Ducati Multistrada 1200 S Pikes Peak

Nearly 100 years ago, the flag dropped on the inaugural Pikes Peak Mountain International Hill Climb, making it one of the oldest motorsport events in the world and firmly etching it in motorsport folklore. The climb sees competitors negotiate a treacherous 19.7km course with 156 turns that begins at 2862 metres and finishes at the 4302-metre summit – you can see why they call it the ‘Race to the Clouds.’

Back in 2010, Pikes Peak veteran Greg Tracy took a basically standard Ducati Multistrada (apart from a bit of carbon and a few tweaks) to the famous race and won his class outright. The Multistrada then went on to win the 1205cc class for another three consecutive years and in 2011 set a then all-time motorcycle outright record. The road and dirt course was fully sealed in August 2011, however the Multistrada continued its winning form.  

We all know the term 'win on Sunday, sell on Monday', so it was only fitting for Ducati to take advantage of this and pay homage to Greg Tracy’s win by releasing the Ducati Multistrada 1200 S Pikes Peak.

There are four models to choose from in the Multistrada line up, the standard 1200 model, 1200 S Touring model, 1200 S Granturismo and finally the 1200 S Pikes Peak. The Pikes Peak edition is the sportiest of all four and definitely the most road-oriented – I don’t think I could bring myself to take this model off road.

So what sets the Pikes Peak apart from the other models? Like on most sporty Ducatis, there is an abundance of carbon fibre, which includes a low-cut screen, air intakes, front mudguard, rear hugger and cam-belt covers. The bike rides on lightweight three-spoke forged Marchesini wheels and is fitted with a road legal Termignoni slip-on exhaust. There is a special edition livery coupled with a unique red-stitching seat. The standard exhaust and screen are also included.

The first thing we need to talk about is the suspension, up front you have a 48mm Sachs fork coupled with a rear monoshock – both units employ  Ducati’s Skyhook Suspension (DSS) system. The technology is semi-active, meaning that it is constantly re-adjusting damping and compression for the current conditions.

The system not only works for road contusions, but also for longitudinal forces, such as motorcycle pitch change when accelerating and braking. There are four riding modes to choose from: Sport, Touring, Urban, and Enduro. These modes not only change the suspension, but also engine, throttle response, anti-lock braking and traction control.

Once a mode is chosen the suspension adapts from a base setting. If you can’t help but tinker, rebound, compression and spring pre-load are all electronically adjustable. The adjustments don’t stop there, there are also settings for ‘rider only,’ ‘rider with luggage,’ ‘rider and passenger’ or both with luggage. As you can see there are enough settings to do your head in.    

In Sport mode, the Multistrada’s suspenders are quite stiff, almost sport-bike harsh. The wide handlebar makes tip-in super-fast and the lightweight forged wheels only help this characteristic. Its change of direction and flickability is considerably quicker than the other ‘S’ model Multistradas.

Once in the corner, the motorcycle is stable and there is enough confidence to trail brake right to the apex. There is a slight lack of feel from the front end and the bike tends to stand up mid-corner if inside handlebar pressure is released. Both these traits are not found on the previous Ohlins electronic shod Multistradas.

However, once I had trust in the front-end I was pushing it into corners as hard as I would dare to on any bike and had no moments or mishaps. In the perfect world I would have the feel of the old Ohlins suspension with the ride quality of the Skyhook system but alas, the world is not perfect.

The Pikes Peak does away with the centre stand, which does rub the bitumen on the other models when you start to get into some spirited riding. The Multistrada punches out of corners with authority from its torquey mill and is only helped along by the Pirelli Scorpion Trail tyres fitted.   

Touring mode sees the suspension units soften up enough for you to feel a considerable difference. Out of all the bikes with electronic or active suspension the Multistrada highlights the suspension changes the most in my opinion. In Touring mode the Multistrada floats along the highway and when a bump shows itself it is dealt with smoothly and softly.   

Around town and at slow speeds it feels a little top-heavy, but once you become accustomed to it, it's very manageable. At a claimed 194kg dry the Pikes Peak is the lightest of all the models, undercutting the touring by 12kg and the Granturismo by 21kg. This is not only due to the weight saving materials, but also the lack of touring gear such as panniers and crash protection (Granturismo).

Powering the Pikes Peak is the same Testastretta 11-degree engine that can be found in all the Multistrada’s. Peak power is 150hp (110.3kW) at 9250rpm and the engine produces a healthy 124.5Nm at 7500rpm. While the Multistrada does pull with potency from low in the rev-range, it is an engine that likes to be revved and revved hard. Once you venture into its meaty midrange and up, it pulls ridiculously hard and will see your right foot covering the rear brake, as the front power-wheelies everywhere.

As you toggle through the riding modes, the electronic Ride-by-Wire (RbW) throttle alters its responsiveness and the engine revises its peak power outputs and power delivery. Each mode has its own traction control settings and anti-lock brake intervention that also integrates itself with the active suspension. Like with the suspension, everything can be changed independently of each other, with eight-levels of traction control and three-levels of ABS.

Throttle response is clean and crisp in sport mode and then becomes subsequently softer as you progress down through the modes. Unlike some Ducati models where Sport mode is too instant, the Multistrada’s is perfectly calibrated. On the softer modes, the throttle still remains responsive enough to not be doughy or feel disconnected from the bike.

Braking is handled by dual 320mm discs that spin through four-piston Brembo calipers, while the rear 245mm disc is pressed by a two-piston Brembo caliper. Front lever pull is a tad spongy, but once through that there are no problems in terms of braking power. The ABS system keeps everything in check if you hit panic stations and there is also rear-wheel lift prevention in all modes.

Comfort-wise, the Multistrada was absolutely superb for my 182cm build. The reach to the handlebar and foot controls is perfectly spaced and the large seat is plush and sculpted well – it really is a bike I could happily ride all day long. I’m not a massive fan of the carbon screen, as it offers no wind protection and blocks your view. I would swap that with the included standard clear-screen immediately.

The included Termignoni slip-on complements the look of the bike and in the process gives you that little bit of extra volume without being annoying. The red and white striped paintjob is the same livery from the 2012 race-winning Multistrada. It is bright and deep in colour; it really gets the attention from onlookers and lets them know that this is a special edition.

The digital dash is large and easy to read, it features a horizontal tacho, gear indictor and a wealth of other information such as riding mode selected and air temp. I know this model is not designed for touring, but I do wish Ducati left the heated hand grips – call me a woose if you want, but I do love them. If you do want to do the odd weekend away the Ducati Multistrada Touring panniers will fit.

At $31,990 plus on road costs, it is the most expensive of the Multistrada models and in my opinion is little on the high side when compared to what you get on the Granturismo ($30,490). However, if you are after bling and looks, the extra coin is well worth the outlay.

The Ducati Multistrada was already one of the best everyday motorcycles, having the ability to negotiate dirt roads and, with the click of a button, start carving up superbikes on the black stuff. While it may sacrifice a little on the dirt, the Pikes Peak takes the model's road-going abilities to a whole new level and out on the everyday road not many other bikes will be able to keep with it.

Throw a few hills or mountains in there and you will be in the clouds before you know it.   

PERFORMANCE
Claimed maximum power: 150hp (110.3kW) at 9250rpm
Claimed maximum torque: 124.5Nm at 7750rpm
Economy: 5.8 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Trellis, tubular steel
Front suspension: 48mm inverted fork, full electronic adjustment and Ducati Skyhook Suspension, 170mm travel
Rear suspension: Monoshock, full electronic adjustment and Ducati Skyhook Suspension, 170mm travel
Front brakes: 320mm discs with four-piston radially-mounted Brembo calipers
Rear brake: 245mm disc with twin-piston Brembo caliper
Tyres: Pirelli Scorpion Trail -- 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 222kg
Rake: 25 degrees
Trail: 110mm
Seat height: 850mm
Wheelbase: 1530mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $31,990
Colours: Red and White
Bike supplied by: Ducati Australia & New Zealand, www.ducati.com.au
Warranty: 24 months, unlimited kilometres