2024 Ducati Multistrada V4 S Grand Tour First Ride

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Is Ducati’s Multistrada V4 S Grand Tour the best iteration of the Italian brand’s adventure bike? (Alex Photo/)

Some of us are early adopters, always eager to snap up the latest technological wonder as soon as it lands—to hell with the price. Others are more reticent, preferring instead to see how that supersmart new phone or tablet plays out, then wait until it’s cheaper. Which camp are you in? Fans of the Ducati Multistrada V4 might be glad to be in the latter, because the latest incarnation, the V4 S Grand Tour, is arguably the most technologically rich all-round streetbike ever built. And in comparative terms, represents value for money.

Priced at $28,395, the Multistrada V4 S Grand Tour offers a great value. (Alex Photo/)

Some three years after Ducati’s first V-4 adventure motorcycle hit the street, the Grand Tour is “the most complete Multistrada ever for lovers of long-distance travel in maximum comfort and safety” says the Bologna factory—and its spec sheet is as long as it is compelling. From radar-based systems such as Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD) to an instant seat-height lowering system, which allows the shorter rider to reduce the spring preload to its minimum at low speed or when stopped, Multi GT is simply stunning considering the its $28,395 price tag. In fact the package, which also includes LED lights, multiple riding modes, 60-liter side cases, a main stand with Easy Lift, a hands-free gas tank cap, and GT livery, is significantly cheaper than a fully spec’d V4 S with similar factory options fitted.

As well as raiding the V4 S accessory catalog and making a host of Multistrada extras standard fitments, Ducati has also bestowed the Grand Tour with technologies and parts from the proven Multistrada Rally (that will also become standard on the Multi in 2024). Its directly mounted handlebar configuration, for example, which Ducati say gives the rider more direct feel without incurring extra vibration, is the same as the Rally’s. There are added heat shields to isolate the rider from engine heat, adjustable cooling air scoops, and a more comfortable pillion seat, all from the Rally too.

Adjustable air scoops direct cooling air to the rider’s lower extremities. (Alex Photo/)

In contrast to the myriad extras and tweaks introduced to the Grand Tour, the Granturismo V-4 motor, with its counterrotating crank, spring-operated valves, and most impressively, 170 hp at 10,500 rpm and 92 lb.-ft. of torque at 8,750 rpm, remains blissfully unaltered.

Smooth and long-legged on the freeway, urgent and aggressive in the hills, the Granturismo remains one of the great Ducati engines, its only flaw being that the Grand Tour shares the version used in the current V4 S and not the new 2023 Rally. That means it doesn’t benefit from the latter bike’s cylinder deactivation system (also installed in the Diavel), which deactivates the back two cylinders below 4,000 rpm, improving fuel economy, emissions, and crucially, reducing engine heat to the rider at low rpm.

Its versatility is enhanced by four riding modes: Sport, Touring, Urban, and Enduro. Each brilliantly adapts and configures the bike’s power and the long list of rider aids to suit the terrain and riding mood.

Riding modes adjust the power, suspension, and traction control for the ability to adapt to various road and weather conditions. (Alex Photo/)

Cycle World was invited to experience the new Grand Tour over two days of riding in northern Italy, fully loaded with enough kit in the 60-liter cases for an overnight stay near the Imola race circuit. As well as being treated to miles of snaking asphalt, we experienced several hours of autostrada riding, crunching out miles to our overnight destination.

Capacity for the two plastic side cases on the Multistrada V4 S Grand Tour is a combined 60 liters. (Alex Photo/)

The Grand Tour took it all in powerful stride, accelerating away from the tollbooths like a snarling superbike before cruising at 90 mph with the nonchalant ease of a smooth thoroughbred tourer.  With the light fading and still 80 or so miles to process, the now-standard Adaptive Cruise Control is engaged (by setting the cruise to 140 kph then releasing the throttle) to let the system work its magic, monitoring the distance between our bike and vehicles in front then adjusting the speed accordingly.

Forward-facing radar paired with rear-facing radar gives the Grand Tour adaptive cruise control as well as blind spot detection. (Alex Photo/)

At this point, the rider has little to do—in a good way. Even the Blind Spot Detection works overtime so you can relax and conserve concentration, highlighting if it’s clear to change lanes. An LED light on each mirror illuminates when aggressively driven cars are storming up fast on either side, which is extra useful in the cut and thrust of an Italian rush hour.

On day two, the GT proved how versatile that V-4 motor is and how useful and intuitive the riding modes are. In Urban mode, peak power is reduced to 115 hp with throttle response softened just so, and even the up-and-down quickshifter subtly adjusted to city needs too. Sport and Touring modes, meanwhile, deliver full power, with Touring giving a less direct feeling at the throttle, Sport coming with a sharper response without being overly aggressive.

Sport mode tightens up the ride for spirited riding. (Alex Photo/)

Most of our second day of riding focused on flowing along sweeping hillside roads, which meant Touring mode was optimal for most of the time, and flicking into Sport for an extra kick in power to blast up steep mountain passes. With so much power and torque to hand, the softer Touring mode was the preferred option.

When the roads tightened and the adrenaline began to flow, Sport mode was called up, not only for the most direct connection between throttle and rear tire contact patch but also for the extra support it injects into the semi-active Marzocchi suspension. Make no mistake, the new Grand Tour creams along like the very best touring machines, but when you want to have fun it has the power, the handling, and the attitude to deliver what we would have called mind-bending sportbike performance not too long ago. Despite being laden with panniers and bristling with worthy touring equipment (yes, there’s even a main stand), it’s responsive, full of grip, and instills full confidence.

Stopping power is the same as the V4 S and, up front, comes via tasty race-spec Brembo Stylema calipers, 330mm discs, and cornering ABS. The radial master cylinder adds to GT’s high specification and is similar to what you’d find on a high-end superbike. There’s excellent stopping power when needed, the ABS isn’t intrusive in any way, and the lever actuation is smooth at low speeds.

Brembo Stylema front calipers matched to 330mm discs offer sportbike-like braking performance. (Alex Photo/)

The quoted weight of the Grand Tour is yet to be confirmed but is expected to be a fraction more than the standard V4 S’ 474 pounds (dry) due to all its extras, but even with the panniers fully loaded the added weight was hardly noticeable thanks to Ducati’s Skyhook semi-active suspension.

Like its engine performance, the Grand Tour’s dominant handling characteristics are dictated by the selected riding mode. Touring is plush and yielding yet holds the chassis well when you want to make the most of all those frisky Italian horses. In Sport mode the Skyhook system transforms the Grand Tour into a purposeful and hard-edged performance tourer, the suspension movement and travel are reduced with more support and stiffer damping when you’re pushing hard, braking deeper, and accelerating earlier.

We hit some poorly paved surfaces in the hills above Bologna but barely reduced our pace as the GT was never close to the limit or about to do anything untoward. For a bike with a 19-inch front wheel and for a roadster with long-travel suspension, it’s an integrated, sweet-handling package, backed up by some of the smartest rider aids on the planet. Ducati Wheelie Control (DWC), Ducati Traction Control (DTC), plus cornering ABS are all present and all lean-sensitive, their input and intervention levels dependent on the riding mode selected, working in the background and enabling you to have fun in safety.

Lean-sensitive traction control and ABS along with Ducati’s Skyhook semi-active suspension keep rider confidence high when the road quality is low. (Alex Photo/)

The 2024 Grand Tour additionally comes equipped with two useful suspension aids: minimum preload and Easy Lift. As mentioned, the minimum spring preload function allows the rider to effectively increase sag and lower the seat height for low-speed security. How much the seat lowers depends on the weight the seat is carrying. I am 5 feet, 7 inches, and with the preload reduced I could confidently get two feet on the ground. Once rolling again, you can press a button on the left bar to restore the preload to normal, or failing that, the system will automatically add the preload once the speed is up to around 68 mph.

Easy Lift, meanwhile, opens up the suspension, making it softer when the ignition is on and easier to lift the bike upright from the sidestand. With a fully loaded machine especially, it provides welcome assistance.

The large, adjustable screen remains only manually adjustable but is effective and only takes the lightest touch to operate. Even at 90 mph, you can ride visor up without your eyes watering or any discomfort.

Covering big distances is a breeze on the Grand Tour with its all-day comfort. (Alex Photo/)

As noted, the new GT doesn’t have the rear cylinder deactivation system that drops the rear pair of cylinders at low engine speeds, but Ducati has tried to channel engine heat away from the rider, with new heat shields on the swingarm and the left side of the rear subframe, plus new closable air ducts on either side just in front of your legs.

The busy but clear 6.5-inch TFT dash is adopted from the S model and comes with full connectivity and navigation. There are heated grips and heated seats for rider and pillion, while the pillion also gets a plusher perch, again stolen from the Rally released earlier this year.

Over two days on this test we averaged 31 mpg. A 5.8-gallon gas tank suggests more than 170 miles between fuel stops are possible, even more if ridden with less gusto than the Multi GT begs for. Grinding out 190 miles without a stop should be easy going on the Grand Tour as the comfort is all-day excellent.

In summary, Ducati has taken the hugely accomplished and versatile crossover that is the Multistrada V4 S, added even more features plus a few ideas from the excellent V4 Rally to produce not only the best Multi for long-distance touring but arguably one of the best bikes to have sporty fun on when you arrive at your mountain destination.

The Grand Tour puts the “multi” in Multistrada. (Alex Photo/)

We dream of finding the ultimate machine that can do it all and the Grand Tour truly comes close. It’s flexible and smooth, oozes comfort, and has enough luggage capacity for a proper touring holiday. With 170 hp and the ability to stop, turn, and go like a very good superbike and there’s very little it cannot do, and do very well. For those who’ve always yearned for Ducati’s superb all-rounder but patiently waited for price and spec to fully align, the Grand Tour’s arrival may well be the moment to pounce.

2024 Ducati Multistrada V4 S Grand Tour Specs

MSRP:	$28,395
ENGINE:	DOHC, liquid-cooled, 90-degree V-4 w/ counterrotating 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 @ 10,500 rpm
CLAIMED TORQUE:	92 lb.-ft. @ 8,750 rpm
FUEL SYSTEM:	EFI w/ 46mm elliptical throttle bodies; ride-by-wire
CLUTCH:	Wet, multiplate w/ slipper action; hydraulic operation
FRAME:	Aluminum monocoque
FRONT SUSPENSION:	50mm inverted fork w/ Ducati Skyhook, electronically adjustable compression and rebound; 6.7 in. travel
REAR SUSPENSION:	Monoshock w/ Ducati Skyhook, electronically adjustable; 7.1 in. travel
FRONT BRAKE:	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS
REAR BRAKE:	Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS
WHEELS, FRONT/REAR:	Light alloy cast; 19 x 3 in. / 17 x 4.5 in.
TIRES, FRONT/REAR:	Pirelli Scorpion Trail II; 120/70ZR-19 / 170/60ZR-17
RAKE/TRAIL:	24.2°/4.0 in.
WHEELBASE:	61.7 in.
SEAT HEIGHT:	33.1–33.9 in.
FUEL CAPACITY:	5.8 gal.
CLAIMED CURB WEIGHT:	TBA
AVAILABILITY:	February 2024
CONTACT:	ducati.com

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