2023 Ducati DesertX First Ride Review
Ducati’s brand-new DesertX is legit off-road.
Motorcycle teaser videos, those gaudy sources of temptation, are baldfaced attempts to fire the buying public’s frenzy through breathtaking images of performance and adventure. And Ducati’s, and its DesertX promos in particular, work like a charm. Early footage of Antoine Méo blasting desert dunes and ripping a motocross track worked their seductive magic; customers went running to dealerships, deposit in hand, for a motorcycle unlike anything the Italian company has produced before. But when we get past the undeniably amazing images, the real question is whether the DesertX can live up to all the hype. And before we answer that question, we need to take a deep dive into the bike itself.
A few things about the DesertX make Ducati’s offering unique. The press kit emphasizes early on that this is the first modern Ducati with 21-inch front and 18-inch rear wheel sizes. That’s important because it defined the direction that designers wanted to take with the bike, namely, building an extremely off-road-capable adventure motorcycle. The riding position was optimized to make standing on the pegs comfortable without compromising the seated position. The engine may be the tried-and-true 937cc liquid-cooled Testastretta 11° twin that has powered a whole stable of models, but it’s been painstakingly tweaked for this demanding application. And the styling is a departure from the sharp angular lines of the Multistrada, for instance, with a much more retro-rally vibe.
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Engine
If there is a do-all be-all engine in Ducati’s lineup, it’s the 11-degree Testastretta. Found in the Hypermotard 950, Monster, Multistrada V2, and SuperSport 950, this has been the engine powering the company’s middleweight non-superbike machines in recent years. In the DesertX, the liquid-cooled DOHC desmodromic four-valve L-twin has the same 94-by-67.5mm bore and stroke measurements. It’s fed by a pair of 53mm throttle bodies with ride-by-wire control, passing exhaust gases through a stainless steel system with a single catalytic converter into a single muffler, which in our case was an accessory Termignoni unit.
Using the Testastretta 11° engine found in a bunch of other Ducati models was a savvy choice, as it’s ideal for aggressive off-road riding.
The engine produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. of peak torque at 6,500 rpm. For reference, the last SuperSport 950 we put on the Cycle World dyno produced 98.1 hp at 9,220 rpm and 62.3 lb.-ft. of torque at 7,770 rpm at the rear wheel. Another nice advantage of the engine is that the desmo valve check intervals are 18,000 miles apart, with 9,000-mile maintenance intervals.
In comparison to other models, such as the Multistrada V2, that use the same basic engine, the DesertX uses much shorter first and second gears (38/14 and 31/17 versus 37/15 and 30/17); gearing is shorter all the way through fifth, with a tall sixth (23/25 versus the Multi’s 23/24) for on-road cruising and fuel efficiency. The final drive ratios are also dramatically different: The DesertX running a 49-tooth rear sprocket versus the Multi’s 43 (both have a 15-T on the front). The goal here is clear, to optimize the gearing for real slow-speed off-road riding. The wet eight-disc clutch has slipper functionality and hydraulic actuation.
Electronics
We can’t talk about engine performance without first talking about the bike’s electronic rider-aid systems. In the convenience and comfort department, the bike has cruise control and an up-and-down quickshifter. The DesertX features six riding modes, a Ducati first, with Sport, Touring, Urban, Wet, Enduro, and Rally. All modes have presets for three levels of Engine Brake Control (EBC); eight levels of Ducati Traction Control (DTC); four levels of Ducati Wheelie Control (DWC); three levels plus Off of Cornering ABS; four power settings, Full, High, Medium, and Low; and the ability to set throttle response to Dynamic or Smooth.
The 5-inch TFT display has been turned vertical for better viewing seated or standing.
The Enduro and Rally rider modes, in their base settings, are the biggest departure from the other four modes. In Enduro, horsepower defaults to Low (75 hp) with Dynamic response, ABS on 2, DTC on 3, no wheelie control, and EBC set to 2. Rally mode has Full power (110 hp), Dynamic response, ABS set to 1, DTC set to 2, wheelie control off, and EBC set to 2. The cool thing is that all of these can be customized. ABS can also be completely deactivated in dirt modes.
In order to access all of the bike’s settings and also display basic info, there’s a new 5-inch TFT color display, which has been cleverly rotated to a vertical orientation so as to be easier to see while the rider is in the standing position. The display can be set in a Standard info mode, with a giant tach in the middle, or in Rally info mode, with rally-style roadbook coordinates that can be toggled and reset via the handlebar; this view also has a less prominent bar-graph style tach.
The headlights on the DesertX are unique and instantly recognizable, with LED ringed daytime running lights wrapped around the inner LED projector lamps. Another cool feature that’s starting to become more common is a brake light that flashes during aggressive braking to warn following vehicles that the bike is stopping suddenly.
Chassis
The case could easily be made that the chassis is the most critical aspect of overall performance for a bike like the DesertX. The core features that engineers focused on to ensure good off-road capability were an off-road-ready chassis with a tubular steel trellis frame and double-sided aluminum swingarm. The aforementioned wheel sizes, 21-inch front and 18-inch rear, allow the use of aggressive off-road tires. The bike has a near-10-inch ground clearance and long-travel suspension front and rear; the wheelbase measures 63.3 inches between the axles, while front-end geometry is set with 27.6 degrees of rake and 4.8 inches of trail. Ducati’s claimed wet weight is 492 pounds with fuel filled to 90 percent capacity.
Our test units were accessorized with the Rally and Off-road packages.
Ducati purposefully chose to forego the semi-active Skyhook suspension available in the Multistrada lineup for several reasons. There were considerations about additional weight, complexity, and the fact that testers felt the conventional Kayaba units would perform much better in real-world off-road riding conditions. Up front is a fully adjustable 46mm inverted fork with just a tick over 9 inches of travel, while a fully adjustable, unlinked Kayaba monoshock with 8.7 inches of travel resides at the rear. Standard seat height measures 34.4 inches, while an optional low seat brings that down to 34.1 inches; this can be dropped further with the low suspension kit, which gets it down to 33.1 inches.
Rolling gear includes cross-spoke tubeless wheels in 2.1 x 21 inch front and 4.5 x 18 inch rear sizes. The standard tire available is the Pirelli Scorpion STR in 90/90-21 front and 150/70-18 rear. But the bike can also be optioned with the more road-oriented Pirelli Scorpion Trail II or the aggressive Pirelli Scorpion Rally knobby.
Braking is handled by a pair of radial-mount Brembo four-piston Monoblock calipers and 320mm discs at the front, while a twin-piston caliper and 265mm disc reside at the rear. The system is managed by Bosch’s lean-sensitive ABS, which gets info from the six-axis IMU.
Riding Impression
It’s pretty obvious that Ducati has a lot of confidence in the DesertX, which is why it set a dirt-heavy route for our test ride around Aspen. The route incorporated a ton of supersmooth fast gravel roads and rocky, chunky fire roads; we literally rode straight up the Aspen Mountain Ski area, topping out at 11,455 feet above sea level and ripping around on the alpine Jeep trails that reside on top. Of course we also got enough seat time to get a feel for how the bike performs on road, which is, realistically, where many buyers will spend their time.
Like so many modern bikes, adventure bikes in particular, the first order of business must be familiarization with the rider interface for ride modes, traction control, ABS, and so on. Getting into the settings and changing them on the sexy new TFT is very straightforward; the only complaint would be that getting out of Ducati’s menus requires about as many clicks as getting in. But once you get the hang of it, it’s logical and simple, if a bit involved.
The DesertX was set to Sport mode to start, as the ride began on asphalt and we wanted to get a feel for the engine’s unmuzzled power and street settings. Power delivery is crisp and responsive with throttle response defaulting to Dynamic, and power at maximum, while DTC is set at a very conservative 5, and wheelie control at 2. The new bike definitely doesn’t have the shove of its big brother the Multistrada V4, but then again the DesertX weighs about 40 pounds less, which doesn’t make it feel that far off. The Touring mode is quite similar to Sport, however; it uses the Smooth throttle response, which would likely be most people’s preferred mode for cruising around at a less aggressive pace.
A few miles on the asphalt made it apparent that the engineers didn’t neglect the attributes that make ADV bikes capable of logging big miles. Protection from the fixed windscreen was good, directing airflow smoothly over the rider’s helmet; an optional taller screen is available. While the standard hand guards aided in directing air around the rider’s torso. Despite its fairly tall height, the standard seat tapers at the tank, allowing me to get my feet firmly on the ground at stops.
One thing worth noting: Compared to other bikes we have tested recently, the Ducati’s quickshifter requires a bit more pressure at the shift lever. It’s unclear if this is designed to keep accidental shifts to a minimum or if it’s just the character of the system. Either way, we would prefer a bit lighter action, especially on pavement.
After the brief foray on the pavement to warm up, we jumped on some dirt roads. The first section had been treated with magnesium chloride to prevent washboarding and was so smooth that it may as well have been paved. We didn’t even bother taking the bike out of Sport mode right away. But the very next section was a double-track Jeep road, with lots of erosion ruts, water-drainage bars, and embedded and loose rocks. The bike was toggled into Enduro, which chops the power down to its lowest setting, but the standard DTC setting of 3 was moved down to 1, allowing more rear-wheel slip. This seemed like a decent compromise for getting used to the bike in the dirt, allowing good sideways fun while also making the engine feel very manageable.
Once we got a feel for the chassis and wound our way up the double-track, we started hitting some of the water bars and quit worrying so much about avoiding all but the biggest rocks in the trail. The initial impression was that the DesertX is very well balanced for off-road riding. Immediately obvious is how the bike’s front to rear weight distribution feels spot on. Hit a jump and the bike flies level and straight without any drama, giving the rider instant confidence to push just a bit harder. What’s more impressive is how composed the bike is through rocks and chop. Hit an unexpected grapefruit-sized rock and the chassis simply deals with it and snaps the wheels back into line almost instantly. That’s an attribute that even some enduro bikes don’t have.
The equipped Pirelli Scorpion Rally STR tires are chunky, but definitely not full-on enduro tires. But even on loose trails, bite from the front end was excellent. On a few occasions descending twisty switchbacks, with pretty serious consequences for a mistake, the bike could simply be turned into the corner, the rear brake worked a bit, and the bike would rotate without any drama. In this regard, the DesertX feels much closer to an enduro machine than to a behemoth adventure bike. We can’t wait to try this bike on serious knobbies.
A major contributor to the way the bike reacts is its riding position. Ducati stressed that it spent a lot of time and effort to get the layout dialed, especially for standing up on the pegs, and the test riders totally nailed it. For my 5-foot, 11-inch frame, the reach to the bars was darn-near perfect, while the footpeg location and the feel of the bike at my knees was as good as any ADV bike I can recall. Not only does the rider feel totally in command when standing, but the bike reacts with complete predictability, allowing riders to find traction, break traction, or get a better feel while braking.
Speaking of the brakes, the DesertX’s Brembos provide very good feel both on and off road, with ample power and progressive smooth ramp-up. When combined with the sophisticated ABS, the front brake could be used hard when needed, while the off-road modes allowed good control of the height-adjustable rear brake while allowing riders to switch it off completely and be able to lock the rear wheel for better control in the dirt.
Before heading to lunch, we traversed more ultrasmooth gravel roads, our chance to toggle the bike into Rally mode. Think of Rally as Sport mode for the dirt. The default settings are Full power with Dynamic response, ABS on its minimum setting, wheelie control off, and traction control at 2 (although I set mine to 1 or off most of the time). This is, for sure, the most playful setting available on the DesertX. With just a touch of safety net provided with the ABS and TC, the bike can be ridden aggressively with just enough peace of mind in case the rider does something stupid.
Finding the loose stuff on the edges of the road and hanging out the rear end was fun and predictable, the bike feeling totally happy sideways. But once in Rally mode, the bike was kept in either that mode or Enduro the rest of the day, even on the street. Rally offers all the performance of Sport while also ditching the wheelie control and applying minimal TC. In short, all the fun, all the time.
Heading into Aspen proper, we went up the front of the ski mountain on the service road. From the base to the top we gained 3,500 feet of elevation in just over 4 miles of loose, silty dirt. Toggling the bike back into Enduro kept the bike moving forward without letting the rear tire spin out of control and hamper drive. At the top of Aspen Mountain is where the DesertX was really put through the grinder: Rocky two track, lots of erosion ruts, roots, and some fun ledgy hill climbs all challenged the bike. It came out swinging.
What impressed most about the bike off-road is its suspension and, again, balance. The Kayaba units, both front and rear, were set up near-perfect for me. Full disclosure here: Prior to this launch ride, I sent Ducati my weight and the mechanics put their recommended settings on the bike. For the type of riding that I was doing, I was totally happy. At the top of Aspen Mountain, the route was even rougher than any of the sections from the morning. There was even a nasty little hill climb up through some rocky chunder with a ledge at the top. The DesertX picked its way through without any drama at all. Not only does the bike hide its weight quite well, but the chassis and suspension can trick riders into treating the bike like an actual enduro machine, with a light front end, plush suspension action and totally composed stability.
That balance also pays dividends when it comes to traction. The electronics help a lot here, but even when riding with the traction control on its lowest setting or off, the rear tire did a great job of hooking up. When clawing up some of the rocky stuff, the rear would always snap back into line, allowing the rider to stay on the throttle and keep up my momentum. There was never the nervous feeling of having to get off the gas, even when big rocks kicked the rear wheel off line momentarily.
Although we concentrated on dirt, we also got a fair bit of time on the road, and the bike is equally at home there. Through some tight, twisty apexes the DesertX feels light and composed, with the 21-inch front tire/wheel setup providing lots of confidence and never feeling wonky. Sometimes adventure bikes on tall skinny tires don’t provide the feel that wider 17- or 19-inch tires and their broader footprints typically provide. Handling can also at times be more abrupt, not transitioning from edge to edge as smoothly. But even when an afternoon shower soaked the roads, the DesertX and its Pirellis provided plenty of front-end feel and grip and were totally predictable.
Conclusion
Early hype can be really hard to live up to, but at the end of the day it was a shame the ride was over. It honestly seems that the DesertX has lived up quite well to the hype and promise. Early on, Ducati really focused its marketing efforts on the bike’s off-road capabilities, which definitely earned the company the attention it was after. But after riding the bike, it’s clear the DesertX is a true adventure bike in every sense of the term. On-road comfort was very good, as were its blacktop manners. The Testastretta 11° engine is a great choice, providing just the right amount of power while also keeping overall weight down to respectable levels. Looking at the KTM 890 Adventure, its most obvious competitor, the DesertX weighs 10 pounds more, but has more displacement and makes about 10 more horsepower. That should be a very interesting comparison.
As a guy who rides lightweight enduro bikes frequently, the thing that I loved most about the DesertX is the chassis. I’ll repeat: The bike’s suspension, balance, and off-road handling left me deeply impressed. Ducati also did a great job with the electronics and ride modes, which really add to the bike’s versatility by optimizing all systems for almost any condition.
The DesertX definitely isn’t inexpensive at $17,095, but if you’re shopping for an Italian motorcycle, you already know you’re looking at a premium market. And if you have any extra cash you don’t know what to do with, Ducati offers recommended accessory packs to optimize the bike for the type of riding you prefer. There’s a $2,805 Touring package (aluminum side bags and mounts, heated grips, centerstand), a $1,550 Off-road package (engine guard plate, radiator guard, steel tube bars, and hand guards), a Sport package, pricing TBA (homologated silencer, number plate holder, billet aluminum fuel tank cap), a $1,320 Urban package (aluminum top case w/top rack, handlebar bag, top-case cushion), and a $1,850 Rally package (2.1-gallon rear-subframe-mounted auxiliary fuel tank, front headlight grille, rally seat). Our testbikes were equipped with both the Off-road and Rally packages. All of these can also be purchased individually.
The beauty of what we have to now call middle-ish-weight ADV bikes is that they offer good street performance that isn’t far off the open-class machines while running circles around those heavyweights off-road. The Ducati DesertX has all the right ingredients baked right in and easily lives up to the hype as one of the tastiest ADV bikes in a long time.