Ilmberger Carbon for the Ducati Multistrada V4 S/RS tested

The thing about cheap visible carbon is that there can sometimes be a fairly big difference between the perfectly lit photo in the online shop and the part that actually arrives at home. Fibers suddenly no longer line up cleanly, edges look messy, holes sit under stress, the surface shows pores, or the clear coat reveals things in sunlight that were conveniently kept in shadow for the product photo. Annoying, but at least visible.

It gets even trickier where a visually flawless carbon part gives no clue whatsoever about its actual quality. Material layup, resin content, number and orientation of layers, curing, coating and ultimately also the homologation are hardly assessable from the outside. That's exactly what we already found during our 1000PS factory audit at the Ilmberger plant: carbon isn't automatically high-quality just because the weave looks pretty and shiny.

Anyone who wants to play it safe therefore either sticks with robust OEM plastic or opts for a manufacturer whose material, production process and quality control are traceable. With Ilmberger Carbon there are some pretty good arguments for that. Which ones those are, where the differences actually lie, and whether the high standard actually shows up in the finished product, we clarify in this 1000PS Performance Check.

So that quality doesn't rest solely on glossy photos and marketing promises, Ilmberger had the complete portfolio for the Ducati Multistrada V4 from model year 2025 onward brought to Wiener Neustadt: a Multistrada V4 S in gloss carbon and a V4 RS in satin finish. It's precisely in a direct comparison that you see how strongly light, fiber direction and surface structure change the character. In half-shade the parts look almost reserved; in direct sunlight the depth of the weave stands out clearly, and every line, every transition and every imperfection becomes mercilessly visible.

Both bikes are deliberately fully equipped showbikes and not a typical customer configuration; stickers and decals are not included in the scope of delivery. Anyone who really wants to judge the difference between gloss and matte will find much more than sterile studio aesthetics in our two 1000PS photo galleries on the Ducati Multistrada V4 S and Multistrada V4 RS: close-ups, half-shade and full sunlight. That's exactly where it shows whether carbon just looks exclusive or is actually made to a high standard.

Ilmberger's story doesn't begin in a marketing department but on the race track. Julius Ilmberger has been active in motorcycle racing since 1987 and, for lack of usable and simultaneously affordable alternatives, started early on making carbon parts himself for his own needs. From the first one-off pieces, Ilmberger Carbonparts emerged in 1990, and in 2003 the first components complete with German road-legal homologation (ABE) followed as an important step toward series production.

In 2015 the production company Premium Composite International was restructured, with development in Slovenia and manufacturing in Bosnia; in 2016 the first series orders from Ducati and BMW followed. By 2019 the company already employed 100 people, and since 2023 Ilmberger has also been supplying BMW factory teams in the Superbike and Endurance World Championships. Over the decades, an improvised racing solution thus grew into a highly specialized carbon manufacturer with a close connection to both road and motorsport.

Ilmberger deploys a fairly heavy arsenal in production to achieve the lightest possible end product. Manufacturing follows ISO 9001, using specially matched prepreg fabrics that are already pre-impregnated with resin in a controlled manner and then laid into the molds in defined layers. This is followed by vacuum bagging, multi-stage curing in the autoclave, precise edge trimming – partly by robot for larger quantities – the fitting of mounting points, and a series of further manual inspection and finishing steps. By the time a finished part is packaged, Ilmberger speaks of more than 30 work steps. On top of that there's in-house development and manufacturing, UV protection, ready-to-fit execution, plus the TÜV or ABE documentation required depending on the part.

One special feature is the additional plastic powder coating that seals the raw carbon laminate all round before a glossy or satin clear coat follows at the end. Ilmberger describes this process as unique worldwide. Whether no other manufacturer really does anything comparable is something we at 1000PS cannot verify seriously. During our factory visit, however, it was very much possible to grasp how much effort lies behind this coating process and how consistently it's integrated into the entire production.

The practical side, on the other hand, we can judge from our own experience. For more than 10 years our editorial team has been riding and testing carbon parts from various manufacturers. Especially with heavily stressed components, a clear picture emerges: high-quality coatings and a cleanly applied clear coat significantly improve long-term durability. That's especially true where constant grit impact, stone chips, cleaning agents or intense heat near the engine and headers batter the surface over the years. Cheaply coated carbon tends to go dull, yellow, or show surface cracks or damaged edges in those spots.

Technically, glossy and satin Ilmberger parts are built the same way; according to the manufacturer, the difference lies primarily in the visual effect of the final clear coat layer. Ilmberger states that it deliberately matches the matte shade and fiber direction to Ducati OEM and Ducati Performance components.

On the Multistrada V4 S, gloss draws light deeper into the structure, makes the weave look almost wet, and suits a deliberately luxurious full conversion particularly well. The satin finish of the V4 RS, on the other hand, removes reflections, looks calmer and blends in more discreetly among the Ducati carbon parts already fitted.

The gloss-finished Multistrada V4 S is the rolling showcase for almost every surface that Ilmberger can replace or cover: from the small frame piece to hand guards and winglets right up to the massive tank cover and pillion seat cover. The effect lives less from the individual part than from the consistently maintained fiber direction, because with a full setup in particular, a misaligned weave would immediately catch the eye.

At the same time, this bike nicely shows that not every carbon part has the same practical value. Some components primarily serve looks, others replace large plastic areas or protect exposed zones from heat and dirt. Very few customers will order the entire portfolio, though it's of course possible.

All gloss parts and prices

The following list reflects the current Ilmberger online shop for the Multistrada V4 and V4 S 2025+. Important: the large tank cover replaces three separate original parts and therefore stands as an alternative to the separate tank panels; the two positions listed as chain guard also require carefully clarifying the desired configuration before ordering.

The total at the end of the table is therefore a catalog sum of all listed options, not automatically the price of a technically sensible or fully mountable complete conversion. Rather, it serves as an upper price guide for what the entire available range would theoretically cost.

Our fully built Multistrada V4 S – Ilmberger Carbon Edition weighed in at 249.5 kg fully fueled and including the pillion seat cover. Depending on the standard equipment, this results in an advantage of around 4 to 5 kg over the standard machines we also weighed. Relative to the total mass, that's about 1.6 to 2.0 percent – doesn't sound like a world record at the pub-talk level at first, but for pure fairing and cover parts it's quite remarkable.

A 5-kg dumbbell plate is enough to put it in perspective: pick one up and imagine that mass disappearing from the tank area, front, rear and side fairings, and you get a pretty good feel for the order of magnitude. Precisely because part of the weight sits relatively high or far out to the sides, the saving can indeed be noticeable when maneuvering and hauling the bike upright.

Still, the physics remain sober: four or five kilograms of fairing is not the same in terms of riding dynamics as the same saving in wheels or other rotating and unsprung masses. That's why the 1000PS editorial team isn't yet claiming any measurable lap time gain at this point. All the more curious are we about the results of Nils's 1000PS best-time runs.

It doesn't start with a shiny showpiece but with prepreg: pre-impregnated carbon fabric in which the fibers are already wetted with resin in a controlled manner. Cutting and fiber direction are planned exactly, several layers are then placed by hand into CNC-milled negative molds and specifically reinforced at more heavily stressed points. The visible top layer in particular demands concentration, because a misaligned pattern later runs across the bike like a crooked tiled floor. Then the mold and laminate go into the vacuum bag, where negative pressure presses the layers together cleanly and reduces air inclusions. In the autoclave – described by us during the factory visit, not very scientifically but quite fittingly, as a giant pressure cooker – the parts cure under heat and overpressure. Excess resin is pressed out, and the laminate becomes denser, lighter and more reproducible than with simple wet lamination.

However, that's far from the finished part. Overhangs and holes are trimmed partly by robot for larger series, mounts, threads and clips are inserted using purpose-made jigs, and surfaces are inspected for air inclusions and visual defects. Then comes the plastic powder coating, which seals sides, edges and holes, before glossy or satin clear coat is applied depending on the version. Glossy parts are finally hand-polished and inspected again. By the time an Ilmberger part is packaged, more than 30 work steps have been completed, according to the manufacturer. The price therefore doesn't come from some magic carbon markup, but from tooling, manual labor, autoclave technology, quality control, and a scrap risk that becomes mercilessly visible with visible carbon.

The first point of contact is the Ilmberger online shop, where you can filter by vehicle, model year, description or item number. In addition, part of the range is also available via partners such as Wunderlich. Individual components are also distributed via the supply relationships with Ducati and BMW as OEM accessories, though not every Ilmberger shop number automatically corresponds to an official manufacturer accessory part.

Ordering is straightforward for stocked goods; patience may be required for backordered items. Ilmberger itself documents that non-stocked orders are only invoiced once fully available, and remain free to cancel until then. According to the manufacturer, tooling is stored for a long time and parts are sometimes reproduced individually even after around ten years, without any special vintage surcharge, though with several weeks of waiting time.

Alongside the two showbikes, the editorial team deliberately ordered one of the most elaborate single parts from the current range: the large tank cover CG.TAV.040.MTS25 for 1,199.90 euros. It replaces three separate series parts with one continuous carbon surface, changing the Multistrada's look considerably more than many smaller add-on parts. The price for the tidied-up line isn't only financial, though: the standard phone compartment is eliminated.

The attention to detail is apparent even at shipping. The large-surface component arrived at the editorial office in a generously sized, carefully padded box, additionally wrapped in a soft protective bag. Depending on the part, mounting instructions, care information and the necessary ABE documents are included in the scope of delivery. Our sample arrived flawless; nevertheless, with high-gloss visible carbon, a close inspection in daylight is advisable, since large surfaces in particular forgive nothing visually.

ABE as a quality criterion

For us, the quality of a high-end accessory part isn't only about the finish but also the legal backing. In Germany, correspondingly listed parts can be used on the exact vehicle listed without additional registration, provided all conditions are met and the documents are carried along. In Austria, a German ABE does not automatically replace registration in the vehicle documents for some parts. In Switzerland, the requirements of the cantonal registration authorities and the ASA guideline 2b additionally apply.

A cleanly documented ABE is therefore not a limitless free pass, but a valuable part of the overall package. After all, anyone investing several thousand euros in high-quality carbon parts should play it safe not only with fiber direction and clear coat, but also with the paperwork.

On the Multistrada V4 RS, satin carbon feels less like an add-on ornament and more like a continuation of the already brutal series concept. The 1,103 cc Desmosedici Stradale V4 with around 180 hp, forged wheels and the existing sport components already make a pretty clear statement from the factory; the Ilmberger parts therefore continue the material, weave and surface tone rather consistently, rather than pushing themselves visually to the fore. According to the manufacturer, matte Ducati components are painted in the matching finish and the diagonals are matched to adjacent OEM or Ducati Performance parts. On the showbike, this restraint worked extremely well, because light edges remain visible without every surface reflecting. Here too: the bike shows the portfolio, not the shopping list of a reasonable average customer, and the applied decals are not an automatic series addition.

All matte parts and prices

The matte carbon parts list reflects the current Ilmberger online shop for the Multistrada V4 RS 2025+ and combines cross-model Multistrada components with RS-specific parts such as Akrapovič heat shield, rear fender and swingarm covers.

As with the glossy V4 S, the large and three-piece tank solutions are alternatives; the table total represents the available range and not necessarily a configuration that can be mounted simultaneously. Depending on the Ducati carbon already fitted as standard and the chosen combination, the actual order will therefore turn out considerably smaller.

Even standing still, both Multistradas show exactly what you'd expect from high-quality full carbon parts: clean edges, consistent panel gaps and a fiber flow that runs harmoniously even where several components meet directly. Especially in sunlight, the wheat quickly separates from the chaff here, because unevenness, pores or messy transitions would hardly stand a chance of hiding on the large surfaces.

While riding, too, the overall picture remained pleasantly unspectacular: no rattling, no creaking, and no fairing parts that suddenly developed a life of their own on bad roads. Acoustically, the only thing noticeable is that stones kicked up hit the undersides of the carbon fenders harder and brighter than with plastic. Technically no drama, but emotionally every hit still stings a little once you know what the parts cost. Thanks to coating and clear coat, though, the surfaces are protected as well as possible against such stresses.

Clearly feeling the weight advantage of around 4 to 5 kg during a normal ride is difficult. Still, less mass at the tank, front, rear and side fairings is not without effect on riding dynamics. Especially when maneuvering and quickly hauling the bike upright, the lighter overall package can be noticeable.

How big the riding-dynamics advantage actually turns out to be was meant to be shown by Nils's best-time runs – and those have since taken place. After all, it's not just about top speed, but above all about handling, agility, confidence and clean rideability on a tight course. For the Multistrada V4 S, the facts are clear in any case: the complete Ilmberger setup made the bike at least 4 kg lighter on our 1000PS scale. Whether this weight saving could actually be felt when tipping in, hauling the bike over and accelerating out, and whether it ultimately even translated into a measurable time difference, cannot be seriously deduced from riding impressions alone.

What was more exciting was how differently the two fully equipped showbikes presented themselves on the same track. With its 17-inch front wheel, sporty tires and razor-sharp feedback, the V4 RS gave Nils almost the feeling of a superbike with wide bars. Crisp braking points, brutal acceleration and enormous deceleration made the fast laps quite physically demanding. In direct comparison, the V4 S felt less aggressive and a touch "mushier" at corner entry, but more harmonious, composed and relaxed instead. Nils described it more as an extremely fast adventure tourer that you glide through the radii with, rather than wrestling every corner into submission.

Exactly this comparison, however, also shows why we don't want to talk up the influence of the carbon parts more than it actually is. Wheels, tires, geometry, chassis and seating position shape the character of both bikes far more strongly and can easily overshadow a small weight advantage. Physically, though, it remains plausible that less mass sitting high and far out to the sides makes the bike react a bit more willingly on direction changes. At the same time, fuel level, tire condition, temperature and the inevitable rider variance can make a few tenths of a second vanish quickly.

We also don't want to conjure up aerodynamic advantages without solid measurement data. The carbon parts replace and shape individual surfaces more cleanly, but automatically deriving a measurable aero gain from that would be pure coffee-ground guesswork. What we can already say: the Ilmberger parts demonstrably make the bikes lighter, without standing out with any unpleasant side effects on the tight track. Nils has already shared his riding impressions – the corresponding lap times, however, we're still keeping to ourselves and will follow up with the release of the 1000PS Best Time format on YouTube.