Configurable down to the last detail
I’ll say this right away: the Multistrada 1260 S GT doesn’t ride you, you ride it. But to do so, you have to learn its mind first. This isn’t a plug-and-play motorcycle. It’s a highly complex, deeply customizable machine, one that demands engagement. Four ride modes (Sport, Touring, Urban, Enduro) are just the beginning. Each can be individually tailored in ways most bikes can’t match. Traction control (DTC) has eight levels, that’s not a typo, and you can switch it off completely. Wheelie control (DWC)? Adjustable or off. ABS? Three levels, or off. Power delivery? You get to choose. And then there’s the semi-active suspension, which adapts to your load, damping, and even riding style in real time. As we left the streets of Leh and climbed toward the Chang La Pass, I experimented with the riding modes like I was programming a race car. In Touring mode, the bike felt smooth and balanced, perfect for the open roads. The throttle response was gentle, and the suspension softened to soak up road imperfections. When the corners got tighter, I switched to Sport. The throttle sharpened, the suspension stiffened, and the whole bike felt taut, ready to pounce. It took me a full day of riding to understand what setting worked best for each section. And that’s the thing about the Multistrada, it gives you the tools, but you have to use them. You feel the complexity in motion. Set ABS to its most cautious level and it grabs early, almost too early. At the other extreme, it gives you just enough rope to feel the front start to squirm before stepping in. Traction control in level 8 will neuter any wheel spin. Drop it to level 1, and you can slide out of corners like a pro. Getting the bike to match your mood and the terrain is part of the experience. In a way, it’s like taming a wild animal, but Ducati gives you the reins.
Exemplary wind protection
There’s a moment, after riding for three hours straight through Himalayan winds, where you truly appreciate a good fairing. The Multistrada’s windscreen is manually adjustable with a single hand and remarkably effective. Despite being narrow, it cuts wind force down dramatically. Riding up the winding stretch past Hemis monastery, I was sitting upright at 90 km/h with barely a flutter against my helmet. No buffeting, no turbulence. The handguards are another standout feature. They’re sculpted perfectly, with integrated indicators and strong heated grips that came in handy as we reached Khardung La at over 5,000 meters elevation. My hands stayed warm while the world around me turned white with frost. Visually, the bike is classic Ducati, bold, technical, with just the right hint of aggression. The LED lighting all around makes it look futuristic at night, while the fog lamps up front are bright and broad. Even the panniers, which integrate seamlessly with the design, feel like part of the motorcycle, not an afterthought. They don’t rattle, they don’t wobble, and they’re spacious enough for a two-up Ladakh trip, though they did collect more boot scuffs than I’d like, especially when getting off the bike on uneven ground. Seat height is adjustable between 825 and 845 mm, and I tried both. In the low position, I could plant my feet easily, but the slope pushed me forward under braking, not ideal on steep downhill descents. Raising the seat gave me more legroom and a better perch for spirited riding, especially with a backpack and gear strapped down. The seat itself is… firm. Let’s not sugarcoat it. Short rides are fine. But on a five-hour journey from Pangong Tso back to Leh, I felt it. It’s narrow at the front and slopes slightly toward the tank. The pillion seat is better padded and wider, though vibrations through the pegs reminded us often that this was no luxury cruiser.
Sourced directly from the official Ducati’s website, this information reflects the latest available updates.
Conclusion
The Ducati Multistrada 1260 S GT is not just a motorcycle, it’s a riding philosophy wrapped in carbon, steel, and advanced electronics. In the harsh, unpredictable terrain of Leh and its surrounding high passes, it stood its ground and often excelled. It’s not perfect. It asks for attention. It requires finesse, understanding, and a bit of patience. But when you find your rhythm, when the right ride mode is dialed in, the suspension hums with the terrain, and the engine sings above 5,000 rpm, it becomes something unique. It’s raw power with brains. A sporty animal with a touring soul. I wouldn’t recommend the Multistrada GT to new riders or those looking for set-it-and-forget-it simplicity. But for the seasoned rider, the one who lives for technical climbs, who appreciates adjustability, who wants a bike to match their riding IQ, this is a dream machine. Ladakh didn’t break it. It brought it to life. And for me? I’m still hearing that L-twin roar echoing off the mountains.