2022 Ducati Multistrada V4 Pikes Peak

With an engine derived from the Panigale V4 and a colorway borrowed from the Desmosedici GP 21 MotoGP bikes, it's a top-performer and a good-looking bike.

For 2022, Ducati punches up the sport-tastic yummygoodness for its already top-drawer Pikes Peak line with the next-gen Multistrada V4. This newest Pikes Peak model brings all of the electronic rider aids you could want along with a 170-horsepower powerplant that delivers the goods to make this sled an absolute beast on the streets and even competitive on the track. New livery and body elements change the overall look to set it apart from its kin.

Built as an enhanced version of the track-tacular Multistrada V4 S, the '22 V4 Pikes Peak brings full-spectrum service to the table. Want to hit the track? Cool. More of a commuter than a racer? That's supported as well. If you are somewhere in between, you can count on dominating the light-to-light race while maintaining an uncommon level of comfort and control on your commute, grocery-getting, or just joyriding jaunts.

As usual, the carbon-fiber front fender doubles as a built-in spoiler for the front forks to maximize penetration and limit speed-sapping drag. The fairing is typical of the breed with its blunt bird beak entry and angry-bird headlights that come complete with DRL bars over the headlights – all in piercing LED tech – for improved daytime visibility and safety. Plus, a Cornering Lights feature comes stock to illuminate the curve ahead based on the detected lean angle with a concurrent increase in nighttime safety.

To go with the Pikes Peak livery, the Ducati Corse badge rides near the tip of the beak, and is complimented by the racing-style numberplate on each side of the forward structure. A smoked, fully-ventilated windscreen sports a flared top to give you an outsized wind pocket for such a short screen. Stock handguards complete the coverage to keep your hamburger shovels warm and mostly dry, because let's face it, you gotta' stop sometime.

The instrumentation is shoehorned into a 6.5-inch color TFT display along with all of the higher electronic features, and through the Ducati Connect system, you can pull up a map complete with navigation aids baked right in.

Between the humps of the 5.8-gallon fuel tank and the lofted pillion perch rides a dramatically-deep swale for the pilot's derriere to enhance the rider/machine integration. The actual saddle height is adjustable with a 33.1-inch low setting and 33.9-inch high position, and the overall rider's triangle allows for a relaxed, upright riding posture as well as operation from a standing position if you feel the need.

Beefy J.C. handles anchor passenger and cargo alike with a teensy little luggage rack to complete the stock storage possibilities. A mudguard mounts the rear turn signals, plateholder, and taglight with a swingarm-mount hugger to finish the fling containment out back. Overall, the new Pikes Peak fully looks the part with a somewhat more rugged mien than before, and you can pencil me in as a fan.

The new body style of the Multistrada V4 Pikes Peak isn't all about aesthetics. It's a stressed-skin monocoque setup that relies on the body panels for its structure, and it results in a strong, light chassis. For two new, street-centric features, look to the the single-side swingarm and sporty, 17-inch, forged-aluminum Marchesini front wheel to go with the 17-incher out back for a balanced look.

Rake is steep at 25.75-degrees, and trail is also at the short end of the spectrum at 4.7-inches long to give this bike a definite affinity for the twisties with an eagerness in the corners. A set of 48 mm Öhlins shocks float the front end under the management of the Öhlins Smart EC 2.0 system. It delivers event-based electronic adjustments that dynamically tune themselves constantly when under way for no-muss/no-fuss suspension performance.

Out back, an Öhlins TTX36 coil-over monoshock takes care of business with the same electronic support as the front, so you never have to grip over the appropriate suspension settings. Pirelli's Diablo Rosso IV hoops run a top-tier "Z" speed rating in a 120/70 ahead of a 190/55.

The Pikes Peak has plenty of go, so it demands plenty of stop as well. Enter the four-bore Brembo Stylema monobloc calipers that bite the dual 330 mm front discs, and the twin-piston Brembo caliper that binds the 265 mm disc out back. Cornering ABS comes stock, so you can count on safely getting the most out of the anchors. A Blind Spot Detector helps track the traffic around you for greater confidence, especially on the superslab, and a Vehicle Hold Control lets you put both feet down for stability when operating on a grade.

Frame:

Aluminum monocoque frame

Front suspension:

Öhlins Ø 48 mm fully adjustable usd fork with TiN treatment, electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode

Rear suspension:

Öhlins TTX36 fully adjustable monoshock, electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode, electronic preload adjustment, aluminum single-sided swingarm

Rake:

25.75°

Trail:

4.7 in (120 mm)

Wheel Travel (Front/Rear):

6.7 in / 6.7 in (170 mm / 170 mm)

Front Wheel:

Marchesini light alloy forged, 3.5" x 17"

Rear Wheel:

Marchesini light alloy forged, 6" x 17"

Front Tire:

Pirelli Diablo Rosso IV 120/70 ZR17

Rear Tire:

Pirelli Diablo Rosso IV 190/55 ZR17

Front Brake:

Dual 330 mm semi-floating discs, radially mounted Brembo Stylema monobloc 4-piston 2-pad calipers, radial master cylinder, Cornering ABS

Rear Brake:

Ø 265 mm disc, Brembo 2-piston floating caliper, Cornering ABS

As impressive as the new Multistrada V4 Pikes Peak is thus far, it's just a setting for the real gem, the V4 Granturismo engine. This thing is really something. It's a V4, but through its Twin Pulse firing order, it runs like a twin. Seriously oversquare, the 83 mm bore and 53.5 mm stroke turns in a 1,158 cc total displacement with an incredibly hot, 14-to-1 compression ratio, so you can expect a finicky engine that demands the highest octane you can get from the hook and/or an octane booster additive.

A counter-rotating crankshaft contributes to the downforce at the front wheel when revved up for extra contact-patch security. A ride-by-wire throttle controls the 46 mm elliptical throttle bodies, but only after it's filtered through the system. Said system consists of Power Modes that let you tailor your power delivery, Wheelie Control to help you safely nail your holeshots, and Traction Control, all under the Riding Modes feature that let you perform quick personality changes on the fly. New for this year, a Race Riding Mode adds to the pot with race-centric settings for quick prep ahead of track days.

A slipper-type clutch adds to the safety goodies with a six-speed transmission and chain-type final drive. The power figures are impressive; you can expect 170 ponies at 10,500 rpm, backed up by 92 pounds o' grunt that max out at 8,750 rpm. It's the same engine as the V4 S, and while Ducati doesn't explicitly state a top speed, the V4 S pushed up to 155 mph, and I expect the Pikes Peak to be somewhere in that neighborhood.

Engine:

V4 Granturismo, V4 - 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled

Displacement:

1,158 cc (71 cu in)

Bore x Stroke:

83 mm x 53.5 mm

Compression Ratio:

14.0:1

Power:

170 hp (125 kW) @ 10,500 rpm

Torque:

92 lb ft (125 Nm) @ 8,750 rpm

Fuel Injection:

Electronic fuel injection system, Øeq 46 mm elliptical throttle bodies with Ride-by-Wire system

Exhaust:

Stainless steel muffler, double catalytic converter and 4 lambda probes

Gearbox:

6 speed

Primary drive:

Straight cut gears, ratio 1.8:1

Ratio:

1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=29/23, 6=27/25

Final drive:

Chain, front sprocket z16, rear sprocket z42

Clutch:

Multiplate wet clutch with hydraulic control, self-servo action on drive, slipper action on over-run

The dedicated Pikes Peak graphics boast red, white, and black in a visually striking package. Initial pricing has the U.S. MSRP set at $28,995 for the base model.

Instrumentation:

6.5" TFT colour display with Ducati Connect and full-map navigation system

Safety Equipment:

Riding Modes, Power Modes, ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Cornering Light, Ducati Brake Light, Vehicle Hold Control, Blind Spot Detection

Standard Equipment:

Öhlins Smart EC 2.0 electronic suspension, Ducati Quick Shift, Adaptive Cruise Control, Hands-free, Backlit handlebar switches, 6.5" TFT colour display with Ducati Connect and full-map navigation system, Full LED headlight, Carbon fiber front mudguard and beak, Type-approved Akrapovic muffler, Two-tone seat

Warranty:

24 months, unlimited mileage

Price:

$28,995

Pike's Peak may be a famous location and fodder for bike branding, but it isn't the only geography in the game. Enter the Triumph Tiger 1200 "Alpine Edition." Triumph puts together a solid machine, and the Tiger line has a well-deserved reputation, so let's see how it stacks up.

The Brit fits the ADV bike mold to a "T" with the characteristic lumps in the flyline from the 5.2-gallon fuel tank and high-rise pillion pad. A scooped windscreen joins stock hand protectors for comfort, the latter of which pairs well with the heated grips for cold-weather trips.

The electronics are a wash with both bikes coming in at the apex of technological progress, and any differences would just be needlessly splitting hairs. Both bikes sport some sort of quickshifter feature, and active electronic suspension is a constant across the board. Likewise, lightweight and tough titanium and carbon-fiber make appearances on both machines.

Trumpet powers its entry with an in-line triple that displaces 1,215 cc and puts out 141 horsepower and 90 pound-feet of torque versus 170/92 for the first clear advantage here for either bike. Touché Ducati. Too bad that extra power comes at such a price. Triumph let's the Tiger Alpine Edition loose for only $19,300 to put a premium on that extra juice you get with the Duc and its $29k sticker.

Read our full review of the Triumph Tiger 1200 Alpine Edition.

"Is it worth the extra cheddar? It is if you want that power, though to be fair, unless you plan on racing her, I don't see the point of the extra oomph. You'll never do it justice on public roads. Heck, you will have to hold back no matter which you choose if you just plan on riding within reasonable approximation of the law, you know, no more than half again the posted speed limit."

My wife and fellow motorcycle writer, Allyn Hinton, says, "This is the hottest version of Ducati's popular Multistrada range yet, but understand that this bike is much more strada then it is multi. It's definitely street oriented, look at the 17-inch front wheel as the first clue. That's not a bad thing, I'm just pointing out that this is the road-and-track side of the adventure world. The engine is familiar -- it's derived from the Panigale V4 engine -- but it comes in a reworked chassis that's tuned to give outstanding asphalt performance, and it doesn't disappoint."

Engine & Drivetrain: