Motorcycle specifications DucatiMultistrada V4 1160 2021 Breaking collars and codes

Ducati has been pushing the limits of V2 motorization for decades. But now it's the V4 that becomes its high-pedigree engine. After igniting the fury on the Panigale and Streetfighter models, this architecture now permeates the Multistrada line.

Ever more powerful... It would be so simple to sum up the evolution of the MTS in this way. Not so with the Multistrada V4. It's a model for a new era, taking up only the concept and appearance of previous generations. But technically, everything has been turned upside down.

Ducati is very proud of its V4. A block that smells of MotoGP, derived for WSBK then progressively declined in a Granturismo version to energize the Bolognese trail bike. The block's displacement has been increased to 1158 cm3, to offer greater boot space, torque and driving pleasure.
And what power! We reach 170 hp at 10,500 rpm. That's 12 more than the V2 1262 DVT, 5 more than one of its main rivals, the S 1000 XR, and, in a personal nod to Superbikes, the same amount as the 1198.

Each of the engine's 4 cylinders benefits from an additional 2 mm of bore. The extra displacement and engine management enable it to deliver as much torque as the roadster , but with a much earlier maximum. Above all, its behavior has been designed to be more supple, while retaining strength, punch and Italian vigor.
Those nostalgic for the big V2 will wince a little when they realize that the V4 delivers half a mkg less torque. Then smile at the maintenance schedule: oil change every 15,000 km and valve clearance check every 60,000 km. Valves no longer controlled by the desmodromic system...
A special feature, already seen on recent Harleys and recently installed on Indian bikes, and shared with the Streetfighter V4, is that the rear cylinders are switched off at idle - to cool the engine and reduce fuel consumption.

in renewing the Multistrada's silhouette for this V4 chapter, Ducati has not betrayed its lineage. The family resemblance is unequivocal, but the shapes have been reworked from top to bottom. The face asserts its independence, the windscreen takes on more complex surfaces, the indicators migrate from the hand guards to the sides of the fairing, and the hot-air extraction vents bear witness to much more advanced aerodynamics.
And not just here. Take a look at the engine area, just in front of the front cylinder bank. Two pairs of winglets have been installed, one on each side of the bike. But they're not there to press the bike to the ground; they're there to help dissipate heat from the rider's legs.

These are not the only surprises. A new, standard-shaped swingarm consigns the traditional single-arm to the closet. Efficiency (or cost) has taken precedence over glamour, and the pair of exhausts has also disappeared, in favor of a more conventional, mid-mounted unit. The seat is more compact and doesn't ride up on the back of the tank.
Now you're ready for another shock. You've probably noticed that you can now see the tubes in the rear frame... and that they're nowhere to be seen in the frame!

That 's right; as with the brand's SBK models, the tubular steel trellis has disappeared. An aluminum monocoque structure replaces it. The chassis is completed by an inverted fork 50 mm in diameter - adjustable for preload, compression and rebound damping. As a trail bike, the MTS V4 benefits from ample suspension travel, with 170 mm at the front and 180 mm at the rear. Ground clearance is 220 mm.

a look at the wheels shows that the machine is making an effort to venture into other terrain. The 17" front wheel has been replaced by a 19". Not yet a TT, but already more rugged. The rear tire is slimmed down to a 170" width, more suited to trails.
But there's no secret. For off-roading, you'll have to ask for spoked wheels and studded tires. Which the S offers as an option.

A machine like this, with an engine ready to catapult you like SpaceX, will mainly be used in road mode... sporty road, touring road, sometimes enduro road. In short, multi-route. If you want to get the most out of your 170 horsepower, you'll need to put the brakes to serious use. Brembo M4.32 calipers encircle 320 mm tracks to keep the Italian's 240 kilos in check. The S will claim to have slightly more muscular, hypersport-type gear.
Back to our bike. The front calipers and master cylinder are radial, while the rear uses a 265 mm disc with a twin-piston caliper. The rider controls and the ABS regulates. It features a Cornering function to modulate its force according to the angle. That's how the electronic equipment opens up. Consistent here, plethoric on the S.

The 5-inch TFT screen has changed its graphics, strongly inspired by those of the V4 protagonists. Gone are the bar graph, the telemetric appearance and the plastic claw. The analog-style rev counter has taken up residence, while all the information has been rearranged. The Bluetooth multimedia interface allows you to manage calls and smartphone activity.
The co-pilots are familiar, customary and inseparable from the house. Four Driving Modes oversee all functions (Sport / Touring / Urban / Enduro), the specifics of which are described below. There's also an IMU inertial unit for fine-tuning the sensitivity of steering aids, 8-level traction control, 8-level anti-wheeling, 3-level ABS with cornering function - coupled braking - anti-stoppie, and several power levels. The MTS V4 gains a new daytime running light signature.
What about the radar we've been talking about lately? It's not here, not at this level of the range. If you want it, look no further than the S or S Sport.

technically impressive , the Multistrada V4 is also another world for Ducati. Especially for its fans and followers. None of the brand's great symbols are there: no more desmodromic valve train, no more trellis frame, no more single-arm, no more twin...

But don't let this put you off the idea of a trip or a pleasant, if unexpected, ride. Once you've got to grips with the electronics, you'll appreciate the simple things that are so important, like the 22-liter fuel tank (2 liters more than before), the anchoring points for suitcases, the riding position designed to be comfortable for backpacking and efficient standing on the footpegs for off-roading, the adjustable seat height of 840 or 860 mm, the 12V socket next to the dashboard and...... Oops, no, still no center stand as standard.

The Multistrada V4 will also be available in an S version, the most technologically advanced. Ducati has reserved for it the new radar for adaptive cruise control, pilot-controlled suspensions, a larger TFT screen, GPS navigation, additional assistances and adaptive cornering lights. A Sport version offers a racing color scheme, carbon parts and an Akrapovic exhaust system.

multistrada V4 driving modes:

sport : the 170 hp are optimally delivered, DTC traction control and DWC anti-wheeling are used sparingly, and ABS is set to the second level to allow controlled rear-wheel lift.

touring : still 170 hp, but delivered more gently. DTC and DWC are more sensitive, and ABS is set to level 3, activating rear-wheel anti-lift and cornering brake management.

urban : power drops to 115 hp. DTC and DWC are much more sensitive, and ABS is on level 3.

enduro : 115 horsepower for trail-bashing. DTC and DWC are less responsive than in Touring mode. ABS is set to level 1, cancelling rear wheel lift detection, cornering and rear wheel anti-lock.

M.B - Manufacturer's photos