DUCATI MULTISTRADA V4 PIKES PEAK (2022 - on) Review

Ducati reckon the all-new V4 Pikes Peak is the sportiest Multistrada yet. And it’s impossible to argue.

The adventure sector went a bit banzai last year. Bikes like KTM’s new 1290 Super Adventure S and the Ducati Multistrada V4 have broadened the go-anywhere spectrum, offering serious performance wrapped in just-as-serious comfort.

• Latest news: Ducati load Panigale engine into Multistrada for RS model
• Related: Ducati Multistrada V4 S review

But there’s a new kid from Bologna that takes this ethos to another level of tarmac-based heroics.

Generally speaking, Ducati’s previous Pikes Peak models have been nothing more than parts-bin specials dressed in snazzy graphics and carbon fibre. It’s a very different narrative for 2022, as a huge amount of work has gone into forming the Multistrada V4 Pikes Peak.

For starters, there’s the return of a single-sided swingarm and 17-inch front wheel: a must-have for sticky rubber selection and a nod to the PP’s newfound sporting pedigree.

With so much marketing hype surrounding its circuit prowess, you could be forgiven for thinking the Pikes Peak sole purpose is hanging in the fast group of a trackday.

From the blue-chip components and race-inspired graphics, to the subtle carbon smattering and fruitier exhaust note (courtesy of the Akrapovic can), there’s a real sense that you’re straddling something a bit special.

Dynamically, there’s absolutely nothing wrong with the V4 Pikes Peak but, just like the standard Multistradas, it’s in desperate need of a bigger tank and/or superior fuel economy. Being more frugal than a Panigale or Streetfighter is scant redemption.

Sure, the semi-active suspension and single-sided swingarm might grab the headlines, but there’s a far more intrinsically impressive asset in its arsenal.

Not only has Ducati ensured the Pikes Peak is sportier and more track-focused to pay homage to its name, they’ve done so without sacrificing too much road etiquette and you still get luxuries such as radar-controlled cruise control and blind-side detection.

The sportier the riding mode (there’s a new ‘Race’ mode and the electronic aids have been made racier), the more aggressive and responsive the engine and chassis become, yet the V4 Pikes Peak never feels too much of a handful.

What is a handful, is the fact you have to stop to adjust anything other than riding mode selection.

Öhlins Smart EC semi-active suspension not only dissects the surface beneath, but also real-time rider input and makes easy work of most tarmac. While the set-up is on the stiff side, and the ride will never feel as plush as the stock Multistradas, there’s ample adjustability to ensure a silky ride in most environments.

The harder you ride it, the more tangible the Pikes Peak upgrades become and it feels perfectly at home on the side of the tyre. I’m talking superbike levels of cornering ability and mechanical grip on the road, thanks primarily to the 17-inch front wheel and fresh geometry.

Sure, it’ll be five seconds a lap slower than a Panigale on track but far more fun on the road, abetted by the additional leverage and agility.

And having pinched the Panigale’s front brake paraphernalia, it’s no surprise the Pikes Peak stops in a hurry. What is surprising is just how well the rest of the bike copes with the stopping power. There’s a beautifully progressive action and the forks never protest with a handful of lever.

Granted, the footpegs are 10mm higher, the ‘bars lower and rolled back, but the riding position is far from intimidating and I was never contemplating a call to the chiropractor during our 180 miles together.

Whereas the standard Multistradas have to cater for a slice of off-road action, the Pikes Peak isn’t designed with mud in mind, and the ergonomics feel far more natural.

The only element untouched for 2022 is the engine, which offers oodles of performance in its current guise anyway.

The 170bhp Grantourismo V4 - complete with valvetrain for the first time on a Ducati since 1953 - delivers to the ground during every stage of the rev range.

With an unrivalled throttle connection that makes most other manufacturers’ attempts seem feeble, it’s just as happy meandering through urban surroundings as it is ripping through the open roads.

There’s a delicious midrange surge that satisfies everyday riding, as well as eagerly punching out of corners with a soundtrack to accompany the meat, which continues to entertain all the way to the soft-cut limiter; an area where Ducati listened to its customers, who said the redline was too harsh.

Given the juice on tap, you certainly don’t get the impression this is a detuned superbike engine, but the V4 is also extremely versatile in its manners and super-smooth overall.

The V4 Granturismo engine has been used in the Multistrada for a year now and so hopefully all the kinks have been ironed out. There was a well-publicised recall on the standard bike that meant a whole engine swap but the Pikes Peak won't be subject to this.

At £24,595, it’s over £8,000 more expensive than the base model, but you do get more electronic toys than a Curry’s store and a serious performance upgrade over the lesser spec bikes.

Of course, they will sell. One in every six Multistradas sold has been a Pikes Peak edition and that trend surely won’t fade, despite diminished user parameters.

I honestly cannot think of another bike that brags so much sporting ability, yet does so with all the comfort of an armchair. BMW’s S1000XR might come close but, head-to-head with the Ducati, lacks in every department. The only other option may be KTM’s yet-to-be-ridden 2022 Super Duke GT.

Bikes like the V4 Pikes Peak are exactly why we can’t always pigeonhole certain models. You can’t really call it an adventure bike. It’s a hybrid roadster, a gentleman’s superbike, an eclectic mix of comfort and joy.

The Multistrada comes packed to the eyeballs with all the techy goodness you'd expect for the price including radar cruise control, a full suite of riding modes, lean-sensitive everything and top-drawer semi-active Öhlins suspension.

17-inch Marchesini wheels go some way to warranting the extra cost over an S model and also save 4kg over the stock rims. There’s also a wider range of tyre choice, including slicks for the track.

If spending nearly £25,000 isn’t enough, there’s an optional Akrapovic exhaust system that adds 10bhp and sheds 5kg. There’s also a dry clutch kit for that authentic Ducati sound.