The success of the Multistrada suggested to CEO Claudio Domenicali that it might be worth extracting a top-level road version that would keep memory of the three times the Multistrada 1198 V2 conquered at the Pikes Peak Hill Climb. The Multistrada Pikes Peak was born: a sportbike-embarrassing variant that has consistently proved popular with Ducatisti. The 2025 edition of the Multistrada Pikes Peak shares the engine and the sheet aluminum monocoque structure with the V4, but is a rather different bike in many respects.
The 1,158 V-4 Granturismo is a most appropriate power unit for an adventure bike turned into a grand touring bike, mixing top-level performance with excellent comfort and versatility. Compact, strong, and fully integrated with the aluminum-sheet monocoque chassis structure, the 1,158 V-4 delivers a claimed 170 hp peak power at 10,750 rpm and 91 lb.-ft. of peak torque at 9,000 rpm. The engine is powerful and flexible, but also easy to live with given its 36,000-mile interval between valve-lash adjustments. The valves are not desmodromically actuated, so the adjustment procedure is very straightforward compared to desmodromic.
The engine is Euro 5 homologated; to comply with the stringent exhaust emission standard, at moderate cruising speed the cylinders of the rear bank are automatically switched off, with positive benefit on fuel consumption. Oil changes come every 9,000 miles.
Chassis components and settings are where the Multistrada V4, V4 S, and the Pikes Peak are clearly separated. The Pikes Peak is more refined and sophisticated, starting from the rear suspension, featuring a Panigale V4–inspired, massive cast aluminum single-sided arm in place of the new twin arm unit of the Multistrada V4.
The bike underlines its sporty vocation rolling on a pair of Marchesini forged aluminum, 17-inch wheels, 17 x 3.5-inch front and 17 x 6.0-inch rear. These more sporty wheels are shod with Pirelli Diablo Rosso IV in 120/70-17 and 190/55-17 rear sizes—a top choice also for street-legal superbikes.
Braking is done with twin 330mm Brembo discs with the latest Brambo Stylema four-piston calipers. To competently tear up the tarmac, the front end geometry is radically revised with the steering rake up from 24.2 degrees to 25.8 degrees and the trail up from 4.0 inches to 4.7 inches It naturally follows that the wheelbase grew from 61.7 to 62.8 inches.
Suspension is of very high quality, with an Öhlins 48mm fork that is fully electronically controlled with Öhlins’ Smart EC 2.0. The cantilevered rear shock absorber is also an Öhlins unit: the TTX 36, and this also is fully electronically controlled according to the advanced event-based mode of the Öhlins Smart EC 2.0.
The new fairing is sharp and elegant, but it also grants good protection from the wind pressure with an adjustable windscreen. The grips have their own mini-cowl hand guards, and in winter time the optional heating pack provides thermal comfort to the seat and the handgrips. The double seat is height adjustable between 33.1 and 33.9 inches, and the choice of three optional seats offer the possibility to set the height to one’s personal preference between a low 31.9 inches to a tall 35 inches.
The Pikes Peak chassis is tuned for dynamic qualities that would make it at home on a racetrack. Extra riding comfort is also available thanks to the possibility of real-time damping tuning via a specific button. Suspension damping can be set to maximum comfort on a long haul, or to an aggressive response when riding hard.
Ducati’s electronic suite ensures maximum safety even when riding hard at the racetrack. In fact, a Race riding mode has been added to offer the possibility to fully exploit those 170 horses and the more sporting qualities of the chassis. Here the suspension is automatically set to its firmest setting while the throttle response is the most direct. Ducati Traction Control and Wheelie Control are kept at the lowest level and the ABS is set at level two to allow the bike to move how an expert rider would want it to.
The more traditional Sport, Touring, Urban, and Wet riding modes have been further refined to better work with the rider. The very powerful ECU talks to the Bosch six-axis inertial platform and communicates all vital data to the rider via the 6.5-inch TFT dashboard that acts as the control and infotainment communication center.
Ducati’s MotoGP experience has created an additional electronic innovation: Ducati Vehicle Observer, an algorithm developed by Ducati Corse that instantaneously estimates physical, dynamic, and kinematic values that cannot be measured in practice, and estimates the limit forces that the bike can apply to the ground. In this way all safety systems, Traction and Wheelie control, and the highly sophisticated Brembo-Bosch ABS can be kept “on guard” to act in advance of a risky situation. Ducati says this system—that is also used on the 2025 Panigale V4—virtually simulates 70 sensors.
Bosch’s Cornering ABS 10.3ME offers three levels that are automatically set in concert with the selected riding mode. In combination with Racing and Sport mode, the ABS employs a front-to-rear braking strategy that applies braking action in relation to the traction condition of each wheel.
The electronics suite includes a very advanced radar control system, front and rear. The front unit is associated with the cruise control system and automatically reduces speed in relation to the speed of the vehicle in front and applies braking in case of emergency. The rear unit informs the rider of the incoming traffic and gives blind spot warnings. The lighting system has been improved over the previous edition with the adoption of all LED lighting, making night riding on a twisty road more enjoyable and safer.
MSRP for the 2025 Ducati Multistrada Pikes Peak is set at $32,995.