Ducati Multistrada 1260 2018 — Specifications

Four bikes in one, that's the promise inscribed in the name of the Ducati Multistrada 1260. Multi-strada, multiple roads, varied territories. One could smile at the marketing ambition, but Bologna has built a solid reputation in this area for years, and the 2018 version 1260 doesn’t just recycle existing components: it flexes its muscles where it counts.

The major change takes place under the engine covers. The DVT variable distribution Testastretta goes from 1198 to 1262 cm3, thanks to an extended stroke of almost 4 millimeters. The announced result: 158 horsepower at 9500 rpm and, above all, 129.5 Nm available from low engine speeds. Eighty-five percent of peak torque is accessible from 3500 rpm, which radically changes the way you pilot a 213 kg machine when loaded. It’s worth noting a subtlety regarding the figures: Ducati changed measurement protocols between generations, moving from the dynamometer to the static bench. The previous 1200 displayed 160 hp with the old method; the 1262 announces 158 hp with the new one. Comparing these raw figures would be an error. The new engine is objectively more generous, as confirmed by the torque curve. Compared to a BMW R 1200 GS Adventure or a KTM 1290 Super Adventure, the Ducati plays in the same league in terms of displacement and power, but retains a very sharp V2 character, more sonorous, more physical.

The chassis has undergone a subtle but significant tweak. The rake angle gains a degree to reach 25°, the swingarm lengthens by 48 mm and the wheelbase progresses by 55 mm to reach 1530 mm. These modifications aim for stability on the highway and in fast curves, two situations where the previous Multistrada could be slightly unsettled. The 48 mm inverted fork remains fully adjustable, as does the Sachs rear shock with remote preload adjustment. The aluminum monobras is still there, the four-piston Brembo radial calipers bite down on 320 mm floating discs. Nothing to criticize about the chassis philosophy. The seat height is 825 mm, which will exclude some shorter riders, especially when loaded with a Ducati Multistrada 1260 top case and touring panniers.

Electronics are now a selling point in their own right. Four riding modes, Sport, Touring, Urban, and Enduro, pilot a traction control system with eight levels, a wheelie control system with eight levels as well, and the Bosch Cornering 9.1ME ABS that adapts its intervention according to the lean angle. In Enduro mode, the ABS is limited to the front wheel and allows the rear to slide freely, which will satisfy users looking for a Ducati Multistrada 1260 enduro capable of leaving paved roads. The Vehicle Hold Control, inherited from the 1200 Enduro, maintains the rear brake engaged when restarting uphill. A handy detail that mountain regulars appreciate. The quickshifter is not standard equipment on the base version, a notable omission at this price level.

At €18,490 for the base version, the Ducati Multistrada 1260 price positions itself clearly in the high-end segment. The S version adds electronic suspension, the color TFT dashboard, the quickshifter, and full LED lights; a used Ducati Multistrada 1260 S often finds itself around €14,000 to €16,000 depending on the year and Ducati Multistrada 1260 accessories fitted. The Pikes Peak, S Grand Tour, and Enduro versions cover very different uses: the Ducati Multistrada 1260 Pikes Peak is oriented towards the track and dynamism, the Grand Tour towards long-distance comfort with reinforced aerodynamic protection. This fine segmentation is a commercial strength, even if it complicates the choice for the buyer consulting the Ducati Multistrada 1260 technical specifications for the first time.

This trail remains a serious proposition for the globetrotter who wants to ride fast, far, with luggage, without sacrificing the pleasure of Italian architecture beneath their legs. The character of the V2 is an experience in itself, and the availability of torque from low engine speeds makes the machine easy to live with daily despite its performance. It’s not a versatile tool for beginners. It’s a motorcycle for enthusiasts who are willing to make compromises, and who manage them better than its direct competitors in terms of temperament.