Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/1342921
2021 DUCATI MULTISTRADA V4 S RIDE REVIEW P90 Unfortunately for Ducati purists, the new V4 makes the L-twin feel somewhat anemic. Not only does the V4 spin up much faster than the old 1262cc twin, but its counter rotat- ing crank helps plant the front end, making it less prone to wheelies— until you switch off wheelie control, then it's another story. You can't lug the V4 from really low in the rev ranges like you can the twin, but once you've cleared 3000 rpm, the V4 is in another league. Drive is in such abundance you wonder when it's going to run out. The peak power may be at a claimed 10,500 rpm, but there are significant amounts of overrev that you can keep the revs pegged high if you desire and still get plenty of drive. However, the Ducati is happiest between 6-10,000 rpm, dolling out massive dollops of torque to the rear tire. And with such a wide range of performance, you don't need to go dancing on the Ducati Quick Shift (DQS) system too often. Thankfully, Ducati has not fitted the ultra-touchy DQS found on the Panigale—the Multi's system lets the rider preload the gearlever somewhat and isn't as prone to cutting the ignition if your foot accidentally hits the lever. the new V4 makes the L-twin feel somewhat anemic. Not only does the V4 spin up much faster than the old 1262cc twin, but its counter rotat ing crank helps plant the front end, making it less prone to wheelies— until you switch off wheelie control, then it's another story. low in the rev ranges like you can the twin, but once you've cleared 3000 rpm, the V4 is in another league. Drive is in such abundance you wonder when it's going to run out. The peak power may be at a claimed 10,500 rpm, but there are significant amounts of overrev that you can keep the revs pegged high if you desire and still get plenty of drive. between 6-10,000 rpm, dolling out massive dollops of torque to the rear tire. And with such a wide range of performance, you don't need to go dancing on the Ducati Quick Shift (DQS) system too often. Thankfully, Ducati has not fitted the ultra-touchy DQS found on the Panigale—the Multi's system lets the rider preload the gearlever somewhat and isn't as prone to cutting the ignition if your foot accidentally hits the lever. INSIDE THE MOTOR This is not just a reworked machine with a new motor. It's a ground-up re- design powered by a bigger version of the V4 motor found in the company's Panigale superbike. That motor is, in itself, a different animal than when used on the racetrack, as Ducati has fitted conventional valve springs instead of their beloved desmodromic valve actuation system. The result is a mammoth valve service interval of 36,000 miles, more than any current production motorcycle. Ducati is claiming 170 horsepower at 10,500 rpm and 92 lb-ft of torque at 8750 rpm, achieved by a 2mm increase in bore size to 83mm. Compared to the outgoing 1262cc L-twin, the V4 is 2.6 pounds lighter despite the two extra pistons, conrods and associated bearings, 3.3 inches shorter front-to-back and 3.7 inches shorter top-to-bottom, with only a 0.8- inch increase in overall width. Running the counter-rotating crankshaft, there's more torque everywhere, with Ducati claiming its third-gear roll-ons at 62 mph showed the motor produced 25 percent more torque than the L-twin. This is what's causing all the fuss. The little black radar box is heralding a new era in street motorcycles.