Ducati Multistrada V4 Rally (2020 - ) review

When Ducati brought out its all-new and now V4-powered Multistrada V4 adventure bike in 2021 it was hard to imagine bikes getting much better. In short, it had it all. 170 horsepower performance, sublime real-world handling, amazing practicality and a sophisticated spec to shame some supercars. But this new-for-2023 Rally version raises the bar even further. With an enlarged 30-litre tank, improved comfort and added off-road ability, the Rally can not only do it all but do it all astonishingly well. Best of all it is also so seamlessly designed, classy, high-specced, adjustable and high quality we’re tempted to say it’s the best bike currently available. The only fly in the ointment? A price starting at £23,500 that, with options, can quickly approach £30K…

There wasn’t much wrong with the riding position of the standard 2021 Multistrada V4. Indeed, thanks to a plush seat, good ergonomics and adjustable screen we already gave it full marks. But the Rally is better still. Comfort has been improved thanks to new fairing deflectors that limit turbulence and reduce airflow in cold weather. The extended tail section and recessed luggage rack increases pillion roominess and, although the extended travel suspension implies a higher seat height due to various options that’s not actually the case. True, in stock trim, the Rally’s seat is 30mm taller and adjustable from 870-890mm compared to the standard version’s 840-860mm, but that’s not the whole story. A low seat accessory takes it down to 855-875mm, an even lower option reduces it to 825-845mm while, on top of that, a suspension lowering kit can take it down to 805-825mm. Amazing.

Ducati’s Multistrada has pretty much defined motorcycle versatility and practicality ever since the second-generation version introduced the world to switchable riding modes interlinking engine performance and suspension settings way back in 2010. The V4 has continued that theme while the new Rally takes things further again. It combines superbike road performance with touring tech in the shape of radar cruise control, commuter friendly features like the radar’s proximity warning and, in this Rally form, genuine off-road ability thanks to the larger off-road wheels, longer travel suspension and extra Off-Road mode. Of course, the bigger tank and taller riding position slightly inhibits traffic-splitting (although not by as much as you’d think) and whether you actually want to commute or off-road on a bike this fancy is a moot point. But it can do it if you want.

In a word, astounding. The new Rally essentially uses exactly the same all-new Granturismo V4 engine as introduced on the 2021 Multistrada V4. That engine was a radical redevelopment the one used in Ducati’s Panigale superbike, with camshafts instead of Desmodromic valves for an output of 170 horsepower along with masses of torque and ultra-sophisticated modes and electronics. In Rally form it also gets a new ‘Off-Road’ mode which cuts power to 115 horsepower. The overall result is just as impressive as before, with a turbine-smooth mid-range that hauls out of turns and a top end speed that is simply blistering. Just as impressively, and unchanged from the stock V4, the Rally’s top-spec brakes are its performance equal thanks to Brembo Stylema four-piston radial-mount calipers biting on dinner plate sized discs with cornering ABS.

You’d be forgiven for assuming that in this taller, broader, more off-road-orientated ‘Rally’ form, Ducati’s Multistrada V4 would be slightly compromised in terms of its previously peerless ride and handling. Not a bit of it. With semi-active, electronically-controlled ‘Skyhook’ suspension, there’s a smooth and brilliantly controlled ride. Steering, despite the big 19-inch wire front wheel, is light, intuitive and precise while, overall, the whole bike belies its apparent size and bulk for real poise, performance and comfort. And plenty of adjustment left over to tailor things exactly to how you’d like.

The first chink in the Multistrada V4 Rally’s armour? Yes – and then some. There’s no getting away from the fact this is a premium, luxury, expensive piece of kit. At the time of writing the Rally’s starting price is just shy of £24,000 – or over £3,000 more than the Multistrada V4 S (with semi-active suspension and more) and nearly £7,000 more than the standard Multistrada V4. That’s a hefty payout whichever way you look at it. And is also just the start. If you then start selecting options such as special paint and Ducati’s ‘Full Adventure pack’ (heated grips/seat, aluminium panniers, Akrapovic silener and carbon mudguard) that bumps up the price by a further £3,550 taking the total to well over 27 grand. On top of that it will have as big a hunger for consumables such as tyres, chain, brake pads as any machine with this level of performance, insurance won’t be cheap and fuel consumption (we averaged around 36mpg) is higher than most, too. Turns out you can’t actually have everything!

The days of ‘fragile Ducatis’ have long gone. These days, partly due to the cultural change brought in under Audi ownership, quality has been improved, service intervals have been extended and reports of technical problems are now largely few and far between. With the preceding Multistrada V4 S we said that, as its ‘Grandturismo’ engine was largely new as were new electronic systems such as the optional radar-controlled cruise control, we were reserving judgement slightly out of prudence. The same is true here, although the Rally does have the benefit of two years of Multistrada V4 history with virtually no reported problems so, again, on the whole, we have very little cause for concern.

Although a sophisticated, high-performance machine the servicing requirements of the Multistrada V4 Rally are, as with the V4 S we tested earlier, better than you might expect. Basic oil changes services come only every 9,000 miles, major valve clearance services are a whopping 37,000 miles apart, the air filter is a quick release type requiring no bodywork removal and the switch from complex Desmodromics to valve springs further simplifies (and cheapens) things overall. The warranty, meanwhile, is a fairly standard issue, manufacturer-backed, two years/unlimited mileage affair covering all parts and labour.

We thought the preceding Ducati Multistrada V4 S pretty much had it all – but the Rally goes further still. Standard equipment includes cornering ABS, Ducati Wheelie Control, traction control, hill hold, quickshifter, Skyhook Suspension Evo, cylinder deactivation, cruise control and more, upgrades over the S including an increase in suspension travel to 200mm, an additional Enduro riding mode, extra fairing deflectors and the 30-litre fuel tank. The base (all things relative) Radar spec also includes, as the name suggests, radar cruise control and blind spot alerts while Adventure Travel & Radar and Full Adventure add further goodies like aluminium luggage, an Akrapovic silencer and more. Or you can configure extras from the huge options list individually for a more bespoke build. From there the accessories catalogue awaits to take you further still. In short, if you want it, it either has it or you can get it – for a price.

It’s quite simple really. If the Ducati Multistrada V4 S is the Range Rover Sport of the two wheeled world with all the performance, class and style but a more road-focused talent base the Rally is the full fat Range Rover Vogue with extra substance, spec, ability and, yes, cost. With feet on the ground a price knocking on £30K if you indulge yourself with the options looks hard to justify but if you want the best – and this probably is at the time of writing – then you have to accept it’s not going to come cheap.