Ducati’s first stab at a ‘proper’ adventure bike exceeds expectations with a package that feels ready to take you around the world

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Borgo Panigale, Bologna, Italy
Story by Deyna Chia

Ducati has dabbled in the dirt to date, but the DesertX dictates Ducati’s debut of a do-everything machine that can daringly dual-sport in deserted directions.*

Ducati’s dirt-dipped with the Multistrada Enduro and Scrambler models, but the DesertX is quite a different beast altogether. It’s the result of the booming adventure-bike sub-segment of Dakar-styled ‘rally raid’ bikes, which we term Dakar-Lite (I’m patenting this - Ed.), and they pair less weight with more off-road capability.

The obvious existing examples are the Yamaha Tenere 700 and KTM 890 Adventure R, with even MV Agusta joining the party in the near future with its Lucky Explorer 9.5.  

Through that lens, the DesertX is positioned as a less powerful, and less heavy alternative to middleweight adventure bikes like the BMW F 850 GS or Triumph Tiger, and could appeal to those who want touring ability plus more off-road capability in a lighter, easier-to-handle package.

Also we've published our review just in time: The DesertX officially launches in Singapore on Saturday, August 2022, at the Ducati showroom with an OTR price of S$58,700.

*Alliteration by Derryn Wong

Dakar-Lite

Adventure bikes are such a rich vein these days that bike brands can mine the same seam. The DesertX has very obvious shades of the Cagiva Elefant, the defunct Italian marque’s Dakar-winning adventure bike precursor. Cagiva’s heritage now lies closest with MV Agusta ('Ca' in Cagiva stands for MV founder Castiglioni) but Ducati did supply the Elefant’s heart, a 904cc Desmodromic V-twin. 

That’s why the DesertX has been styled to unabashedly reference that race machine with its twin circular LED headlights (with DRLs), vertically-canted styling, large 21-in front wheel, and tubeless spoked wheels.

But even on paper, you can’t accuse Ducati of making a bike that just looks like it can hack it off-road. The X has an impressive load capacity of 240kg, and on paper, the standard 21-litre fuel tank is already good for over 350km. Ducati offers an additional eight-litre auxiliary tank that mounts on the tail of the bike, too. 

The rally-style, vertically-mounted 5.0-inch TFT colour display is particularly legible when standing up, and this is important not just because it looks cool, but due to the plethora of riding aids and systems onboard.

There are six riding modes : Wet, Urban, Touring, Sport, Enduro, and Rally. The last is a new mode for Ducati bikes, and gives you full power with less electronic intervention for off-roading. Completing the electronics package are the rider assistance systems including Traction Control, Wheelie Control, Engine Brake Control, Cornering ABS, Quickshifter Up & Down and Cruise Control.

Fighting Dirty

Ducati calls the DesertX a proper off-road bike, unlike the Multistrada or Desert Sled, and it’s not kicking up dust with those claims. It’s new from the ground up, with long-travel, manually-adjustable KYB suspension (more than 220mm front and rear) and proper off-road wheels (21-inch front and 18-inch rear), wearing specially developed Pirelli Scorpion Rally STR tyres.

The only thing in common between the DesertX and the Multistrada V2 is the 110hp 937cc engine, which has been tuned for low to mid grunt, along with shorter gear ratio (first to third) and a larger rear sprocket, for more low end punch. As part of the development process, Ducati enlisted multiple Enduro World Champion and Dakar Rally stage winner Antoine Meo. 

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We got a sampling of the X off-road at the DRE Adventure demonstration course at Misano Circuit during World Ducati Week 2022, comprising obstacle stations and a dirt track. The X was unfazed over the obstacles, its pliant but composed KYB suspension soaking up the hits even as we increased the approach speed. Over dirt, the X was confidence inspiring, communicating grip levels clearly, and allowing controlled slides over the dusty surface.

We even got to test the front wheel ABS during an emergency braking situation, the bike stopping in an impressively short distance with minimal lockup. A fellow journo had to emergency brake in a turn. On the dirt, that’s a surefire way to tuck the front. But to his surprise, the front wheel didn't wash out.

The conditions on the course were not extreme, but we found the X to be newbie-friendly with its balance, neutral handling, and peppy power delivery making clearing obstacles that bit easier. We’re no Dakar Gods, but the DesertX surely flattered our off-road abilities, and could be a real off-road weapon in professional hands. 

Page 2: But how does the DesertX handle tarmac?

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Go back to Page 1: Introducing the Ducati DesertX 'Dakar-Lite' adv bike

Tarmac Stage

We tested the DesertX on the very roads where Ducati develops its bikes - the twisty sections from the factory in Borgo Panigale, up almost 1,000-metres of elevation to Chalet Raticosa, a combination of fast sweepers and reducing radius, second-gear uphill corners, across a variety of tarmac from horribly broken and rippled, to perfectly paved.

The DesertX has definite long-range potential and is very capable on the road, too. We found the ergonomics to be generally spot-on, contributing to good control and comfort, with no aches after a whole afternoon in the saddle. 

Typically, adventure bikes with long-travel suspension can be quite lazy, but the DesertX exhibited atypical precision when flicking the bike from side to side, without excess pitching. This meant that we didn’t need to turn-in early, to compensate, allowing for enjoyable, precise steering. In wet conditions around 20-degrees Celsius, with riding mode set in Wet, the Pirelli tyres were grippy and confidence inspiring.

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Compared with ‘full-sized’ litre-plus adventure tourers like the Ducati Multistrada V4 and BMW R 1250 GS, the DesertX's 937cc twin is a bit more buzzy, and runs out of puff past 6,000rpm, even before peak power at 9,350rpm. In other words, if you’re looking to cover longer distances with more tarmac, a big Adv bike will still eat miles with less pain - but the same is true of competing bikes, including the Yamaha Tenere 700. 

The gearbox is generally competent, though the upshifts on the quickshifter were jerky in the first four gears. We found first gear to be a little too grabby, requiring finessing the clutch when the turns were more acute off-road. The spartan styling might not suit everyone, and to really nit pick, one could also point out the odd sized 18-in rear wheel.

But there’s little else holding the DesertX back. With its Dakar-tinged styling, broad spread of capabilities, and a full loadout of technical tricks that help the rider along, it looks like the DesertX could be anything from a long-ranging in-Singapore commuter to a real round-the-world machine. If anything, the DesertX’s is great metaphor, one which shows that Ducati truly has gone from a single-minded maker of fast-moving exotica to an extremely capable, all-round motorcycle maker. 

2022 Ducati DesertX

Drivetrain type	Gasoline only
Engine	937cc, L-twin
Power	110hp at 9250rpm
Torque	92Nm at 6500rpm
Gearbox	6-speed manual with up-down quickshifter
Wet Weight	223kg
Fuel capacity	13-litres
Seat Height	865mm
Agent	Ducati Singapore
Price	$58,700*
Availability	Now
Verdict	Dakar-style for a capable middleweight adventure bike, one with true off-road chops too