Since 2003, the Ducati Multistrada has been the Bologna-based manufacturer's take on all-purpose motorcycling, having observed competitors' efforts from the likes of BMW with its GS models. The ethos behind the model and its name is that it is a bike capable of taking on all roads and even bigger adventures. I decided to take the Multistrada V4S on an adventure for Breakfast, Brunch and Dinner in the three capital cities of the UK. The goal: Breakfast in London, Brunch in Wales, and Dinner in Edinburgh. 3 Italian-inspired meals, 1 Italian Motorcycle & 450 Miles of Riding, all in 1 day - What's the worst that could happen?

When Ducati unveiled its first Multistrada in 2003, the motoring press and Ducati brand fanatics reacted similarly to when Porsche famously unveiled its first-ever SUV. As a brand, Ducati was the epitome of sports, performance, and motor racing flair in the same way that Porsche was the brand behind the iconic 911 sports car. Only a couple of years prior to the launch of the first-ever Multistrada, Ducati had unveiled the instantly iconic 916 superbike model. It was sleek and small and looked fast even when standing still.

The reaction to the first-ever Multistrada wasn't all positive. While the design was interesting, very few described it as 'pretty,' and many others didn't see it as a fitting model for the Ducati brand at all. But like Porsche and the Cayenne, the Multistrada is as prominent now for Ducati as the Panigale.

Ducati Multistrada Model Choices

Twenty years of evolution have been kind to the Ducati Multistrada, helped largely by the VW Group's backing since 2012. The Multistrada is now a best seller and a market leader in the adventure bike category.

If you visit the Ducati website today, you will see 12 potential Multistrada models to choose from. Prices range from £13,295 for a basic V2 to a staggering £31,995 for the V4 RS (both prices before options). Each model variation offers a different level of technology and standard equipment.

The Multistrada V4S I tested is on the higher end of the spectrum, with a price before options of £20,495. Being a press bike, the model has been spec'd with the aptly named 'Full' option package, which includes rigid side panniers, a centre stand, heated grips, heated seats, a radar system, an Akrapovic exhaust muffler, and a Carbon front mudguard. The 'Full' package comes with a price tag of £3,850, resulting in the final cost of £24,345.

Multistrada V4S - How much should you be prepared to spend?

Of course, there are optional extras beyond the model and individual package levels to consider. On the V4S, getting carried away with the tick list can be dangerously easy, transforming the retail price into something comparable to a very posh hatchback car. With some additional optional extras selected on the press bike on top of the 'Full' pack (grey colour scheme and additional hand protection), the RRP is around £25,500. With some additional creative imaginary spending on the configurator, I succeeded in achieving an eye-watering £40,000 price tag for the same model.

Still, a Multistrada doesn't need to cost the best part of £40,000, and other model variants may suit your riding style and ambitions for a considerably lesser cost. If you're aspiring to enjoy a Multistrada with the best engine and the best tech, you'll need to prepare to ask the bank manager for £20-£30,000 for your new bike.

Ducati Multistrada V4S - What do you get for your money?

Even in its most basic form, the V4S is loaded with market-leading technology and sublime hardware, which enhance the bike's use in all environments. Pre-set rider modes allow for adjustment of traction control, ABS, dynamic wheelie control, suspension settings, and even the amount of power delivered to the rear wheel at any given time. Each pre-set offers a tuned selection according to what you, the rider, will likely encounter in each selected mode.

'Sport' rewards maximum power, reduced ABS and firm suspension. 'Enduro' minimises the power, turns off the traction and cuts the ABS on the rear wheel to aid the more experienced rider in a low-grip Enduro environment. 'Touring' is a happy medium offering usable power and reassuring amounts of ABS and traction control, and this was the mode I used most for my riding. The individual parameters are all changeable within the bike's settings, allowing for individual rider modes.

The SkyHook suspension system is superb and offers the broadest range of compliance I've ever experienced on two wheels. Adaptations are made by the selected rider mode or independently with the press of a button on the handlebars to adjust the bump and rebound. If the bike is fully loaded with heavy luggage, panniers, and a pillion rider - the onboard computers automatically adjust the front and rear suspension to ensure a safe, comfortable and compliant ride. One last party trick with the suspension system is the ability to physically lower the bike by holding down a button, which is ideal for shorter-legged riders stopping at junctions or for all riders on looser surfaces that require better footing on gravel. The rear shock removes all preload, lowers the bike, and raises itself again once back on the move.

Other electronic features that impressed me were automatic high beam assist, heated grips, and seats, one of the smoothest quick shifters I've ever used, and the most impressive feature was Radar.

Ducati Radar Cruise Control: How does it work?

The Radar is a small black box at the front of the bike, just below the headlights. A similar black box can be seen on the back of the bike above the rear light cluster. The front box is the forward-facing radar system, which monitors the distance of vehicles ahead at all times. When the cruise control is switched on, the radar system locks onto cars ahead, maintains a consistent distance, and speeds up to the selected speed. If the leading vehicle slows down, the system detects the change and reduces the throttle or, if needed, gently applies the brakes so as not to get closer to the car ahead. Once the vehicle ahead speeds up again, the bike will accelerate seamlessly back to the set cruise control speed, reducing the fatigue of holding a throttle position. The distance between you and the vehicle ahead can be adjusted with the + and - buttons on the switchgear, and the use of the quick-shifter will not interrupt the system.

The rear radar system monitors vehicles approaching from behind and alerts the rider with flashing orange lights on the top of the mirrors. I initially thought this would be a gimmick on a bike, but it was a fantastic asset on motorways and slip roads, encouraging a second glance at the mirror or over the shoulder toward a car or van I hadn't previously been aware of. My only reservation about the system was the placement of the flashing orange lights, which some vehicle drivers parallel to the bike may have initially interpreted as indicators when flashing.

Ducati Multistrada V4S - Power and Rider Review

The most significant feature of Multistrada is its engine. The V4S is equipped with Ducati's 1154cc V4 Granturimo engine derived from the V4 engines found in the Panigale superbikes. On the V4S, the V4 engine pushes out a staggering 170HP @10,500 rpm and 125Nm of torque @8,500 rpm. Many may argue that 170HP on a bike designed for touring is unnecessary, and before my two weeks with the bike, I might have agreed. However, now that I've experienced it, I'm absolutely delighted that it's a thing. The V4 zings and sings, delivering power and excitement by proxy from a standing start and through to 10,000 rpm. At 230 kg, plus the weight of a full tank and an additional 90 kilos of rider, it's a substantial bit of mass to move, and yet the Multistrada moves as if it were a superbike.

Fortunately, the high power is matched by some nosebleed-inducing Brembo brakes. Two semi-floating 330mm discs are paired on the front wheel with two 4-piston callipers, and a single 265mm disc and a 2-piston floating calliper gets the job done on the rear wheel. The stopping power is outstanding, especially when factoring in the bike's overall mass.

Cornering agility defies all logic and expectations thanks to the chassis and geometry. The Multistrada is a tall and heavy bike, yet it handles and turns like a bike half its weight. It's apparent that a lot is happening electronically, allowing the bike to do what it needs to do, but it's reassuring rather than interfering.

The gearbox is faultless, with the quick-shifter allowing for swift and aggressive shifts up and rewarding rev-matching blips down. The icing on the cake is the sound from the air intake and the Akrapovic muffler, which, at times, could fool you into thinking you're tearing along the streets on a MotoGP bike.

Can an adventure bike feel truly exciting?

Ducati is one of many motorcycle manufacturers that make an adventure bike, but the team in Bologna has mastered a secret ingredient that makes a version of a motorcycle that many competitors can't match in terms of excitement. The direct competitor is the BMW GS, a bike loaded with tech, power, gadgetry and design flair, and yet rocking up to your local biker cafe on a GS isn't likely to trigger much more than a polite smile. Roll in on a Ducati Multistrada, though, and you're immediately the star of the show. Ducati has managed to trickle down the speciality and exclusivity of the superbikes to the biggest and heaviest models in the range.

The Multistrada V4S is by far one of the most rewarding and capable bikes I've ever ridden. Yet its primary design purpose is to cover long distances along motorways rather than hammering the back lanes, B-roads and track day circuits.

With this thought in mind, I decided what better way to put the bike to the test than to incorporate a little adventure. All credit for the adventure inspiration must go to my colleague and podcast co-host, Amy Heynes—the idea: breakfast, lunch and dinner in three major cities all in one day. Breakfast would be in London. Lunch would be in Cardiff, and dinner in Edinburgh. Being an Italian bike, I decided the focus should rightfully be Italian cuisine where possible. And so, with alarmingly little preparation, I hurtled down the M40 to London for an overnight stay, ready for an early start in the morning and a questionably daft adventure.

The Adventure: 1300 Miles on a Ducati Multistrada V4S

My adventure took place on Friday, July 5th, 2024. The nation was waking up to the news of a new government and a new prime minister. It was the most significant political shift since 2010, and many people took the news with some apprehension. I was waking up to something far more concerning: rain.

On my ride from my home in Warwickshire to London the evening beforehand, I'd been treated to glorious July evening sun. I'd been lulled into a false sense of security and the thought that the following day's adventure would most likely be a doddle. I hadn't fully factored in the possibility of rain, mainly because the forecast had neglected to mention it being a possibility. Yet, as I walked through the hotel car park toward the Multistrada, it was very apparent that it was more than just a possibility; it was a sobering reality.

BREAKFAST - 0615 - Salvino, London - ENGLAND

My breakfast location was in London's Camden Town at the delightful Italian delicatessen Salvino. Salvino is owned and run by a wonderful man, Tony, who welcomed me with open arms at 0615 and presented me with a sublime early breakfast consisting of a double espresso and pistachio cornet. I'd stayed at a hotel just a few miles down the road the night before, and my short ride in the rain to Salvino was enough to dampen my spirits, but the sweet homemade pastry was helping. I was met at Salvino by one of my oldest and closest friends, Tim. Tim and I have shared many adventures in cars. We once calculated that there's a strong chance we've driven enough miles together to circumnavigate the globe at least once. Tim wouldn't be joining me for this adventure, but he was happy to meet for an early coffee and see me off. Tim had turned up in a newly acquired Fiat Panda 100HP, a cracking little car with some motorsport heritage. Whilst enjoying our early morning caffeine hit, Tim realised that the Multistrada V4S I'd parked beside his hot-hatch Panda had nearly twice the power of the performance-focused Fiat.

With the knowledge that I had an adventure to embark on, there were only so many wishful glances at the clouds I could endure before succumbing to the fact that I would have to get on with it. I donned some waterproof over trousers to protect my Kevlar jeans and hoped my showerproof Belstaff jacket would protect me for just long enough until the rain finally subsided, hopefully just as I reached the M25.

Battling through the morning London traffic on two wheels is a challenge at the best of times. I think it's fair to say that the challenge is heightened on a bike weighing 250+ kilos, with two loaded panniers and what felt like the equivalent aquatic volume of Loch Ness falling from the sky. At the point of reaching the M25 to connect the A40 and M4 towards Wales, I'd come to terms with the fact that my hope of the rain subsiding was proving to be nothing more than a dream.

Around an hour into the ride, as I rode away from London on the M4, the dream became more of a nightmare. The rain didn't stop. What started as a drizzle in London had evolved into a full-on rain storm on the M4, reducing visibility on the motorway to around 40 metres at best. Regardless of what any hardy motorcycle rider insists, riding in the rain, regardless of the clothing available to you in wet weather, is utterly miserable. As I approached the M4 Motorway's Prince of Wales bridge that connects England with Wales, I was ready to call it a day. My showerproof jacket had proven to be just that. Monsoon proof it certainly was not.

My RST boots offered an equally disappointing level of protection from the rain. I thought back to the moment I bought my boots. I was given the choice of 'waterproof' or 'ventilated'; I opted for ventilated given my disdain for riding in the rain, a choice I was now regretting as I could feel my toes fully submerged in the finest M4 motorway-infused rainwater.

One saving grace, thanks to the Ducati's design and aero protection, was that my upper body had managed to mostly remain dry, except for a trickle of rainwater that had found its way from my crash helmet to my spine and an additional trickle via the jacket's zip line on the front. I'd come to realise that wasn't likely to be enough of a saviour to distract me from my now sodden arms and fully submerged feet, but as I reached the middle point of the Prince of Wales Bridge, a saviour might have arrived after all. I noticed that the relentlessly grey clouds were brightening, and with a couple of glances towards either side of the River Severn, I was sure I'd caught a glimpse of blue between the previously relentless grey clouds. As I passed the sign welcoming me to Wales, I noticed that the cars I was passing were no longer using windscreen wipers. The rain had finally stopped, and what followed was the most incredible relief and dry warmth I could have ever imagined.

Given my wet attire and frankly fed-up attitude, I decided to scrap my plan of heading into Cardiff city centre and instead divert from Newport, north on a familiar road to a familiar location. The A4042 is a road on the Welsh borders connecting Newport with Abergavenny. Around 4 miles outside Abergavenny is the bike-friendly cafe and food venue called Baffle Haus. I've been friends with the founders of Baffle since around two weeks before they first opened in 2020. I decided that rather than sitting miserably (and wet) in an unfamiliar Cardiff cafe, the idea of stopping at a familiar location with some friendly faces would be a far better alternative and allow a little more time to reflect on what I'd just endured along with what I still had to come. Aside from my double espresso, the Italian theme for my mid-point meal would have to fall short.

Amazingly, thanks to the cleared clouds and warm sun, I discovered that after just 10 minutes of riding north on the A4042, I was starting to dry out.

LUNCH (BRUNCH) - 1045 - Baffle Haus, Abergavenny - WALES

It's incredible how a simple change in weather can dramatically lift spirits. Just 20 minutes after getting hammered by rain and considering calling the adventure off, I reached Baffle Haus and suddenly started to enjoy the day again. I arrived in the car park and was greeted immediately by a friendly face. I allowed myself a moment to gather thoughts and contemplate food—a full Welsh breakfast and a flat white.

I polished off the last of my locally sourced breakfast ingredients and decided it was essential to keep going. I consulted multiple weather apps on my phone, all indicating that the rain was staying south, with the north predicted to be mostly dry.

The next stint, Abergavenny to Edinburgh, was the big one. The journey is around 6.5 hours non-stop, but that wasn't an option for me. I calculated it would be 2-3 fuel tanks, at least another two coffees and a need to give rest bite to something else I wasn't expecting: my bottom. I was starting to feel a little saddle sore. On my ride from Warwickshire to London on the day before, I felt the very early discomfort of saddle soreness but hadn't allowed myself much focus on the matter. From London to Wales, though, it had started to resurface. I filled my fuel tank for the second time just outside Abergavenny. When clambering back onto the Multistrada, I noticed the discomfort was undoubtedly creeping back in.

I reached Sandbach Services on the M6 motorway two hours after leaving Abergavenny. I had to stop. I was standing beside the bike in the service station's petrol forecourt. My fuel tank wasn't empty, but my tolerance to discomfort was running dangerously low. The saddle soreness had really progressed. Out of curiosity and realising that heading further north to progress the journey or back south to return home would mean I'd be uncomfortable either way, I needed to find a solution.

I realised that almost all my weight was going to the seat, with very little distributed via my legs and the foot pegs. Aware of the seat's adjustability, I wondered if changing the height might be the solution or, at the very least, offer some slight relief. Upon removing the seat, I discovered it had been installed or recently adjusted to the lowest position. The lower position is ideal for the shorter-legged rider but is less suitable for the longer-legged rider when riding the bike.

I raised the seat and found that I could push a little more weight through my legs to the pegs. It was like discovering a cushion behind an uncomfortable chair; perhaps this was all that was needed. I contemplated my comfort as I filled the fuel tank and determined that my next stop should be Tebay Services, 50 miles south of the Scottish border. This would be the defining ride to my comfort and sanity. With the fuel filled and paid for, I was back on my way and ripping out onto the M6 soaking up the mesmerising sounds of the V4.

It's incredible how quickly the thought of discomfort can be replaced by excitement. I read somewhere once that due to the way our brains work, we're far more likely to look back on memories, focusing on happy times than sad. It has something to do with psychological processing, a self-preservation for well-being through our thoughts and memories. With a V4S engine between my legs, I found that twisting the throttle out of a service station and getting up to the speed limit on a motorway slip road provided immediate relief. The acceleration, the noise, and the sheer drama that the Ducati performs are intoxicating. It's impossible not to smile and soak up the atmosphere that the bike somehow radiates while doing the most ordinary jobs. Most importantly, it's a provider of instant pain relief.

Thanks to the warm weather, I was finally dry. A favourite podcast was playing in my ears, and my seat comfort had noticeably improved. It was time to continue north and reach the Scottish border and things were starting to look up again.

I reached Tebay services for my 3rd and final espresso of the day and the final fuel tank that should get me to my final destination, just outside Edinburgh. At Tebay, I'd heard enough of Ricky Gervais, Karl Pilkington, and Stephen Merchant in my ears, so I opted instead for earplugs for the final 2 hours to Edinburgh. While my seat comfort had improved, it's fair to say the damage had been done. Even the softest pillow in the world wouldn't have provided me with much relief at this point, but there was no going back now. With the fuel tank brimmed, I returned to the M6 and on my way to the border between England and Scotland.

Another welcome distraction from my discomfort is the views on either side of the M6. Put simply, the closer you head northbound, the better the views get. I often joke that when the Solway-Tweed line was established in the year 1237 dividing England and Scotland, the Scots rightfully argued that the mountainous and dramatic hills are Scottish, and the boring flat stuff can belong to the English. Don't get me wrong, North Yorkshire is one of the prettiest landscapes in the world; I truly believe that, but it doesn't compare to what awaits across the border in Scotland.

I passed the iconic Saltire flag as the English M6 motorway transforms into the Scottish A74(M). I love this section of the motorway when driving to Edinburgh most because it serves as a very scenic build-up before the choice of two glorious final routes to the city, the A702, which snakes its way through picturesque towns and villages to Edinburgh, or my choice for this particular journey, the B7016 from the village of Coulter which provides quiet primarily and secluded 60mph roads with twists and turns through woodland, farmland and historic villages up to the A71.

My final hour of riding provided the perfect distraction from the saddle soreness. Dynamic twists, turns and undulations meant I was on the footpegs far more than the seat. This final hour of riding proved more about what the Multistrada is capable of than the entire day prior. Powering up to speed with the V4 soundtrack, scrubbing speed with engine braking whilst the suspension ironed out bumps and the sheer force of the braking power allowed for ambitious cornering entry speeds. Without music or podcasts to detract or distract from the moment, I was able to summarise my day of riding, more than 450 miles, whilst enjoying riding nirvana.

DINNER - 1900 - Ragu, Edinburgh - SCOTLAND

I reached my finish line in Edinburgh with a mixture of emotions. I was relieved to have made it. I was exhausted from the ride but utterly in awe of the Multistrada, saddle soreness and all.

The ride had been long. Thanks to the weather, it started with misery and doubt. As the day went on, misery was replaced by relief. By the end of the day, relief was replaced by excitement and joy. The bike was by far the star of the show. My only complaint was my bottom, but it was hardly surprising given the nature of the ride and the roads I'd been using.

Following a relaxing evening and the following morning in Edinburgh, I made my way back to Warwickshire. I allowed myself time to reflect on the adventure and the bike. By the time I reached home, according to the trip computer, I had zeroed when collecting the bike; I had covered over 1300 miles on the Multistrada V4S. The bike as a package is near-flawless, and if I were to buy one, the gripes I'd found with the seat would be quickly resolved with other seating options or accessories. That said, the nature of riding a bike almost 1000 miles within 36 hours is something even the most comfortable cruiser bikes would find challenging.

To summarise, can you ride a Ducati Multistrada V4S from London to Edinburgh via Abergavenny in one day? Yes. Of course.
Should you do so? No. Absolutely not.

By all means, ride the route, but do it for over 2-3 days. Take the scenic roads, avoid the motorways, and keep your weight on the footpegs while grinning from ear to ear through the twists and turns on what is almost certainly one of the most remarkable adventure bikes ever created.

words: John Marcar
pictures: Henry Falkner-Smith
Breakfast, Brunch & Dinner pics: John Marcar