest and most comfortable Ducati ever.
It’ll even ride itself… sort of. BMW and KTM have similar systems, but Ducati are first to go live with front and rear radar. This gives the Multi’ adaptive cruise control, automatically speeding up or slowing down to maintain your distance to traffic (works between 19 and 99mph). You can even change gear with the quickshifter without affecting the system. There’ s blind-spot detection too; as on cars it pings on an LED warning lamp in the mirror if someone’s lurking out of sight.
Radar is the cherry on a huge electronics cake. All Multistrada V4s have power and riding modes, traction control, cornering ABS, wheelie control, updated displays, ‘Ducati Multimedia System’, and LED lamps with daytime running lights. The posher V 4 S version gets the radar and cruise, plus quick shift er, hill-hold control, posh front brake calipers, hands-free ignition, a larger 6.5-inch dash with updated connectivity, and semi-active electronic suspension with new automatic preload.
The suspension doesn’t attach to a frame as such. Instead, an aluminium ‘monocoque’ (like the Panigale) attaches the forks to the front of the engine, and the cantilever rear shock bolts to the back. Steering geometry is sporty and the wheelbase reduced compared with the outgoing V-twin, perhaps to cancel out the increased gyroscopic effect from the move to a larger 19-inch front wheel (like a BMW R1200GS, Triumph Tiger GT, KTM Super Adventure S…). Further adventure-looking changes include the industrial double-sided swingarm, handy 230kg payload, 52mm greater ground clearance and more ‘dominant’ riding position, with ergonomics improved for when you’re standing on the ’pegs along a gnarly Welsh trail. Or not…
‘The only thing the V4 is missing is a flux capacity – it’ll probably arrive in next year’s update’