Ducati DesertX Off-Road Review

[Hugh Janus]

The 2023 Ducati’s DesertX in its native environment. (Jeff Allen/)

Even without knowing a single specification—and most turned out to be impressive—the shape and stance of the DesertX tells the tale of a new presumptive heir to the dirtworthy adventure-bike throne. All of the ingredients are there: longish-travel suspension, a 21-inch front wheel, a tall handlebar placed behind a rally-style windscreen and dash. Then there’s the promise of dirt flung far and wide thanks to a 937cc Testastretta 11° V-twin. Ducati claims off-road excellence, but marketing can often overpromise, especially when it comes to multicylinder adventure bikes. A litmus test was necessary to see if the engineers in Borgo Panigale got it right when dirt roads give way to real off-roading.

Not every potential DesertX owner may know the name Edi Orioli, but they all will feel his 1990 Paris-Dakar win on the Lucky Explorer Cagiva Elefant 900ie. There are so many shapes and angles and colors that recall his historic win in racing from France to Senegal, it’s only natural to imagine yourself flying over sand dunes as Berbers guide camel caravans along ancient trade routes. That Elefant Orioli rode was powered by a 944cc Ducati V-twin, and although the DesertX has a more modern, liquid-cooled powerplant, the family ties are strong. So much that perhaps, if not for Cagiva being held by MV Agusta, it should have been called the Elefant 937.

Fit with crashbars, aluminum hand guards, skid plate, and Termignoni exhaust, our DesertX test unit tips the scales at 518 pounds with a full tank. (Jeff Allen/)

From the first moment of the DesertX’s announcement, I yearned to hammer it through the desert to see how much is hype and how much is the real deal. I waited for the press launch invite to come, and when it did I broke my ankle and had to hand the duties of flogging off to CW editor-at-large Blake Conner. He came back raving, and a pit grew in my stomach for the missed opportunity. Finally, months later, I got my chance, and I wasn’t going to go easy on the DesertX.

We’ve had plenty of on-road and touring testing on the DesertX; it’s clear how it performs on asphalt thanks to Conner’s first ride and a subsequent comparison with Husqvarna’s Norden 901 by Seth Richards. For this test I had little interest in any surface that could not be disrupted with a kick of my Alpinestars Tech 10 boots. But an adventure bike must do double if not triple duty in its role as a do-it-all machine. Road manners of the X are not up to the pavement-scorching abilities of its big brother, the Multistrada V4, but there is no doubt it is a Ducati. Even with the big hoop of a 21-inch front wheel, approximately 9 inches of suspension travel, 9.4 inches of ground clearance, and a 34.4-inch seat height, corner-carving manners of the DesertX are excellent. Both Conner and Richards found the air management from the rally screen superb, and ergonomics are big-mile friendly.

Ducati’s DesertX brings Paris-Dakar dreams to life. (Jeff Allen/)

Out here in the sand and rocks of Nevada’s Logandale OHV area, butted up against the stunning and very orange Valley of Fire State Park, I care little about comfort on the road. Ahead lies Moab-like rock formations with iron-oxide-tinted sugar-sand filling the wide-open spaces between. A well-sorted chassis and traction management is the only way through when the scales reveal a 518-pound mass with a full tank and accessory crashbars, aluminum hand guards, and aluminum skid plate installed. That’s significantly less than the behemoths of the ADV world like BMW’s R 1250 GS, but 50 pounds more than KTM’s 890 Adventure R without any accessories. More important than the overall weight is how the DesertX carries it.

With a full tank and in tight technical rock gardens and soft sand gullies, it does feel a little top-heavy when trying to muscle though the chunk that can easily push you off your intended line without momentum pushing the way forward. Twice I dropped the bike in highly technical terrain when it began to lean too far off vertical. Once it gets to its tipping point and without the space to pick it up on the throttle, that 5.5-gallon fuel tank really shows its position perched atop the airbox and trellis frame. Even with that bit of heft, it’s not unmanageable, just noticeable and unexpected. If it weren’t for KTM moving the fuel down in those “saddle” tanks that reach down beside the engine, we might not have complained. Plan your moves accordingly.

A 931cc Testastretta 11° V-twin cranks out 93.7 hp in full power mode. (Jeff Allen/)

With 93.7 hp at 9,100 rpm (nearly 30 more hp than what Orioli’s Elefant produced in race trim) and 57.1 lb.-ft. of torque at 6,200 rpm, as measured on the Cycle World Dynojet 250i dynamometer, the DesertX has more horsepower and nearly identical torque on tap when compared to the aforementioned KTM 890, so traction management is key to the Ducati’s fate in the dirt. Six riding modes—Sport, Touring, Urban, Wet, Enduro, and Rally—tailor the X’s power, ABS, traction control, and wheelie control. Only Enduro and Rally are useful here in the Nevada desert. Inside those modes the rider can adjust each parameter of Ducati’s rider aids, including turning off traction control and wheelie control. Power delivery can also be adjusted among full, high, medium, and low settings. Front ABS cannot be fully switched off (ominous foreshadowing) in off-road mode but you are free to disable it at the rear. Changes are made quickly and easily through the intuitive menus on the vertically arranged 5-inch TFT dash.

Maneuvers like this are much easier than they should be. (Jeff Allen/)

Putting the low-power-mode default of 75 hp through the optional Metzeler Karoo 4 knobs, the DesertX can crawl through tight situations and will find traction when the TC is switched off. In fact, with so much sand in the mix, turning the TC off is the only viable option. Even in the lowest TC setting, the DesertX will not move forward from a stop in the sand, and it severely limits forward momentum on very loose dirt trails and terrain. This is why Ducati allows it to be turned off. At faster speeds on fire roads, Level 1 is useful for controlling stand-up powerslides. With TC off, significant knee and footpeg pressure is needed to keep the rear end from passing the rider. Electronics can make all of us heroes these days.

Excellent ergonomics while standing make this an easy thing to do. The bike is narrow at the tank and seat while the motocross-sized footpegs are placed high, but not so high you can’t dig your knee into the tank while turning. A wide and tall handlebar gives plenty of leverage to push the front tire to where it needs to be. If you ride a dirt bike, you’ll immediately be comfortable.

Adjusting the parameters of the various riding modes on the DesertX is simple and intuitive on the 5-inch vertical TFT dash. (Jeff Allen/)

In the most extreme slow technical circumstances the DesertX does well enough. It’s not an enduro bike, but is one of the best options to ride in places where most sane riders would wish for a 300cc two-stroke dirt bike. Its manually adjustable KYB fork and shock, stroking through 9.1 and 8.7 inches, follow the terrain better than the stiffer and softer competitors. Compression and rebound damping is spot on for slow speeds, but also doesn’t come unraveled when the bike is pushed.

And when pushing the DesertX is when it begins to really shine as an off-road-worthy adventure bike. That top-heavy feel in the rocks disappears completely as you do your best Orioli impression. The front end is planted and communicative whether in sand or on hardpack and you always know how much bite is available from the Karoo 4 at the front. It begs to be cut and thrust in the sand but can also flow through two-track trails, moving inside to outside in corners simply by applying more or less throttle.

Ergonomics of the DesertX are superb and allow for exceptional control while standing up in rough terrain. (Jeff Allen/)

Switching to Rally mode for the most responsive and powerful delivery lets you stretch the DesertX’s legs. Here the rear tire breaks free often and easily in the default TC mode, and with it off, maybe just a little too much. You’ve got to pay attention, but when you get it right, the jagged peaks and edges of Logandale begin to smooth into a creamy blur of speed. This is where it excels, at nine-tenths, approaching your physical limit and wringing out your skills.

Traction control limits forward momentum on loose dirt. This is why Ducati allows it to be turned off. (Jeff Allen/)

In that step to 10/10th, some flaws begin to show. While the 46mm fork continues to eat what you feed it without complaint, the rear is too soft when the bumps give way to small whoops and big bumps. The rear bottoms with a soft thud as it blows through the shock’s compression circuit, but a few extra clicks of rebound keep the DesertX from going full rodeo. Surprise G-outs may not send you heels over head, but you’ll get the message to back it down a bit.

If a surprise washout doesn’t let you know your pace is too high, the front ABS will. It kicks in far too early and often in loose dirt—a shame considering how much front tire grip is available. Negotiating a steep, rutted, and rock-strewn downhill at a moderate speed turned from what should have been a mildly puckering adventure to an absolute terror-inducing exercise. As the ABS kicked at the front, slowing the red and white freight train that is the Ducati was nearly impossible as too much rear brake with ABS disabled at the back in off-road mode would toss the bike sideways on the off-cambered terrain. For use in the most extreme conditions, additional front ABS calibration is needed in order to utilize the otherwise phenomenal Brembo M50 four-piston front calipers and 330mm discs.

Despite phenomenal power and feel, the DesertX front brakes are less effective than they could be in the dirt due to early ABS intervention. (Jeff Allen/)

Out in the canyons and sand dunes of Logandale, testing the extremes of adventure riding illustrates just how good the DesertX is for aggressive riders. If you want to go slower and pick your way through the world, there are some bikes that feel lighter and less top-heavy; and if you want to win the World Adventure Racing Championship (or at least feel like it), there are options for that. In that wide range in between, the Ducati has got it right. Suspension performance is superb, the front end is unbelievably communicative, and the ergonomics inspire confidence in the dirt. While we are focusing on the bike’s off-road chops here, it is also a super-capable street mount; one that’s comfortable enough to crush an entire fuel tank in a sitting while in search of adventure. All this with the ability to dial in the power and traction control to meet your needs in almost every situation makes the DesertX an excellent solution for those ADV riders who want the most performance they can get in the dirt.

The DesertX absolutely shreds the dust and the sand and the rocks, and only really shows any limitations at the very edge of what should be attempted on an ADV. It not only looks the part of a multicylinder rally bike, but it plays it just as well. It’s no pretender. Ducati has built a real-deal off-road performer—a proper tribute to Orioli.

The DesertX is not an enduro bike, but is one of the best options to ride in places where most sane riders would wish for a 300cc two-stroke dirt bike. (Jeff Allen/)

2023 Ducati DesertX Specs

MSRP:	$17,095 ($20,645 as tested)
Engine:	Testastretta 11°desmodromic, liquid-cooled V-twin; 4 valves/cyl.
Displacement:	937cc
Bore x Stroke:	94.0 x 67.5mm
Compression Ratio:	13.3:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	93.7 hp @ 9,100 rpm
Cycle World Measured Torque:	57.1 lb.-ft. @ 6,200 rpm
Fuel System:	Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate slipper and self-servo; hydraulic actuation
Frame:	Tubular steel trellis
Front Suspension:	KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel
Rear Suspension:	KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel
Front Brake:	Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS
Rear Brake:	Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS
Wheels, Front/Rear:	Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in.
Tires, Front/Rear:	90/90-21 / 150/70R-18
Rake/Trail:	27.6°/4.8 in.
Wheelbase:	63.3 in.
Ground Clearance:	9.8 in.
Seat Height:	34.4 in.
Fuel Capacity:	5.5 gal.
Cycle World Measured Curb Weight:	518 lb.
Contact:	ducati.com

Cycle World Tested Specifications

Quarter-Mile:	11.99 sec. @ 112.56 mph
0–30 mph:	1.59 sec.
0–60 mph:	3.48 sec.
0–100 mph:	8.39 sec.
Top-Gear Roll-On, 40-60 mph:	3.22 sec.
Top-Gear Roll-On, 60-80 mph:	3.28 sec.
Braking 30–0 mph:	32.10 ft.
Braking 60–0 mph:	127.36 ft.

Gearbox

Helmet: Alpinestars Supertech M10 Carbon Meta2

Goggles: 100% Armega

Jacket: Alpinestars Venture-R

Jersey: Alpinestars Fluid Narin

Pants: Alpinestars Fluid Narin

Gloves: Full Bore XT

Boots: Alpinestars Tech 10

This is the face of Paris-Dakar with modern LED lighting. (Jeff Allen/)
Accessory crashbars came in handy and protected the bike from any damage on the two occasions the DesertX fell over. (Jeff Allen/)
Our test unit was equipped with a Ducati Termignoni silencer. (Jeff Allen/)
Metzeler Karoo 4 tires used for this test provide increased off-road traction. (Jeff Allen/)

Source

[Pedro]

Cool bike, not a boxer but still cool!

[Saul]

Stunning looking bike.  

[Pedro]

I am struggling to not go to a Ducati dealership ask for a sit on one of these. 
 

[Buckster]

2 hours ago, Pedro said:

I am struggling to not go to a Ducati dealership ask for a sit on one of these. 
 

My thoughts exactly.

[Pedro]

Ducati could have found a better looking way to not mess up the aesthetics of the front with the protection bars. 
 

Trying hard to find ways of looking at it and not liking 

[Pedro]

Look at that sexy rear, I wouldn’t be able to leave it behind when going on a trip…

Sitting there sheltered from the weather, ready to jump back on the road heading for the Atlas and the sand…

[Buckster]

11 hours ago, Pedro said:

Look at that sexy rear, I wouldn’t be able to leave it behind when going on a trip…

Sitting there sheltered from the weather, ready to jump back on the road heading for the Atlas and the sand…

Gay.

[Pedro]

31 minutes ago, Buckster said:

Gay.

You’re gay

[Buckster]

2 hours ago, Pedro said:

You’re gay

You had a gay experience in Morocco. 

[Pedro]

Just now, Buckster said:

You had a gay experience in Morocco. 

You have gay experiences daily

[Buckster]

2 hours ago, Pedro said:

You have gay experiences daily

Solo only.

[Pedro]

Just now, Buckster said:

Solo only.

It’s 2023, live your truth