Ducati Multistrada 1260 Pikes Peak: competition enduro [ROAD TEST VIDEO]

The new Multistrada always looks like it, the original Ducati interpretation of the maxi enduro theme: the muscles and physique of a superbike, the special and very aggressive aesthetic. Do you remember? The first time we saw it, in 2010, that beak left us a little perplexed, so innovative that it confused us. But the designers got it right, and now it's precisely that aggressive look that fascinates us, the pointed muzzle, the broad shoulders, the receding tail. And we are satisfied that the new 1260 is difficult to distinguish from the previous one, the changes can only be appreciated when comparing the two versions face to face.

In short, the "Multi" is still the same from the outside - apart from a few details - but it hides important innovations. The first is the Significant engine upgrade, Ducati Testastretta DVT, which goes from 1200 to 1262 cc, bringing with it a dizzying torque curve and even more refined electronics. The second comes from the chassis, with revised dimensions for an easier and more reassuring ride. Did we talk about superbikes? Perfect, here is the best: we are testing the most extreme Multi, the Pikes Peak, dedicated to the very tough uphill race that takes place on a 20 kilometer route cut out of the Rocky Mountains. And won three times by Ducati.

Aesthetics and finishes:

rating:  

Sporty, almost racing, fully equipped

La Multistrada 1260 Pikes Peak it is immediately recognizable for its racing-inspired livery with the dedicated saddle with red stitching (adjustable in height), the red frame and black rims, a notable pair of Forged Marchesini which save 3 kg. The most attentive will not miss them Ohlins suspension (mono is a TTX36), the exhaust terminal Ducati Performance by Termignoni in carbon. Always in carbon there are the front mudguard; the shell that covers the tank; the front side bulkheads and the lowered racing-style windscreen.

The very rich electronic equipment is that of the Multistrada S. In fact, it inherits from this the precious Bosch inertial platform which provides information on the dynamics of the motorbike, making it possible to implement, together with a series of further sensors, a very refined series of safety functions: traction control (DTC, Ducati Traction Control), of the surge (DWC, Ducati Wheelie Control), TheABS cornering, Cornering Lights, a system that directs the front headlights when cornering full-LED to illuminate the road optimally even when the bike is tilted. Then there is the electronic gearbox even when climbing (DQS, Ducati Quick Shift), hill start help (VHC, Vehicle Hold Control) And the cruise control.

All these functions can be chosen, adjusted and some deactivated, thanks to a now more intuitive interface provided by 5" super color TFT dashboard high resolution. It also allows you to choose the Riding Modes, the set of factory-defined settings that optimize the character of the Multistrada in various driving situations: sports, tourist, city, off-road. The Öhlins of Pikes Peak are fully adjustable (Obviously), but mechanically. Thus, the combination of the adjustments to the Riding Modes and the possibility of modifying them with a very convenient click of the button on the handlebars are lost, and the "hook to the sky" system (DSS, Ducati Skyhook), which isolates the motorbike from the irregularities of the asphalt for the benefit of comfort. It's a shame, but this model is sporty by vocation, and the choice "zero compromises” is rewarded by superior effectiveness in driving at the limit and by lower weight (-6 kg compared to S).

Finally, it is worth mentioning the Bluetooth module which allows you to connect the motorbike with the smartphone to manage the most important multimedia functions (phone calls, messages, music...) by viewing the information on the dashboard (DMS, Ducati Multimedia System) and the Ducati Link App, an application for smartphones, which opens up a new world (including social media) in the riding experience. And which, given its complexity, deserves a dedicated article.

Engine and performance:

rating:  

With just 60 cc more a leap into hyperspace

The extra 60 cc (let's round up) in an engine with already very generous cubic capacity seems like a trifle, but according to the designers it has an extraordinary effect: they fill the midrange area to the sound of Nm - between 3500 and 7000 rpm – which of the 1200 DVT, with variable timing, had not thrilled us. Not simply "something more", but Rock-solid muscles right where you need them, in the regimes most used on the road. Such a successful operation that today the Multistrada 1260 boasts the record of category: it is his highest torque value at 4.000 rpm. Obviously the merit is not of the few extra cubic centimeters, but of a more extensive development operation, which also involved the distribution diagram and the intake and exhaust systems, pipes, pre-silencer and terminals included. Furthermore, the Ride By Wire has also been refined, with even smoother engine management. Obviously with these premises you have a mad desire to see what happens at those famous 4.000 rpm. But we also need to understand if below, i.e. at the lowest revs, the fluidity of the 1200 DVT has been lost. So, let's be good, before we open the accelerator let's see what happens in the city. Here the 1260 still runs smoothly, right from 1.000 rpm. Even at the quietest starts, on roundabouts, and in traffic, excessive concentration is not required, the large twin-cylinder does not paw or hiccup, in short, there is no need to keep your hand on the clutch lever. You just need to get comfortable with the attack, which is very quick. The DVT then It picks up well, without tearing, even in third gear, with some light and natural undertorque tremors that disappear once arrived at 3.000 rpm. Then he starts pushing really hard: better to tighten the handlebars well.

When the road opens up and you can stretch a little, you reach the peak of taste. It arrives when the tachometer travels between 4.000 and 7.000 rpm. Second, third, fourth, remaining in these regimes, you rattle off the gears with impressive speed, both for the torque - the designers have worked miracles - and for the very tasty and very comfortable electronic gearbox, which makes the gears fly up and down with great naturalness, a bit like moving through a musical score. The Pikes Peak is a pure sports car, and on the mixed he pushes so naturally hard that it is good to always maintain concentration. In fact, you just need to touch the accelerator and you'll arrive in the blink of an eye at 6.000 rpm, regime in which they are available more than 100 HP, a power that requires a great experience on the road. And to think that from then on another 50 arrive… At high speeds you can feel a bit of vibration in the saddle, but we are above 7.000 rpm; on the mixed you pass through these regimes for just an instant, and in those moments you have much else to think about; you can never reach them on the motorway. In the city we drove in all the Riding Modes, Enduro excluded, without finding contraindications; on the road, in the mixed, we appreciated both the Touring that it Sport, similar in character, different in control settings. Despite the excellent Pirelli Scorpion Trail II the DTC lights often flashed even in Sport, not only due to the damp and cold road, but due to the micro-losses of grip due to the very full back of the 1260.

ElectronicsIn short, he watches over us always in our evolutions, sometimes with discretion, without being noticed, sometimes with more decisive interventions, as if to say: "Hey, you're exaggerating". If you're a good driver, if you're sure you won't lose concentration, if the asphalt is perfect and you feel like disconnecting everything, traction control, wheelies, braking, yes, you can do it. But it's better not to, there are many new Nm to keep at bay, and the electronics don't take away the pleasure of driving.

Ride and handling:

rating:  

Easier and calmer, able to get angry whenever you want

The Multistrada was born with determination. The abundant one of the engine and that of the chassis, agile, at times aggressive, which has reached excellent maturity in the latest versions with active suspensions. Today the designers have decided to review this attitude, aiming for an objective that is not easy to grasp: making it easier, more reassuring, but without losing the sporty look that distinguishes it. This is why the cycling quotas have been adjusted: steerer open by one degree (from 24° to 25°) and consequent increase intrail (+5 mm); swingarm 48 mm longer, wheelbase increased by 55 mm. Those who fear that these changes have toned down the character of the very spirited Multi a little too much, rest assured: the all-rounder from Bologna he hasn't lost anything, stay angry, as always, but only when you want.

As soon as you exit the garage ramp you discover that the front end is very light, the weight (229 kg in running order for our version) you don't hear it. In the city it is therefore very agile, you can ride it with one finger but at the same time it is also neutral. You tackle busy roundabouts at walking pace without even thinking about holding her up or turning her around. We are very happy to go around the city, also because Pikes Peak makes a good impression, but we can't wait to escape out of town, with lots of stuff available, among the new sexy curves of the engine (+18% torque at 5.500 rpm) and the racing setup, Öhlins, Marchesini, Brembo, we dream of a long hilly road tormented by curves and hairpin bends.
We find it on climb to Colma di Sormano, stretch that Pikes Peak transforms into an irresistible playground. The changes to the chassis prove to be spot on even while having fun in sports riding, with Spectacular corner entries, quick but not nervous, which the Multistrada performs naturally, descending smoothly and precisely and stopping at the perfect inclination without requiring any physical or, above all, mental effort.

In this case we have an advantage, the Öhlins e the Marquisins they work in perfect harmony: the former always maintaining a perfect structure; seconds giving a further span of agility (remember that they save us 3 kg). At first glance the Pikes Peak feels supported from the rear and seems to have a higher and softer front end, but when riding everything works wonderfully, guaranteeing precision and stability, so much so that it was not necessary to intervene on any adjustment. The Öhlins work so well that you don't even regret the Riding Modes. Despite the decisive and effective sporty cut, comfort does not suffer, guaranteed even on uneven surfaces, guaranteed by the quality of these suspensions, the excellent smoothness and the precise work of the hydraulic damping. Then there is thebraking excellence, the lever, soft and doughy, is operated with a finger, and this is enough to obtain a decisive and modulable action. And we appreciate the possibility of being able to exclude the ABS on the rear brake (Enduro mode), which would otherwise intervene at every corner, especially when the asphalt is not in the best conditions.

Price and consumption:

rating:  

The Multistrada 1260 in the basic version costs 17.990 euros, for the S must be added 2.400 €. But in exchange there is an irresistible piece of equipment: the Sachs semi-active electronic suspension and the Ducati Skyhook Suspension (DSS) Evolution system; the 5" color TFT dashboard; the Ducati Quick Shift (DQS) Up&Down; the full LED front headlight with Ducati Cornering Lights (DCL); Brembo M50 calipers and the Ducati Multimedia System (DMS). The D-Air version it has all this plus the provision for the Dainese airbag system (21.150 €). Pikes Peak is tops, and in addition to the equipment already mentioned (Öhlins, Marchesini, Termignoni, special saddle and carbon parts) it is delivered with the large plexiglass of the other versions, more comfortable when travelling. However, we go up to 24.990 €. Prices ex-dealership.

Last note on consumption. The declared figure is 5,2 litres for 100 kilometres, therefore at a calm pace (the one imposed by the Euro4) you travel more than 19 kilometers with one liter of fuel; with a full tank (20 litres) and a little patience the range is well over 350 kilometres. A little less if you get carried away by the enthusiasm. With the Multistrada it sometimes happens.

PROS AND CONS
We like it:
The boldness of the aesthetics, the performance of the driving and the engine.
We do not like it:
The spectacle of active suspensions is missing. But it's not serious, but the price is high.

Ducati Multistrada 1260 Pikes Peak: the Motorionline Report Card

Motor:
Handling:
Gearbox and transmission:
Braking:
Suspensions:
Guide:
Pilot comfort:
Passenger comfort:
Equipment:
Quality price:
Line:
Consumption:

Test clothing:
Jacket: Dainese D-Explorer Gore-Tex Jacket
Trousers: Dainese D-Explorer Gore-Tex Pants
Gloves: Dainese Ergotour Gore-tex X-trafit Gloves
Boots: Dainese Latemar Gore-Tex Boots
Helmet: Caberg Duke II Legend Ducati