At face value, it appears Ducati has only mildly tweaked its Multistrada V4 S for 2025, which is why we arrived in Perugia, Italy, a few hours north of Rome, expecting a couple of easy few days on the classy adventure-tourer. However, it quickly became apparent that despite only mildly updating the Multi’s familiar looks, beneath the bodywork lies a vast number of updates that Ducati hopes will make the bestselling Multi—and bestselling Ducati in the USA—even more versatile than before.Notable Changes and UpdatesDucati has continued with the familiar 1,158cc V-4 Granturismo platform, which used conventional valve-spring valve actuation instead of the traditional desmodromic system. The wide service intervals of 9,000 miles for an oil change and 37,000 miles for a valve inspection is perfectly suited for an adventure motorcycle. And despite having to conform to tight Euro 5+ regulations that necessitated a completely new exhaust system, the Bologna factory has managed to maintain claimed power and torque figures of 170 hp at 10,750 rpm and 91.3 lb.-ft. at 9,000 rpm.

But the changes don’t end there. The updated Granturismo now deactivates its rear bank of cylinders at low speeds as well as when stationary (the previous system only deactivated the rears when the bike was at a standstill), further reducing the transfer of engine heat to the rider while improving fuel economy. Ducati has also added a new Wet riding mode, which sits alongside Touring, Urban, and Sport modes as well as an updated Enduro option. Ducati Vehicle Observer (DVO), the predictive electronic control system developed by Ducati Corse MotoGP team and debuted on the 2024 V4 Panigale, also finds its way onto the 2025 Multi V4 S.

Ducati was the first manufacturer to introduce front and rear radar technology, which is carried over on the V4 S for 2025, and supports adaptive cruise control, blind-spot monitoring, and a new forward collision warning on the dash. Added to that raft of electronic goodies for 2025 is the Automatic Lowering Device, which shortens the suspension at low speeds, Engine Brake Control, and new linked cornering ABS, with the front brake lever also operating the rear and now, in certain riding modes, the rear also operating the front.Suspension gets a complete overhaul, with the unique Ducati Skyhook Suspension (DSS) semi-active Marzocchi system now allowing the rider to change settings while on the move. There are new front fork settings and sensors, while the rear shock is new and has a wider range of spring preload settings. The swingarm pivot is 1mm (0.04 inch) higher, which may not sound like a big deal but according to Ducati improves anti-squat, especially with a pillion and luggage onboard.

It doesn’t end there. Pillions have more room as the panniers and top box have been moved further backward, and there is a wide choice of optional extras for both rider and pillion, including seats—high and low, heated or unheated—and five-level heated grips. There are Evo-activated hazard lights, a clear 6.5-inch display with connectivity that pumps out even more information, and a fog light as an optional extra.Riding ImpressionDucati offered two bikes for us to test in varied conditions: the Ducati Red with optional forged wheels, radar system, and Pirelli Scorpion Trail II rubber; and the Thrilling Black fitted with the adventure travel and radar pack, which includes spoked wheels, aluminum side cases, a centerstand, a heated seat for rider and passenger, heated grips, the radar system, and more dirtworthy Pirelli Scorpion Rally STR rubber. In essence, we had one V4 S that was focused on sport-touring and another on adventure-touring.

In the flesh, there’s not much visual difference between the old and new bike, just subtle evolutions, which is a sign of Ducati’s confidence in its Multi. As someone who attended the launch of the original mold-busting Multi in 2003 I was eager to throw a leg over the new bike. I opted for the standard seat, which can be positioned at 33.1inches and 33.9 inches, and turned down Ducati’s kind offer of a lower seat option. As a rider of just 5-foot-7, I find it interesting and encouraging that most manufacturers are now catering for shorter folk by offering multiple seat options and lowering devices. Ducati offers a lower seat and even an optional lower suspension kit, which combined with the low seat drops you to 31.3 inches. You even get a shorter sidestand in the kit.Unlike some big-cube adventure bikes, the Multistrada V4 S isn’t intimidating. It tops the scales at a claimed 509 pounds (without fuel) and the Automatic Lowering Device is effective at helping both feet get securely to the ground. Essentially, the system removes the spring preload from the rear shock at low speeds, then reapplies it automatically as speed increases. Alternatively, you can override the system manually. How much the bike drops in seat height depends on weight, or laden sag to be precise. If you are a heavy rider with luggage and a pillion, the seat will drop around 30mm (1.2 inches). For a lighter solo rider that drop reduces to roughly 15mm.

Leaving our test HQ, I was intrigued to find out if I could feel or hear the rear bank of cylinders deactivate when speeds dropped or we came to a halt. On Ducati’s Diavel, you can tell by a change to the exhaust and intake noise, but I wasn’t so sure on the Multi and its updated ECD system. In fact, at times you can’t tell if it is running on just the front bank of cylinders as a 579cc parallel twin, or the full V-4. In theory all four cylinders should chime in at or just below 4,000 rpm, but in reality the precise moment all cylinders are relit depends on the riding context and amount of torque being requested. For example, if you are running a tall gear at just 2,000 rpm and dial in a handful of throttle, the system will revert to all four cylinders to give you the drive you need. It’s super smooth and seamless and should improve fuel efficiency and reduce heat. Annoyingly, we had unseasonably wet and often cold conditions, meaning we returned home unsure how effective ECD will be on the long hot rides of summer.The damp did give us the opportunity to test the new Wet riding mode, which limits power to 113 hp—to put that in perspective, it is still more than the once ridiculously quick Ducati 916. Unlike the 916, however, there are a plethora of lean-sensitive rider aids to keep you safe along with Skyhook semi-active suspension set to assist in low-grip conditions. The laws of physics still apply, you can still crash, but even exiting very slow slippery hairpin corners with 100 percent throttle and 0 percent brain results in nothing more than an illuminated TC light.With the roads starting to dry out, improved conditions allowed us to play with the new linked rear-to-front braking system. The V4 S already had a front-to-rear system that electronically distributed braking loads between both wheels. Now, for 2025, when in setting ABS 3 and using just the larger-diameter 280mm rear brake, a degree of front brake is also applied. How much is dictated by parameters such as lean angle, and is not as strong as applying the front and rear manually, but you can afford to be lazy, just using the rear to scrub off speed—ideal for touring.

Those old enough to remember linked braking systems of the 1990s may shudder at the prospect of a dollop of front being applied when every bone in your body says it’s too wet, there’s too much lean. But the Ducati system is smooth and barely detectable. It’s particularly useful when you want to take things steady, but there are limitations. When you up the pace and apply rear brake only, you can feel the rear ABS kick in via the front lever. It’s at this point that you transfer out of Touring mode into Sport mode and ABS 2. The system reverts to front-to-rear only, with some braking force distributed to the rear when the front lever is applied but the rear no longer has any effect on the front.Sport mode and Touring mode deliver the same full peak power and torque numbers, but there is a noticeable difference between their handling characteristics and performance. The gap between the modes appears larger than before: Touring mode is comfier, softer, and plusher. The ride and throttle response in Sport mode are by no means harsh, but Touring mode has a forgiving feel to it. This may in part be down to the repositioned swingarm pivot, new rear shock, or simply the settings. Whatever the magic, the revised Touring mode makes the Multi comfier than ever and even more of a high-mile prospect.Thankfully, Sport mode still delivers the full brunt of a Ducati V4. With a free-revving and torquey setting and a taut and responsive chassis for an adventure bike, the 2025 V4 S feels livelier than ever, particularly with the new optional, 4.4 pounds lighter forged wheels fitted. The Ducati offers buckets of enjoyment on sporty roads and in the handling department is arguably the king of the adventurers. It turns and flows so effortlessly and accurately you could easily be forgiven for thinking that it rides on a 17-inch diameter front wheel and not a class-standard 19-incher.

Such a flexible engine, such a capable and precise chassis—both managed and enhanced by the latest word in sophisticated rider aids that can be tailored to how you ride. I, for example, deactivated the wheelie control because I am, at heart, an idiot: but an idiot smart enough to retain some traction control intervention just in case. The up-and-down quickshifter is effortlessly slick and, when your head is in a racy space, chasing the power, and revving the Granturismo north of 10,000 rpm as you carve up a mountain pass the this new Multi is as exciting as many thoroughbred sportbikes—and certainly more comfortable.Playing with the engine-braking did produce noticeable results, reducing it allows the bike to flow a little easier between corners with a smoother corner entry. The only real limitations are the standard tires—more so with the Pirelli Scorpion Rally STR rubber fitted to the Black Adventure Travel and Radar model. But I guess if you really wanted an intensely sporty Multi, you’d opt for the soon-to-be-released Pikes Peak version, complete with a 17-inch front rim and grippier rubber.Off-Road PerformanceThe off-road-biased Pirelli rubber did give us the opportunity to tackle some light dirt trails with our expensive panniers brushing against branches and hedgerows. In Enduro mode, peak power is reduced to the same level as Wet, 113 hp, with rider aids recalibrated for off-road riding, suspension set to off-road and ABS set to Level 1 (front wheel only). I’m unsure how many owners are going to take their beautifully finished, $30,000 (fully spec’d) Ducati off-road, especially on challenging terrain, but it can do it.

The rider aids work perfectly well, the suspension copes with changeable surfaces and for many Ducati owners, knowing their Multi can take on a gravel road with ease and safety will be enough. I removed the traction control and had a fun ride, and if you are brave enough, you could even opt for full 170 hp and no rider aids, with the ABS on the front only, but I wouldn’t recommend it to new owners wanting to avoid the scars incurred during serious off-road riding.

While we got a flavor of what to expect off-road, we will have to wait to hand the new V4 S to Executive Editor Justin Dawes for a thorough off-road test. It ticks the off-road box, but I found the standard bars a little low; they are adjustable but even in the higher position will still be too low for many riders. In the dirt the front end pushes a little, there’s noticeable understeer hampering the confidence to ride aggressively. It’s a better dirt prospect than some adventure bikes like the MV Enduro Veloce, but not as accomplished as the BMW R 1300 GS or KTM Super Adventure R. Maybe with more off-road-biased rubber, bars in the higher position, and wider more flowing trails it may be different. We will have to wait and see.Back on the StreetTransitioning back to asphalt on dirty rubber you are once again thankful for the Multistrada V4 S’ abundance of rider aids. On the freeway there’s masses of power, more than enough to haul the rider plus pillion and luggage up to and beyond fast Italian traffic. Once comfortable, you set the adaptive cruise control, watch for crazy drivers in their Lambos (warning lights illuminate in the mirrors when they come), and churn out some big miles in more niggle-free comfort than before, thanks, I think, to the softer feel in Touring mode. Pillions, too, have even been catered for with more room.

Misses are very few and far between on the 2025 Multistrada V4 S. The screen is still only manually adjustable and on a pricey adventure bike should be electronic. That radar-based forward collision warning did catch multiple times and is somewhat distracting when exiting the freeway a little too quickly. The warning is simply an illumination on the dash, it doesn’t apply any brakes; if you are already on the stoppers, it won’t illuminate.

VerdictWhen the ride was over and it was time to head back to the hotel, I felt a little disappointed as the Ducati was still offering smiles in the twisties and comfort on the freeway at the end of the day. I wanted to enjoy Italy and the updated Ducati a little longer—a testament to the excellence of the new Multistrada V4 S.This looked to be a simple road test as, on face of it, there are only a few updates. But when you dig a little deeper, it’s a significant development and makes the Multistrada even more versatile than before. It is certainly more comfortable. Dare I say softer? It still has the ability to deliver almost superbike levels of performance, but now with greater comfort and even smarter rider aids. With different model variants to choose from and a long list of accessories to trim the Multi to your taste, that versatility becomes even greater.However, if you want one of the most desirable adventure bikes, with electronics developed by MotoGP’s dominant manufacturer, then you are going to have to pay what is the new standard level of dosh for premium ADVs. Prices start at $19,995, but that is only for the base model. The V4 S starts at $28,305; start ticking boxes on the configurator and you can easily get close to $30,000.

We still can’t conclusively say how good the Ducati Multistrada V4 S will be off-road, and in this area there is strong competition from KTM, BMW, Harley-Davidson, and Triumph, but Ducati makes a compelling case that the 2025 Multistrada V4 S is the king of the asphalt in the ADV world.

2025 Ducati Multistrada V4 S Specs