Oddly enough, the first Ducati Multistrada, with its title and design for multiple highways, was built for just one. Fota Pass, a rugged trail across the Apnain Mountains that connects Bologna and Florence, is no major route. Ducati, on the other hand, saw it as a smaller version of the Strada. He saw the world’s highways in the curved lines of broken asphalt and hairpins.
Focusing on things close to home is part of the Italian character. However, focusing on the local and the specific, it presents to the world things that are sure to resonate in Italy and the world.
Consider the pleasures of Ducati’s native Emilia-Romagna: the world’s largest parmesan is made from the milk of the Bianca Modenis cow in the Po River Valley. It is made from a local breed of the prestigious prosciutto di Parma pig, whose authenticity Is confirmed by strict genetics.
Ducati 2021 Multistrada V4 S vs Ducati 2008 Multistrada 1100S – Comparison Review
If the first Multistrada was known for its local temperament, what can we expect from the current Multistrada? Because Ducati is unclear: for the 2021 Multistrada V4, just showing the Futa Pass is not enough. According to the manufacturer, the new Multi aims to “dominate all highways.” To back up this claim, Ducati claims that the Multistrada V4 can orbit the world 1.5 times (or 37,300 miles) before it needs enough servicing. To accomplish this, Ducati abandoned its characteristic desmodromic valves in favor of ordinary valve springs. It is Ducatisti, the equivalent of cooking carbonara with bacon only instead of real pork joule Ganesh.
The adaptive cruise control of the Multistrada V4 will be almost useless on the Futa pass. Its enduro mode will be completely inappropriate. And its V-4 engine will rarely be able to reach the top of its rpm range, where it is most exciting. We borrowed the 2008 Multistrada 1100 S and the brand new V4 S to test. Yes, the original 2003 Multistrada is 1000, but 1100 is quite similar for our purposes, differing only in minor details such as the increase of 86cc displacement and the addition of wet clutch.
When comparing the V4 with 1100, it is clear how the Adventure Turing motorbike has evolved since 2008. It took a lot of words to describe a 500-pound motorbike ride somewhere near gravel. And Italian. The ’08 Multimeth is significantly smaller than the V4. Yet, despite its large dimensions and considerably more complexity and considerable weight associated with two more cylinders, the V4 S has an estimated dry weight of 480 pounds. That’s just 11 pounds more. 1100 SK. The carbon fiber timing belt covers and fenders, the Marchesini five-spoke wheels, and the gold-tubed Helen suspension complete the look of the 1100 sportbike. The Multistrada V4, on the other hand, has stiff skid plates and crash bars that are worthy of the Ducati Performance Catalog.
Ducati could not have imagined that the expansion of the adventure touring category would change the motorcycle from the roots of its sport until the first multi-Strida was in operation. Ducati could not have predicted the Multi V4; it would have given the original Multi-a Desmocatro or Teststrata engine derived from a superbike instead of the more conservative Desmodio.
The desmodue 1100 is a 1,078cc air-cooled SOHC dual spark to valve engine. All in all, this is no different from Fabio Taglioni’s 1975 500cc Pantah V-twin, the engine that, in Ducati’s words, brought rubber timing belts. While the crankcases have been strengthened over the years and the vertical cylinder head has been turned 180 degrees, the profile has not changed much since the design of the tagline.
“The engine has doubled in size, with extraordinary dependence [valve-adjusted intervals are at 7,500 miles], is a great achievement,” says Bruno de Prato. It is also worth remembering that the venerable Desmodio Engine 2021 is still in production, which powers the Scrambler 1100.
Opening the throttle feels like a tribute to the history of Ducati. Fuel injection is a bit hit or miss at first, but overall the fueling and throttle response is practically excellent. The rapid response from below takes a raging, if not remarkably fast, rave range to the top, and when the power tapper is turned off in the high register, still snatch the motor a little while to listen to the whole song. I am satisfied The tachometer needle sits in sixth gear at 4,000 rpm at a speed of about 70miles-per-hour, and because of the excellent core balance and these tremendous power bursts, the 1100 loops are safe in their sense of modernity. But then you get on the Multistrada V4, and 1100 starts to feel its age. That’s the decent thing to do, and it should end there—just a little, ah, slow.
The V4 Granturismo engine is both good and brave. The 1,158cc engine produces 143.82 horsepower at 10,580 rpm on the CW Dino and 77.78 lb-ft of torque at 7,410 rpm. However, since it is based on the more than 200 horsepower Desmosedici Stradale engine used in the Panigale V4 and Streetfighter V4, these figures are easy to come by, giving the impression that it is in a relatively conservative state. Even with the throttle pin, it never sweats; it almost freezes when it zips up the red line. With the Throttle Wide opening at 1100, it seems to be having a hard time delivering whatever it has, shelling with two large pistons. V4 makes such hard work immoral. The engine looks incredibly smooth and polite, at least for a Ducati, thanks to its small power plus. Practically instant throttle response makes him think and get you there faster. The V4 Grantorism comes with a thunderous flash of power in terms of power delivery and feel.
But just because it accelerates so quickly and with so little complexity doesn’t mean it’s boring. Power wheels are pretty standard, much higher than the Hypermotard 950 when you get to the top in fourth gear – 4th! – And some hold power, so the front air rises quickly. It’s charming. Its sweet spot is 7,000 rpm and above. The Airbox echoes with the GSX-R or Yamaha YZF-R1M-worthy Hank, and the rider’s laughter causes the bicycle to repeat in second gear. Shifting may be one of the most prominent features of V4 Granturismo. Fast-moving shifts are as smooth as you’ll find this part of the MotoGP at any rpm up or down, with a sharp jerk.
Even if the engine is excellent, the V4 lacks the presence compared to the Multi 1100′s desmodue. Traveling at 60 miles per hour and dispersing at 4,000 rpm in top gear, the engine almost disappears from the mind. Des Modio leaves an indelible impression on the rider’s psyche, so visual and engaging that the feeling of using it lasts a long time even after pressing the Kill button. The V4 Granturismo is great for driving, compensating for its obscure moments.
Long-distance travelers requested and received the correction. They pleaded for protection from the ergos and the gentle breeze, and they both accepted it. The seat of the Multistrada V4 is by far the most comfortable Ducati saddle. The windshield turns the wind on the rider’s head. Because idle and clever aerodynamics disable the cylinder which removes heat by turning the cold air on the rider, the heat from the engine is kept to a minimum for a massive V-configuration engine. These are all simple but essential things, something riders still do not value because the memories of bad air and unpleasant seats are not far away. The year 2008 immediately comes to mind.
1100 is far from the most powerful Ducati ever, but the creatures are in dire need of rest. The rider rides on the bike instead of inside, and the bars are thinner and shorter than the V4. It’s a pleasant perch, but ergonomics gets worse from there. A few hours later, the Ducati performance “comfort” gel saddle on our test bike became invasive. At best, it’s almost like having no wind protection. At high speeds, there is a slight movement, but the small windshield carries the air to the upper chest and shoulders, making the wind sound deaf and tiring. Avoid billed ADV helmets at all costs. The Multi V4, not surprisingly, is the logical choice for long-distance cycling.
It’s not that you won’t ask yourself questions. Since 1100 handles very well, if you have a lot of curved roads in your path, you may be ready to ignore some inconvenience. The Multistrada 1100’s chassis and Helen suspension turn indicate that the journey from Fota Pass to Mogilo is not very good (about 25 kilometers or 16 miles). The bike feels low and long, not as snug as a sports bike, not as high as an ADV bike, and in turn, invincible. Due to the tremendous stability of all input through the front end and the corner between it, it requests to bend forward and forward.
The V4 can also tear twists, although the front end looks slightly floaty without applying the front brakes at the turn entrance. Its 19-inch front tire is probably a character. For those who use a long broom on a neutral throttle, the front tire does not appear to be completely ruptured, as if the front weight is not enough. Overall, this is not a strange feeling; it handles like the 2021 adventure bike, while the Multi Estrada 1100 handles like the 2008 sportbike. On the positive side, it’s a pleasure to hit the V4 front binders. Styloma calipers have a lot of power and feel.
Ducati 2021 Multistrada V4 S vs Ducati 2008 Multistrada 1100S – Technical Specifications Comparison
|Specs \ Bikes||Ducati 2021 Multistrada V4 S||Ducati 2008 Multistrada 1100S|
|Type||DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft||SOHC, air-cooled, 90-degree V-twin|
|Bore x stroke||83.0 x 53.5mm||98.0 x 71.5mm|
|Claimed horsepower||170 hp @ 10,500 rpm||95 hp @ 7,750 rpm|
|Claimed torque||92 lb.-ft. @ 8,750 rpm||76 lb.-ft. @ 4,750 rpm|
|Fuel system||EFI w/ 46mm elliptical throttle bodies; ride-by-wire||EFI w/ 45mm throttle bodies|
|Clutch||Wet, multi-plate w/ slipper action; hydraulic operation||Wet, multi-plate; hydraulic operation|
|Frame||Aluminum monocoque||Steel trellis frame|
|Front suspension||Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel||Fully adjustable Öhlins 43mm inverted; 6.5 in. travel|
|Rear suspension||Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel||Fully adjustable Öhlins mono-shock; 5.6 in. travel|
|Front brake||Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ Cornering ABS||Brembo semi-floating calipers, twin 320mm discs|
|Rear brake||Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS||Brembo, 245mm disc|
|Wheels, front/rear||Spoked; 19 x 3 in. / 17 x 4.5 in.||Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in.|
|Tires, front/rear||Pirellis Scorpion Trail II; 120/70ZR-19 / 170/60ZR-17||120/70ZR-17 / 180/55ZR-17|
Dimension and Weight
|Rake/trail||24.5°/4.0 in.||24.0°/ N/A in.|
|Wheelbase||61.7 in.||57.6 in.|
|Seat height||33.1–33.9 in.||33.5 in.|
|Fuel capacity||5.8 gal.||5.3 gal.|
|Claimed dry weight||536 lb.||432 lb.|