Ducati Multistrada V4 S Grand Tour (2024) - Review

Price: £23,595 | Power: 170hp | Weight: TBC kg | BikeSocial rating: 4/5

Ducati has performed this similar trick before: taken the current top-of-the-tree Multistrada and added almost every factory accessory possible. In 2020 it was the 1260 Grand Tour V -twin and now, for 2024, it is the V4 S Grand Tour.

However, things are slightly different today because, along with adding a raft of optional, touring-focused accessories and making them standard fitments, Ducati has also tweaked the Grand Tour, adding technologies and parts from the proven Multistrada V4 Rally (that will also become standard on the Multi in 2024).

The directly mounted handlebar configuration is the same as the Rally, there are added heat shields, adjustable cooling air scoops and, courtesy of a Rally pillion seat, improved comfort for the pillion with a new seat.

The level of the spec is mighty impressive. From Adaptive Cruise Control (ACC) to Blind Spot Detection (BSD) to common-sense additions such as a centre stand, the goodies just keep on coming. There’s also the very clever lowering system, which allows the rider to reduce the preload to a minimum, therefore reducing the seat height at low speed or when stopped.

The Grand Tour is, according to Ducati, "the most complete Multistrada ever, for lovers of long-distance travel in maximum comfort and safety". The package, 60-litre side cases included, is wrapped up in a unique livery and, priced at £23,595, is cheaper than a full spec V4 S.

REVIEW: Ducati Multistrada V4 S GT (2024)

Merge a V4 S and a V4 Rally and add a few more accessories, and you get the new V4 S Grand Tour – and here’s Chad to tell us all about it.

Ducati Multistrada V4 S Grand Tour Price

How much is the 2024 Ducati Multistrada V4 S Grand Tour? £23,595.

The V4 S Grand Tour could be mistaken for a 2023 Multistrada V4 S with a raft of factory options added but is in fact a new model for 2024. In theory, you could buy a 2024 Multi V4 S and add all the extras yourself, but that would turn out to be more expensive, and you wouldn’t have the distinctive Grand Tour livery with colour-matching panniers and other little touches like the black rear pegs and swing-arm.

At £23,595 it’s priced £3100 above the standard 2023 V4 S (£20,495) and £6600 more than the standard, non-S V4 Multi (£16,995). It’s almost the same price as the large-tank Rally (£23,590), which doesn’t come with luggage as standard like the new Grand Tour and is cheaper still than the sporty Pikes Peak (£26,595).

If you just want to add traffic-hunting radar to the standard 2023 V4 S, that would cost £1000, pushing the price to £21,495. Radar plus the Travel Pack (that's panniers, a centre stand, heated grips, a heated seat), adds £2500, taking the price to £22,995. With the Full package of carbon front mudguard and Akrapovic muffler onboard, that price rises to £24,345. However, these prices are based on the 2023 model, not 2024.

Taking a Multi V4 S with the Travel and Radar (£22,995), and adding a Keyless fuel cap £218, Fog lights £307, TPMS £256 is more expensive, £23,785, than the new GT £23,595. Opting for the new GT actually saves you money over a full spec'd V4 S and you get the attractive livery.

The most obvious competition comes from BMW, and they have a new 1300 GS just around the corner, with prices and specs not released as yet. A slightly lower spec, current BMW R1250 GS TE comes in at just under £20k at £19,990 but doesn’t have the adaptive cruise control. If you’re just looking at price, KTM’s 1290 Super Adventure S starts at just £16,599 but you need to add the accessories to get close to the Ducati.

Example PCP

Ducati Multistrada V4 S Grand Tour (2024) Power and Torque

It was a big change in 2021 when Ducati launched the new V4 Multistrada. The talking point was the Granturismo motor, a new Panigale-derived V4 instead of a V-twin, with a counter-rotating crank and spring-operated valves, rather than the traditional desmodromic actuation. The Ducatisti were in turmoil.

However, they were soon won over once they'd fired up the V4, with its impressive 168bhp/170hp/125kw @10,500rpm, and 92lbft/125Nm of torque @ 8750rpm. The new Grand Tour caries on the same impressive motor and for those planning big tours and miles, service intervals remain at 36,000 miles (60,000km) before the clearances need checking.

Those who loved the old V-twin couldn’t argue with the smooth and easy-revving power of the new four-cylinder power unit. Furthermore, while the V4 may have been a couple of centimetres wider than the old V-twin, it was even lighter, by 1.2kg, as well as shorter and lower too.

Regrettably, because the new Grand Tour shares its V4 with the current V4 S and not the new, 2023 Rally, it doesn’t benefit from the latter bike's cylinder deactivation system (also installed in the Diavel), which deactivates the back two cylinders below 4000rpm, improving fuel economy, emissions and, crucially, reducing engine heat to the rider at low rpm. Instead, the Grand Tour has the same older system as the V4 S, which drops the rear two cylinders only when stationary.

Ducati Multistrada V4 S Grand Tour (2024) Engine, gearbox, and exhaust

The V4 motor housed in the Multi V4 S and new Grand Tour is a true diamond in Ducati’s crown. It is versatile and powerful, with four riding modes – Sport, Touring, Urban and Enduro – which brilliantly adapt and configure the bike's power modes and the huge list of rider aids to suit the moment.

Ducati wanted us to fully experience the new Grand Tour, which meant nearly two days of touring with the integrated panniers fully loaded with enough kit for an overnight stay just outside Imola. The idea was to load up, quickly head to the destination and then, on day two, enjoy some amazing roads testing the handling and performance of the new GT.

This meant the first stint entailed mile-munching on the motorway, which the Grand Tour took in its powerful stride. Accelerating from the toll booth onto the motorway, then heading south towards Imola, it quickly reminded that underneath the new livery is a powerful superbike-derived engine. The new Multi effortlessly powered up to cruising speed (and much faster when the roads were quiet) and cruised at 90mph seemingly without effort.

We had some serious miles to process, and with the light fading it was time to engage the now-standard Adaptive Cruise Control. This involved setting the cruise to 140kph, releasing the throttle and letting the system work its magic, monitoring the distance between my bike and vehicles in front, then adjusting my speed accordingly.

The rider doesn't have to do anything other than sit on the bike. Even the Blind Spot Detection works overtime so you don't have to, highlighting if it’s clear to change lanes (yes, 140kph is quick, but in Italy there is always someone much faster). The LED light on each mirror clearly illuminates when aggressively driven Fiats – it's always Fiats – are storming up fast on either side... This is Italy after all.

The Adaptive Cruise Control combined with the Blind Spot Detection, along with ample power makes high-speed touring genuinely effortless. Sometimes we all just want to get to our destination AQAP, and the GT is perfect for this, eating up miles without asking anything of its rider.

On day, two the GT proved how versatile that V4 motor is, and how useful and intuitive the riding modes are. While the Multi GT is able to despatch swathes of Europe with the pace and stability of the TGV, it can also cut it at low speed with perfect docile fuelling. In Urban mode, power is reduced to 85.75kw/115hp with throttle response re-configured to sweetly soft and even the cut of the up and down quick-shifter subtly adjusted to city needs too. Sport and Touring modes have full power, but Touring has a less direct feeling at the throttle, while Sport is sharp without being overly aggressive.

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

When the roads became sporty and the adrenaline began to flow, I called up Sports mode, not only for the most direct connection between throttle and tyre but also for the extra support it puts into the electronic, semi-active suspension. Make no mistake, the new long-legged Grand Tour whooshes along like the very best distance bikes and is delightfully easy going around town, but when you want to have fun it has the power, the handling and the attitude to deliver what we would have called stunning sports bike performance just a decade or so ago. It's responsive, full of grip.... and it has panniers and a centre stand!

Ducati Multistrada V4 S Grand Tour (2024) Handling, suspension, and weight

As mentioned, we had two days of riding, with the 60-litre panniers fully loaded with kit and clothes for an overnight stay, but the added weight was hardly noticeable thanks to the GT's Skyhook semi-active suspension. The quoted weight of the Grand Tour is yet to be confirmed but expected to be a fraction more than the standard bike due to the extras. On the road, however, the Bike's weight seems to evaporate; even with all my clobber and a full tank of petrol it doesn’t feel like it’s close to 250kg.

Like its engine performance, the Grand Tour's dominant handling characteristics depend very much on the selected riding mode. Touring is plush and, as expected, on the soft side, but still has control and holds the chassis when you want to make the most of all those frisky Italian ponies.

In Sports mode the Marzocchi Skyhook suspension transforms the Multistrada Grand Tour into an exquisitely sporty tourer, the suspension movement and travel reduced with more control when you’re pushing hard, braking deeper and accelerating harder. It’s amazing how fast you can ride on such a comfortable tourer and do so with so much confidence as the suspension takes almost anything you can throw at it.

We hit some rough, badly paved surfaces in the hills above Bologna but barely reduced our pace as the GT never felt like it was close to the limit or was about to do anything untoward. For a bike with a 19-inch front wheel and, for a roadster, 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 there and all lean-sensitive, their input and intervention levels dependant on the riding mode selected, working in the background and enabling you to have fun in safety.

The 2024 Grand Tour additionally comes with two welcome suspension aids, minimum preload and easy lift, which are standard. The minimum spring preload function allows the rider to reduce the preload of the rear shock to a minimum setting at low speeds or when stopped, which increases sag and effectively lowers the seat height as the weight of the rider more easily compresses the spring.

How much the seat lowers depends on the weight the seat is carrying. I’m 172cm or 5ft 6.5ins, and with the preload reduced I could securely get two feet on the ground, almost but not quite flat-footed. Once you’re riding, you can press the button on the left bar to increase the preload back to normal, or the system will automatically add the preload once back up to 110kph. Tall or normal-size riders don’t need to worry as this isn’t an automated system unlike some systems on the competition; the rider has to select the minimum spring preload, the only automation being the reintroduction of preload as speed increases, which I’m assuming is for safety and stability reasons.

Easy Lift is again a useful tool that comes as standard on the Grand Tour, and opens up the suspension, thus making it softer when the ignition is on, making it easier to lift the bike from the side stand, as the suspension is softer. With a fully loaded bike – think panniers, top box, a full tank – it makes a welcome difference.

Ducati Multistrada V4 S Grand Tour (2024) Comfort and economy

The large, adjustable screen is still not electrically driven, which some may see as a flaw on a premium tourer, but it’s very effective and only takes the lightest of touches to operate. Even at 140-160kph I could ride visor up, without my eyes watering or any discomfort. And, yes, I did forget my clear visor for night riding.

The 6.5-inch TFT dash is adopted from the S model (the stock Multistrada has a five-incher) and comes with full connectivity and navigation. There’s a lot of information displayed, especially when you have the navigation screen active, but it’s relatively simple to navigate and the backlit switchgear is a nice touch.

Comfort and cossetting on the new Grand Tour are also improved with heated grips and heated seats for rider and pillion. The pillion also gets a plusher perch stolen from the Rally released earlier this year.

Ducati has also tried to take the heat away from the rider, with new heat shields on the swingarm and the left side of the rear subframe, plus new closeable air ducts on either side just in front of your legs. Both of these will appear on the Multi for 2024 and were first seen on the Rally.

I generally don't notice the engine heat generated by Multistrada's rear bank of cylinders especially, but on this trip temperatures reached over 30 degrees and that changed somewhat. In Bologna traffic my lower body warmed to the point of almost near discomfort, and while it won't be a regular an issue for those of us riding in, say, Yorkshire next year, our, say, Australian buddies will be disappointed the new GT doesn’t have the rear cylinder deactivation at low rpm like the Rally.

Ducati claims 43mpg, the same as the standard V4 S. I usually average just under 40mpg on a Multi V4 and over two days on this test I averaged 37mpg. With a 22-litre fuel tank Ducati suggests over 200 miles between fuel stops are possible, but in actual fact it’s around 180 to 190 miles depending on how and where you ride. To be fair, 180 miles in one stint would be easy going on the Grand Tour as comfort is excellent. Interestingly, the bars are new, mounted directly without any ‘silent blocks’ to give a more direct feeling; despite this they don’t to appear have increased any discomfort or vibration.

Ducati Multistrada V4 S Grand Tour (2024) Brakes

Stopping power is the same as the V4 S and comes via tasty race-spec Brembo Stylema items, 330mm discs and corning ABS as backup. The radial master cylinder adds to the high-specification and is similar to what you would expect on a superbike a few years ago. There's excellent stopping power when needed, the ABS isn’t intrusive in any way, and a lovely smooth actuation at slow speeds.

Ducati Multistrada V4 S Grand Tour (2024) Rider aids, extra equipment, and accessories

This is where the new 2024 Grand Tour comes into its own with a long and hugely impressive spec sheet over and above the already impressive V4 S. Some of this we have mentioned but, just to clarify, it has: heated grips and heated seat for the rider and pillion, a radar system with blind spot detection and adaptive cruise control. There are LED fog lights, a tyre pressure monitoring system (TPMS), a centre stand, a hands-free fuel cap, fully integrated 60-litre panniers, a Grand Tour livery with black rear pegs and swingarm. Then there are the new additions to the 2024 Mutli, which include closable side air vents, new heat shields, a ventilated phone compartment and new bar risers.

The list continues with a 6.5-inch colour TFT dash with connectivity. There is that easy lift system and minimum preload for shorter riders, not forgetting the hill hold control. And finally, the rider aids – multiple power modes, riding modes, wheelie control, traction control, and the up and down quick shifter and Skyhook suspension. That’s a good list.

Ducati Multistrada V4 S Grand Tour (2024) Rivals

Other than the V4S and V4 Rally from its own stable, the main and obvious players are:

BMW R1250GS TE | £19,990 (keep an eye out for the 2024 R 1300 GS)

Power: 136hp | Torque: 105lb-ft | Weight: 249kg (wet) | Seat Height: 850/870mm

Triumph Tiger 1200 GT | £14,995

Power: 148bhp | Torque: 96lb-ft | Weight: 240kg (wet) | Seat Height: 850/870mm

KTM 1290 Super Adventure S | £16,599 (a 1390 Super Adventure is due soon)

Power: 158hp | Torque: 103lb-ft | Weight: 220kg (dry) | Seat Height: 849/869mm

BMW S 1000 XR | £15,740 (expect the M 1000 XR to be available in 2024)

Power: 150hp (112kW) @ 8750rpm | Torque: 94lb-ft (128Nm) @ 6750rpm | Weight: 245kg (wet) | Seat Height: 869-890mm

Ducati Multistrada V4 S Grand Tour (2024) VERDICT

Like most of planet Earth, I was impressed with the versatile Multistrada V4 S when I first rode it on similar roads back in 2021, and since then I have done many more miles, which has only added to my high regard for this versatile and energizing all-rounder.

Now Ducati has added even more spec, plus a few tweaks 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, too. It’s smart, flexible and easy-going with premium comfort and safety features plus, with classy new panniers, spot on for a week away too. Add 170nhp, an ability to go like the clappers and offer sports bike levels of performance and fun and you have a very exciting proposition.

It’s not cheap, but service intervals are wide and the price is justified in the machine's quality and spec. The GT doesn’t get the rear cylinder deactivation of the Rally and those who ride in hot climates will feel the heat as any V4 does, while the phone compartment is a little fiddly, and you could argue if the Enduro mode will ever going to be needed? Will anyone take a GT on any serious off road?

Ducati already have an excellent Multistrada in the V4 S, but now the Grand Tour with its attractive new livery and mighty spec has made the Multi more appealing than ever. It's an impressive package indeed when you need a ten-minutes to list all its new goodies.

Ducati Multistrada V4 S Grand Tour (2024) Technical Specification

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