TEST | 2026 Ducati Multistrada V4 Rally

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With the smarts to inspire confidence and the legs to cross continents, Ducati’s new Multistrada V4 Rally has the brains to match the brawn

Remember when big adventure bikes were simple machines? They were relatively cumbersome and unexciting, and boasted the same level of technology as a cuckoo clock, but there was always an appealing utilitarian quality to the Teneres and GSs of the early 21st century.

Not so much now. Times have most definitely changed. In fact, Ducati’s updated Multistrada V4 Rally is one of the most technologically advanced production bikes on the market and, with 125kW on tap, as capable of a rapid ride up a mountain pass as it is circumnavigating the globe. Basic or dull it is not.

Ducati has adorned the new Rally with a similar suite of race-developed electronics to those introduced to the Multistrada V4S at the start of 2025. Although both machines share Ducati’s Skyhook-managed Marzocchi electronic suspension, the Rally has more suspension travel, a larger 30-litre fuel tank, and is ready to take on the sands of the desert every bit as well as the best asphalt roads in the world. We travelled to the famous Futa mountain pass just north of the Ducati factory in Bologna to see if the new Rally goes as well as it looks.

FRESH TECH

Love them or loathe them, electronic rider aids are here to stay and are making riding more enjoyable and safer than ever. In recent years there’s been a rapid development in the sophistication of all manufacturers’ rider aids but it is arguably Ducati, using knowledge gained during a period of dominance in MotoGP, that is leading the field. Certainly, we are looking at the most advanced Ducati Multistrada yet seen.

Bleak weather gave the perfect opportunity to test just how ‘real-world’ the V4 Rally is

Ducati has essentially taken all the rider aids and electronics from the excellent Multistrada V4S and transferred them to the V4 Rally. This means a plethora of electronic updates, which should boost rider engagement and safety. Prime among them is Ducati Vehicle Observer (DVO), which we have seen already on Ducati’s Panigale and Multistrada and was developed by the Ducati Corse MotoGP team. In basic terms, DVO acts like a second brain for the rider aids, making them even more refined and precise by predicting what the bike is about to do via an array of ‘virtual’ sensors.

The Granturismo V4 engine is one of the most powerful on the market in the ADV segment

Ducati’s new Automatic Lowering Device also debuts on the Rally, along with the new linked ABS brakes, again seen on the Multistrada V4S but perfected for the Rally. Front and rear radar supports the adaptive cruise control, blind spot detection, and a new front collision warning system, which illuminates the dashboard before a possible impact, hopefully giving you time to react.

Radar tech is neatly integrated into the styling

Ducati Skyhook electronic suspension features a Marzocchi fork and shock with 200mm of travel. The rider can now change suspension settings on the move, plus there’s a new Auto mode and Bump Detection System that enables the front suspension to communicate with the rear. The swingarm pivot moves 1mm up, which should improve anti-squat, especially when fully loaded. Heated grips and tyre pressure monitoring come as standard, there’s a slight tweak to the centrestand, and a larger bash plate gives a few more mm of protection just in case. The (also optional) hard luggage system has a new locking mechanism, which means you don’t need a key to unlock the panniers once they are removed. The DQS 2.0 quickshifter debuts on the Rally for a faster, cleaner up-and-down clutchless shift. There are improved cornering lights, Ducati Brake Light EVO, and a new coming home light that remains illuminated for a few seconds once you’ve turned off the keyless ignition.

The new Jade Green livery option looks good, too.

About the only aspect of the Rally that hasn’t been changed, and arguably didn’t need changing, is the powerful 1158cc Granturismo V4 – now Euro5+ complaint and producing a for-now market leading 170hp at 10,700rpm and 124Nm of torque.

Wire wheels show Ducati is serious about this being a gravel road bushbasher. Can’t wait to spank it around our backroads!

All this rampant technology might easily strike fear into those of us who dread updating their iPhone, but Ducati has striven to make it all as easy and accessible as possible. To help prove that point, the press presentation for the Rally was held not in a warm location like southern Spain in early spring but in northern Italy in winter. This is a stunning part of the world with amazing food and wine, but in winter the days are often rainy with near-freezing temperatures – making it the ideal proving ground to test the Ducati Multistrada V4 Rally’s new tech and rider aids.

Riding the Rally

I like the new green-blue and brushed aluminium livery option. It’s probably the first time I’d choose an alternative to red on a Ducati. The brushed aluminium fuel tank adds a touch of class, and the finish, as you would expect from a $43,800 Ducati, is top level. Ducati opted to add a few extras to AMCN’s machine: the bike tested is the Adventure Travel and Radar, which adds $4300, making a total price of $48,100.

Those sure are enduro-spec ‘pegs on a bike designed for the smooth and rough

As intimidating as the Rally might appear as it stands tall on its long-travel semi-active Marzocchi suspension, Ducati has tried to accommodate all riders, including short bods like me. There are several seat-height options and even lowering kits, which means, in theory, you can go as low as 805mm and as high as 905mm. The Automatic Lowering Device can reduce whichever seat height you opt for by a further 15-30mm, depending on the squat of suspension. The standard seat ranges from 870-890mm. I’m only 170cm and was offered the optional lower seat, but with the Automatic Lowering Device active had no problem getting two feet securely on the ground with the standard set-up, although not flat-footed.

Handlebar dashboard toggle control is backlit

With the standard heated grips set to level three of five and the optional heated seat on a nice and gentle level one, it was a steady departure from Ducati HQ in Bologna into the city’s crazy congestion and damp, cold streets. I opted for Urban mode, which is very close to the standard Wet mode.

Screen is only manually adjustable, sadly

I’ve experienced the Auto Lowering Device on the Multistrada V4S but on the Rally it’s far more noticeable, possibly due to the longer travel rear suspension and heavier weight of the bike. As the bike’s speed drops below 10km/h there’s a rather sudden drop in the rear shock and ride height, which is then gently reapplied at 50km/h. It’s an impressive system that can be overridden should you want and has different settings for off-road. For many shorter or inexperienced riders this will be the Rally’s ace card, making such a big global adventure bike properly accessible for many.

Dashboard is easy to navigate

To add to this slight unusualness, there is also the rear cylinder deactivation function, which knocks out the rear pair of cylinders, transforming the V4 into a parallel twin below 10km/h in a bid to reduce heat transfer to the rider and pillion and improve fuel economy and range. All four pots come back to life depending on the rpm (usually at around 4000rpm) or torque request from the rider’s throttle. For example, open the throttle wide from 2000rpm and all four cylinders will chime back in.

Looks a bit like winter in NSW’s Southern Highlands but it’s actually a famous pass in Italy

The fuelling and ride quality in Wet and Urban modes are superb. A potentially brutish 125kW V-four is a pussycat to manage at low speeds, and the transition between two and four cylinders is so smooth it’s almost impossible to detect. In these two riding modes, the semi-active Skyhook suspension delivers a smooth and cushioning ride. It’s a tad unnerving at first, especially on poorly surfaced back roads, but its Bump Detection System means you can feel an imperfection in the road via the front wheel become better absorbed by the rear, which is prepared for the pothole thanks to communication from the front. The rear wheel obviously follows the same track as the front but on some odd occasions feels like it is on a slightly smoother path.

Sophisticated suspension gives the rider options for seat heights at standstill. Very useful on such a large and tall ADV model

The linked braking is also worth a mention. In the ‘ABS 3’ setting, the front activates the front and rear and, when applied, the rear also affects the front. When and how much depends on varied factors determined by the DVO and IMU but the key point is that when you’re, say, commuting and battling angry traffic, you only need to use the rear brake, because it automatically applies the front.

Despite its refinement and everyday usability, the tall and commanding Rally turns heads in the city like few other bikes can manage, especially in its hometown. But where it should truly excel is on the mountain passes and hills of northern Italy where so many Ducatis’ handling ability is honed. Over the last 25 years, I’ve ridden these roads on many different machines, including the original air-cooled Multistrada, but today it’s very different. It’s cold and damp, and the Rally’s impressively updated dash keeps flashing up ice warnings as we head north and upwards above the cloud cover.

In Touring mode, I still have ABS 3 but fewer rider aids, more power, and the Skyhook suspension set to Auto. In Auto the suspension analyses how you’re riding and adjusts its damping rates and spring settings to suit the moment. Rather than having to choose a Dynamic, Comfort or Low Grip setting, you can instead just use Auto and let the clever system do the work.

I’ve never really ridden a Multistrada in such cold and bleak conditions but I’m pleased to report that the heated grips and seat (still not on max) kept me warm and toasty, and the manually adjustable screen held the chilly air and occasional rain at bay. In fact, the cold conditions highlighted how effective the bodywork, screen, handguards and creature comforts are. My only gripe is that the screen should be electronically, not manually, adjustable on a premium Ducati.

Time for some fun

Once we had broken through the clouds into the sun, the temperatures were still barely above freezing, but at least the roads were dry and we could have some fun. Still in Touring mode, still in Auto, the suspension was working hard to smooth out the ride while also finding grip and keeping the bike level and stable during fast direction changes and aggressive braking and accelerating.

The combination of the Pirelli Scorpion Trail II rubber, such effective rider aids and well-controlled chassis resulted in a brisk ride and gave me the confidence to carry plenty of corner speed and lean. Yes, there are a lot of rider aids and that smart suspension working in the background, but all that technology doesn’t interfere with the Rally’s feel and connection with the road. I can’t remember the last time I rode so quickly in such cold and tricky conditions, nor did so without a moment of doubt or worry.

At the start of the test day, I assumed it would be too wet and generally too grim to fully play with Sports mode, but as the V4 Rally was giving me so much confidence, I opted into Sport (on the move, via a closed throttle) despite the occasional ice warning. The jump between Touring and Sport is as obvious as Donald Trump’s thinning thatch. The full 125kW V4 Granturismo feels sharper, more responsive, with more drive, like a fully-fledged superbike of just a decade ago. Add a slick and effortless quickshifter backed up by excellent rider aids and chassis, and you make the Rally dance.

In Sports mode, ABS 2 is automatically activated, which I preferred when riding faster. When riding quickly in Touring mode and ABS 3, the rear would occasionally apply the front a little too much. Sometimes the lever would have a plush, natural feel, sometimes more robotic as the system took over. Now, in ABS 2, the front activates the rear, but the rear doesn’t affect the front. (You can change ABS 3 to ABS 2 in Touring mode in the main menu.)

For the first time in his life, tester Chad could be seduced away from the traditional Ducati Red

Due to the mixed conditions, I mainly left the suspension in the Auto setting. I did try the Dynamic mode, which has a sportier edge over Auto, and makes the bike turn easier and feel lighter due to the more controlled suspension.

A bike this big and so well-equipped and more than capable of taking on a rocky river crossing shouldn’t handle like a sportsbike on the road, but it does. Even on dodgy roads it manages to find grip and inspire a fun ride.

The awful riding conditions really highlighted the Rally’s usability and versatility. There were ice warnings on the dash but I was still warm and comfortable all day. Grip in the wet was excellent, and when the roads dried out, the Rally could unleash its power and an exhilarating pace. All the time, you can flick between modes on the move, changing the character and feel of the bike. And (this remains hugely important to riders of my stature) at every standstill my feet could touch the ground thanks to the Automatic Lowering Device.

Riding back to the factory, we had a short blast on the freeway that showed that the rear radar and blind spot detection work well, as proven by Signor Alfa driving two inches from my number plate at 145km/h. The Auto Cruise Control is easy to operate, and you can change the permitted distance between you and the vehicle in front. The dash is relatively simple to operate, the backlit main control joystick is indeed a joy, and the improved cornering lights work well – something we don’t normally get to test.

We covered just shy of 200km on test and had over 200km remaining on the range indicator from the 30-litre fuel tank. It was a relatively steady ride, averaging 6L/100km, and comfort was not an issue.

To be honest, we need to put in more miles on the Rally to fully test its comfort, but I’d have no hesitation loading it up and diving into some big rides. I would have been happy to ride home to the UK from Italy despite the sour weather as I never felt cold all day thanks to excellent ergonomics, that heated seat and those grips (there’s even an optional heated seat for pillion).

We also need to take the Rally off-road and test its Enduro mode, but due to conditions and time we didn’t get the opportunity.

Verdict

Ducati hasn’t majorly overhauled the Multistrada V4 Rally but careful updates have made it more accessible than ever. The Rally is like the Swiss army knife of the adventure world. It can handle everything from switchback mountain passes taken at speed to long-haul rides with equal aplomb. It doesn’t care if it’s two-up fully loaded crossing continents or chasing a bunch of sportsbike mates on a Sunday afternoon or splashing to work in winter – the Rally will do it all. An injection of new electronic technology and riding strategies makes it more versatile, safer and usable to more riders.

Nothing is perfect. Should the screen be electronic? Is the ABS 3 setting a little too inconsistent when ridden aggressively? What will it be like off-road? And the base bike starts at $43k, while the full adventure option with Akrapovic muffler and carbon guard is $50,500 ride away.

And there’s that elephant in the room again: the BMW R 1300 GS Adventure, the dominant king of the sales charts. The updated V4 Rally has the latest and greatest electronic technology and more power, but the BMW is possibly better off-road and also a phenomenal all-round motorcycle. There is also that orange elephant from Austria to consider… We feel a group test coming on. 

PROS – Class-leading electronics and rider aids, remarkably accessible for such a big ADV bike, superb comfort in cold.

CONS – Premium price, especially once options are added; manually adjustable screen feels out of place at this level.

 

Competition

BMW R 1300 R Adventure From $33,750

MV Agusta Enduro Veloce From $35,495

KTM 1390 Super Adventure R From $35,995

Triumph Tiger 1200 Rally Pro From $32,390

 

SPECIFICATIONS

ENGINE

Type Liquid-cooled, 4v per cylinder, V4 Granturismo
Bore & stroke 83mmx53.5mm
Capacity 1158cc
Compression ratio 14.0:1
Fuelling Injected Ride-by-Wire 46mm throttle bodies
Transmission Six-speed, chain final drive
Clutch Multiplate with hydraulic control. Self-servo action on drive, slipper over-run

PERFORMANCE

Power 125kW (170hp) at 10,750rpm (claimed)
Torque 123.8Nm at 9000 rpm (claimed)
Top speed 249km/h (est)
Fuel consumption 6.6L/100km claimed, 6L/100km tested

ELECTRONICS

Rider aids Riding modes, power modes, Ducati Traction Control (DTC), Engine Brake Control (EBC), Bosch Cornering ABS, Ducati Brake Light (DBL), Ducati Cornering Lights, Radar system, Ducati Vehicle Observer (DVO), Ducati Wheelie Control (DWC), Vehicle hold control
Rider modes Urban, Touring, Sport, Enduro, Wet

CHASSIS

Frame Aluminium monocoque
Rake 24.7°
Trail 105mm
Wheelbase 1572mm

SUSPENSION

Type Marzocchi
Front 50mm, USD, electronic fully adjustable Ducati Skyhook EVO, 200mm travel
Rear Single rear shock, fully adjustable Ducati Shyhook EVO 200mm travel

WHEELS & BRAKES

Wheels Spoked
Front 3x19in
Rear 4.5x17in
Tyres Pirelli Scorpion Trail II
Front 120/70/19in
Rear 170/60/17in
Brakes Cornering ABS (3 settings)
Front 2 x 330mm discs, Brembo M50 Stylema four piston radial calipers
Rear 280mm disc, two-piston caliper

DIMENSIONS

Weight 240kg (wet weight no fuel)
Seat height 870-890mm (805-905mm with accessory)
Ground clearance 235mm
Fuel capacity 30L

SERVICING & WARRANTY

Servicing First: 15,000km 24 months. 60,000km valve check
Warranty 48 months

BUSINESS END

Price from $43,800
Colour options Jade Green, Ducati Red
Contact Ducati.com/au/en

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