There’s something about Pangong Lake that strips away the noise. At over 14,000 feet, between the barren embrace of the Himalayas and a sky so clear it could be glass, everything sharpens, your senses, your breath, and most of all, your ride. This is where I took the Ducati Multistrada V4 Rally to test its soul, not just its specs. Riding here isn’t just about performance ,it’s about resilience, comfort, balance, and trust. The terrain pushes every part of a motorcycle to the edge. And with the V4 Rally, Ducati wasn’t just aiming for another tall, long-legged bike. They wanted to build the most complete Multistrada yet.
Most Complete Multistrada
Ducati doesn’t throw around the word “complete” lightly. But the V4 Rally earns it. The Rally variant feels like it took everything riders ever wished for from the standard V4 and made it real. Despite the added weight from the reinforced subframe, the larger fuel tank, and adventure kit, the V4 Rally still feels alive. The 1158cc Granturismo V4 engine ,the same fire-breathing heart in the V4 S, still pumps out 170 hp and 125 Nm of torque. And it doesn’t feel dulled by the bulk. Acceleration is immediate, ferocious if you want it, but also graceful when you dial things back. It dances surprisingly well for something that tips the scales at nearly 260 kg fully fueled. On the rocky trails around Pangong, it kept composure with ease, floating over loose stone and washed-out ridges, helped by the Skyhook EVO semi-active suspension, which has been reworked here with 200mm of travel at both ends. It’s not just plush ,it’s intuitive. The bike seemed to anticipate every rut and rock. Even standing up on the pegs at 40 km/h over a jagged trail, I felt more like I was piloting a Dakar rig than a big-bore street machine. The Rally’s balance is sublime.
Up to 35 Percent More Range
This bike is built for distances that push both rider and machine. Ducati claims up to 35% more range than the Multistrada V4 S ,and they’re not exaggerating. I clocked just over 400 kilometers from Pangong to Leh on a single tank with some light reserve left. And this included a mix of high-altitude climbs, stretches of smooth tarmac, and some serious off-road crawling. It’s thanks to the clever new cylinder deactivation strategy ,up to 4,000 rpm, it runs on just the front cylinder bank. Twist the throttle, and the rear cylinders spring to life seamlessly. The transition is so smooth, you don’t feel it. But you sure see it in the numbers. That, paired with the new 30-liter tank, makes this Multistrada a true globe-roaming tourer.
New 30-Liter Aluminum Tank
Let’s talk about that tank. It’s more than just big ,it’s functional art. Built from aluminum and sculpted beautifully into the Rally’s silhouette, it bulges confidently but doesn’t intrude on riding ergonomics. I often hate how large tanks make a bike feel top-heavy or wide at the knees. But Ducati has nailed the design here. The V4 Rally’s tank feels planted, not bloated. Even when fully loaded with fuel, the weight distribution remains natural, and I could still grip the bike with my knees in tight switchbacks without feeling like I was straddling a barrel.
Test Consumption: Relaxed 6.3 l/100 km
Let’s be real ,a 170 hp adventure bike doesn’t usually sip fuel. But during my test ride across Pangong’s high passes and dusty valleys, the onboard computer displayed an average consumption of 6.3 l/100 km. That’s riding with gear, at altitude, through both tough terrain and open highway. This isn’t just a win for Ducati ,it’s a turning point. The V4 family has long been haunted by higher fuel burn compared to the competition. The Rally breaks that trend. And it does it without neutering performance.
Height-Adjustable Pillion Cushion
Small things matter when you’re two-up and 200 kilometers from the nearest village. The redesigned pillion seat cushion on the V4 Rally adjusts up or down by 15mm. My pillion for part of the ride (a brave photographer who volunteered more for the views than the ride) actually dozed off at one point. That says everything. The rear section is also pushed slightly backward, freeing up room for both rider and pillion to shift around. Combined with the optional heated seats and grips, it’s pure luxury in a rugged shell.
Complete Electronic Program
This bike is a rolling tech lab. Ducati didn’t hold back ,you get every trick from their bag: Riding Modes, Power Modes, Cornering ABS, DTC, DWC, Vehicle Hold Control, backlit switches, full-map nav, radar-based adaptive cruise control, and the new off-road re-tuned Enduro mode. The 6.5” TFT dash is crisp and fast, even when navigating deep into the settings. And if you’re wearing gloves? Still smooth. What I appreciated most wasn’t just the breadth of electronics, but how transparent they felt. Everything worked in the background. When I needed ABS, it was there. When I wanted to break traction, it didn’t wrestle me.
New “Easy Lift” Function
Here’s where Ducati gets cheeky-smart. The “Easy Lift” function reduces suspension preload when you power the bike on, making it far easier to lift off the sidestand. At this weight class, that’s more than a convenience ,it’s a necessity. And when you start riding, the bike automatically adjusts the preload back up once you’re over 90 km/h. It’s intelligent suspension that not only rides well, but thinks for you.
Engine Brake and ABS Adjustable in Three Stages
Customization is king here. Both the engine brake and ABS have three-stage adjustability. In tight descents near Pangong, I dialed down engine braking to let the bike coast more freely. On gravel, I disabled rear ABS completely for better control, while leaving the front engaged. It’s this level of modularity that makes the Rally stand apart. You can tune it to your terrain, your riding style, or even your mood.
Plenty of Accessories
Ducati never skimps on personalization. The Rally opens the gates to a wild accessory catalog: Akrapovič exhausts, dry clutch kits, carbon fenders, rally seats, larger windshields, and colored calipers. It’s a dream for tinkerers and touring purists alike. During my test, the bike was equipped with heated grips, auxiliary lights, and a touring screen ,and all of it felt factory integrated, not aftermarket patchwork.
Aluminum Suitcase Set with 76 Liters of Storage Space
I rode with the optional aluminum pannier set ,41 liters on the left, 35 on the right ,and they were lifesavers. Waterproof, rugged, and built like vaults, they swallowed gear, camera equipment, and a few souvenir yak wool scarves from Ladakhi vendors with ease. Their narrow mount keeps the bike’s profile manageable, and they lock tight with a solid clunk. With the optional 40-liter top box, you’re looking at 117 liters of storage. Enough to disappear for weeks if you choose to.
Technical Specifications
| Specification | Details |
| Engine | 1158cc liquid-cooled V4, Euro 5 |
| Power | 170 hp @ 10,500 rpm |
| Torque | 125 Nm @ 8,750 rpm |
| Fuel Tank | 30 liters aluminum |
| Consumption | 6.3 – 6.6 l/100 km |
| Top Speed | 250+ km/h |
| Transmission | 6-speed, chain final drive |
| Frame | Aluminum monocoque |
| Suspension (Front/Rear) | 50mm USD fork / Mono-shock, 200mm travel |
| Brakes (Front/Rear) | Dual 330mm Brembo / 265mm Brembo |
| Electronics | Cornering ABS, DTC, DWC, radar cruise, EBC, DQS, Skyhook EVO |
| Seat Height | 870/890mm (adjustable) |
| Weight | ~260 kg (with fuel) |
| Luggage Capacity | Up to 117 liters with optional cases |
Conclusion
The Ducati Multistrada V4 Rally doesn’t just aim to go farther ,it’s built to go deeper into the wild, smoother over chaos, and smarter through every mile. This isn’t just another variant in the lineup. It’s the top-tier, go-anywhere, forget-the-map machine Ducati always hinted at. In Pangong’s thin air and brutal beauty, the V4 Rally felt at home. It gave me power when I needed it, comfort when I least expected it, and confidence when the road vanished. Yes, it’s expensive. Yes, it’s heavy on paper. But none of that mattered once the engine roared and the world opened up. This bike doesn’t just ride the Earth. It unlocks it. Would you like me to turn this into a formatted HTML blog post?
Is Ducati Multistrada V4 maintenance expensive?
It’s a premium bike, but the V4 Granturismo engine has 60,000 km (37,000 miles) valve check intervals.
Which variants are available?
Multistrada V4, V4 S, V4 Rally, V4 RS, and Pikes Peak, all with unique focuses.
