Ducati DesertX 2023 Launch Review

There is an arms race happening in the middleweight adventure segment. It’s been happening for a few years now, but it’s showing no signs of slowing down. And the all-new Ducati DesertX is the latest piece of artillery to hit the market.

Maybe it’s the result of the growing influence of the Dakar Rally and hard enduro, or maybe adventure riders are just bored and want to travel further off the beaten track, but rally style and maximum off-road performance are in vogue.

Forget big power and premium comfort, these new-age adventure bikes are all about exploring extreme and uncharted terrain. That’s the definition of adventure, right?

The Ducati DesertX joins a jam-packed field of rally-style adventure bikes that already includes the likes of the KTM 890 Adventure R, the Yamaha Tenere 700, and the recently released Aprilia Tuareg 660. But how does Bologna’s new adventure bullet stack up?

Firstly, a quick note. You might be wondering why the DesertX did not make the cut in the 2022 bikesales Bike of the Year awards, which, ironically, was won by another hard-edged Italian middleweight adventure bike, the Tuareg 660. Well, the answer is simple – it didn’t get here in time.

Eligibility requirements state that a Bike of the Year finalist must be on sale in Australia before September 1 and must have been tested by the bikesales team before selection. With the Australian media launch being held in late October, the DesertX unfortunately didn’t qualify. The good news is the bike will be eligible for next year’s awards.

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The arrival of the DesertX was indeed a long time coming. First revealed as a concept at EICMA in 2019, the Cagiva Elefant-inspired adventure bike immediately promised more off-road performance compared to the high-end Ducati Multistrada V4.

A 21- and 18-inch wheel combination, long-travel suspension, Dakar Rally-inspired looks, and a rear-mounted auxiliary tank all hinted at something pretty special from the Italian brand.

And when the production version finally surfaced at the end of 2021, it was apparent that Ducati has stayed true to the concept (although the auxiliary fuel tank was demoted to an optional extra).

Powered by a 937cc L-twin Testastretta engine, the DesertX is certainly no slouch. It puts out decent figures of 110hp (80.9kW) at 9250rpm and 92Nm at 6500rpm.

The engine is the same as that found in the Ducati Monster and Ducati Multistrada V2, so it is a proven powerplant, but it has been perfectly tuned for off-road use in this instance.

Holding up the bike is a 46mm Kayaba fork with 230mm of travel and a Kayaba monoshock with 220mm of travel, while the 21- and 18- inch wheels are decked in Pirelli Scorpion Rally STR tyres.

Elsewhere, you'll find Brembo braking components, LED lighting, a 21-litre fuel tank, and a 5-inch TFT display that is mounted vertically. The TFT screen allows you to access the comprehensive electronics suite that includes six riding modes, a Bosch IMU, cornering ABS and traction control, wheelie control, a quickshifter, cruise control, and smartphone connectivity.

The DesertX is currently available in the standard Star White Silk paint scheme with a price tag of $24,700 ride away. However, the Italian firm has added a special new RR22 livery inspired by the Audi RS Q-Tron that competed in the Dakar Rally, raising the price tag to $26,700.

For reference, the KTM 890 Adventure R is currently priced at $25,380, while the Triumph Tiger 900 Rally Pro starts at $22,390. The smaller Aprilia Tuareg 660 is $22,230, and the popular, but simple Yamaha Tenere 700 is $19,999 ride away.

So, the DesertX, while not the cheapest, is very much in the ballpark when it comes to pricing and offers plenty of value in its high level of equipment.

Straight up, the 937cc Testastretta is a beautiful engine. It is smooth, powerful, and refined. On the tarmac, it feels racy, just as a Ducati should. In Sport mode, the bike offers more power than most mortals will ever need, while the smooth-shifting gearbox is complemented by a quality up-and-down quickshifter.

And if for some reason you’re not impressed by the DesertX’s on-road chops, then hopefully you’ll start to appreciate it when you hit the dirt.

With the engine and gearbox tuned specifically for off-road use, the DesertX offers perfect power delivery in a range of conditions. Peak power comes in the middle of the rev range and that results in a user-friendly and tractable power curve that will valiantly chug through technical terrain, while still offering plenty of life when the trail opens up.

Of course, the real barometer of off-road performance is the suspension and with 230mm and 220mm of travel front and rear, the DesertX promises a lot on paper.

Interestingly, I was underwhelmed at first. The fork did not fill me with confidence and certainly did not live up to the bar set by the KTM 890 Adventure R.

But Ducati Australia informed us that our test units were still quite fresh and the suspension needed time to bed in. To prove this point, we were invited to ride the unit piloted by trail boss Nick Selleck. This example had more that 1500km on the clock.

Straight away, the difference was obvious. Nick’s bike felt a lot more compliant over rough terrain and potholes, and it encouraged you to pick up the pace and tackle the trail with more spirit. I still don’t think it matches the 890 R, or even the new Tuareg 660, but it does come very close.

The ride positon on the DesertX is comfortable and accommodates for both sitting and standing. The weight distribution across the bike is pretty good and it feels quite nimble overall. If anything, the bike feels a little top-heavy, with the 21-litre fuel tank sitting quite high on the machine, but you soon get used to that.

In the electronics department, there isn’t much the DesertX doesn’t have. And with a whopping six ride modes and plenty of customisation, there is literally a setting for everything. The flip side is that the interface is quite complicated and, to be honest, six ride modes is too much. I really only dabbled in three of the six modes, and that was enough. But they all did the job nonetheless, with the off-road settings working a charm.

There are four road-based modes – Sport, Touring, Wet, and Urban. I would straight away drop Wet and Urban, as I felt as though they offered no added benefits. There is also Enduro mode and Off-Road mode. Off-Road is for the more experienced dirt riders, while Enduro offers plenty of dirt capability while still keeping the rider safe and in check. Both of these get a tick of approval.

Elsewhere, the Brembo brakes are excellent with superb feel at the rear lever (even with motocross boots on), and the Pirelli Scorpion Rally STR hoops are perfect for dual-sport applications (though you may want more aggressive rubber if you’re sticking mainly to the dirt).

Ducati isn’t new to the adventure game, with the popular Multistrada family coming to life in 2003, but the DesertX is a whole new proposition for the Bologna firm. And, as a result, there are a few gremlins and issues that might frustrate rusted-on adventure riders.

Firstly, the air filter. It is hard to access, with Ducati telling us it is about a 45-minute job (and that’s assuming you’re handy on the tools). Many Ducatisti will be happy to let their mechanic or dealer take care of that, but if you’re a regular off-road rider in Australia, then you’ll want to be able to do the job yourself.

Also annoying is the fact that there is no foam air filter as standard. This is almost a non-negotiable for Australian adventure and off-road riders. The standard paper element can be replaced, but you’ll need to fork out cash for a foam example.

Another thing that we noticed is that the bike is easily damaged when dropped. We had two bikes go down on the launch and both were pretty battered and bruised. It was mostly cosmetic damage, but some aftermarket protection is recommended.

And on the subject of dropping bikes, the top-heavy nature of the machine meant that it is quite hard to pick it up by yourself (even with our excellent bike pick-up technique). And that's not to mention that, at 223kg wet, the DesertX is on the heavy side in comparison to other middleweight adventure bikes.

My only other complaint about the DesertX is that the windscreen is rather useless, but Ducati does offer optional alternatives.

Yes. This is a fair dinkum middleweight adventure bike with plenty of off-road capability and a bucket load of Italian flair.

Sure, there are a few issues, but they are largely forgivable, and many are fixable thanks to optional extras and aftermarket parts.

The DesertX has a beautifully capable and versatile engine, and a chassis and suspension package that will handle some pretty technical terrain. The electronics are a little overwhelming but they are comprehensive, and the bike is packed with high-spec equipment.

Ducati hasn’t won the arms race – not yet, anyway – but it has given punters yet another flavour on the ever-growing middleweight adventure menu. It was a long wait, but it was totally worth it.

Specs: 2023 Ducati DesertX

PERFORMANCE 
Claimed maximum power: 110hp (80.9kW) at 9250rpm 
Claimed maximum torque: 92Nm at 6500rpm 

TRANSMISSION 
Type: Six-speed 
Clutch: Wet, multi-plate, slipper 
Final drive: Chain 

CHASSIS AND RUNNING GEAR 
Frame type: Tubular steel trellis
Front suspension: KYB 46mm USD fork, fully-adjustable 230mm travel
Rear suspension: KYB monoshock, fully-adjustable, 220mm travel 
Front brake: Twin 320mm discs with radial-mount four-piston Brembo calipers, Bosch cornering ABS equipped 
Rear brake: 265mm disc with twin-piston Brembo caliper, Bosch cornering ABS equipped 
Wheels: Spoked – 21-inch front, 18-inch rear 
Tyres: Pirelli Scorpion Rally STR

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 223kg 
Seat height: 875mm (890mm, 865mm, and 845mm seats available)
Wheelbase: 1608mm 
Rake: 27.6 degrees 
Trail: 122mm 
Fuel capacity: 21 litres 

SAFETY AND TECHNOLOGY 
Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, LED Daytime Running Lights, Riding Modes, Power Modes, Hill Hold, Ducati Quickshift, Cruise Control

OTHER STUFF 
Price: $24,700 ride away
Colours: Star White Silk 
Warranty: 24 months, unlimited kilometres