Ducati DesertX Adventure (2022 - ) review

The DesertX is a rare example of a show ‘concept’ bike actually making it into production. First shown at the 2019 EICMA in Milan, it was presented as a true, dual-purpose, Paris-Dakar Rally style replica inspired by the late 1980s Ducati V-twin powered, Cagiva (who were then owned by Ducati) Elefant, which famously won the 1990 event in Lucky Explorer colours. That show bike was powered by an 1100cc air-cooled V-twin but, following a huge public response, it went into production with a variant of the current, smaller 937cc liquid-cooled ‘Testastretta’ unit. Top spec parts and electronics abound; the ‘80s-styling (and livery) is faithfully reinterpreted; there’s plenty of quality features and it’s impressively capable both on and off-road. The only question is how many people actually want such a reinterpretation, especially when it costs nearly £15K and a just-as-capable (but perhaps not as stylish) KTM 890 Adventure, Husqvarna Norton, Triumph Tiger 900 Rally or BMW F850GSA can be had for £1000s less. But what price style, eh?

Despite its fairly hardcore ‘Dakar Replica’ style, the Desert X is a surprisingly comfortable and pleasant place to be. An all-new tubular steel trellis frame has been adopted partly to help keep the saddle slim at the front to aid off-roading, but it also manages to be surprisingly easy to climb on board, despite its fairly tall 875mm seat height, and once there, impressively comfortable, too – certainly enough to drain the 23-litre, 250-mile capable fuel tank. An optional, additional 8-litre tank can also be fitted at the rear taking its potential range even further, which is a bonus most rivals don’t offer, and the screen, although non-adjustable the screen does a decent job and a taller, touring version is available as an optional extra.

On face value, the DesertX does it all. It’s impressively capable as an off roader, with quality, long travel suspension, dual-purpose tyres (and harder core pure knobblies available as an option on purchase), lots of ground clearance, a rugged bash plate, great ergonomics (including adjustable bars and pegs) and two off-road specific electronic riding modes, Enduro and Rally. As a road bike it impresses, too, with surprisingly good handling and manageability and decent performance. It’s also stylish, fun and reeks of quality. On the slight downside, though, it also demonstrates why old school style ‘Dakar Replicas’ evolved into the gentler, better equipped, more comfortable adventure bikes we have today. If you want a comfortable two-up tourer with an adjustable screen, plenty of luggage space and 130bhp performance, there are plenty of other bikes that do it better, for less.

The DesertX’s 937cc liquid-cooled V-twin is derived from that of the Supersport, Multistrada V2 and latest Monster but reworked to suit its off-road aspirations by way of lower first and second gears plus completely reworked electronics. The result produces peak power of 110bhp at 9250rpm at the top end plus plenty of tractable torque lower down. It’s also aided by an impressive electronics package that includes no less than six riding modes, of which two are off-road specific. In reality that gives decent road performance with an impressive delivery in whichever mode you choose, all accompanied by a characteristic Ducati V-twin vibe plus, off-road, far better manners than you might expect. It’s a brilliant compromise. Looked at in isolation, however, it’s not significantly better than cheaper rivals such as KTM’s 890 and is actually down on power compared to Triumph’s Tiger 900, although in isolation you won’t have any complaints. Braking, comprising top quality Brembo monobloc radial calipers biting onto twin 320mm discs is no less than you’d expect from a premium Ducati and provides ample power and feel.

Another area where the DesertX’s Ducati heritage and premium price and cycle parts shine out. Simply, the DesertX’s classy, sumptuous ride and impressive off-road aplomb make a mockery of any clunky, hard-core impressions suggested by its late ‘80s Dakar-inspired styling. Ducati has done a thorough, impressive job in translating the DesertX from concept to reality and the result is refined, sophisticated and very effective. Off road, although admittedly still slightly big and heavy, it’s also remarkably capable, even for relative novices (although again, we doubt it can match the smaller, lighter, more focused KTM). While, on road, despite the big wheels and long travel suspension, it’s an impressively able road carver, relishing in the susprisingly good grip provided by its Pirelli Scorpion Rally STR tyres. No, it won’t quite dice and slice as sportily and surefootedly as its Ducati stablemate, the similarly powered Multistrada V2 (formerly the Multistrada 950), but it’s better than you might expect.

Although ‘only’ a smaller engined, 937cc Ducati, the DesertX is very much a premium machine with the price tag to match and fully fit to stand alongside exotic stablemates such as the Multistrada, Panigale and Diavel. And, on the whole, it’ll likely have the running costs to match– and certainly more than some cheaper rivals such as the KTM 890 or Triumph Tiger. Although not hugely powerful, its semi-knobbly tyres won’t last as long as more street-orientated hoops. Brake pads are also like to have a hard life as will the chain, if used as intended, on and off-road. That said, we’d also eexpect it to be better on fuel and cheaper to insure than, say, Ducati’s full-bore 170bhp Multistrada V4.

Although the DesertX is an all-new model in a fresh sector of the market for Ducati there’s plenty of reasons to have confidence in its durability. Firstly, the days of ‘fragile Ducatis’ have long gone. The era when iffy electricals and short service intervals were mentioned in the same breath as Ducati came to an end well over a decade ago. Second, the DesertX is a premium machine bristling with quality components, such as the Brembo brakes. While, thirdly, although significantly revamped, its 937cc Testastretta V-twin is also long-proven and has also been continuously refined in sister bikes such as the Monster, Multistrada V2/950 and Supersport.

Forget run-of-the-mill, industry-standard two-year warranties, the DesertX comes with a FOUR-year, unlimited mileage warranty covering all parts and labour as standard. Its service intervals are impressively wide, too, with the standard oil service every two years or 15,000km/9000 miles and the more involved and expensive Desmo valve service every 30,000km/18,000 miles.

Another area where the DesertX shines, especially considering its 1980s ‘look’ and compared to sometimes more basic competition. As well as the already-mentioned and excellent electronic riding aids package, which include six different riding modes, there’s also traction control and lean-sensitive ABS, a slick, vertically mounted 5in full colour TFT dash, cruise control, distinctive LED headlights, beefy bash plate, the list goes on. On the other hand, there’s less luggage facility than many adventure bikes, the screen’s non-adjustable, it hasn’t the ‘radar’ cruise etc of the latest KTM’s and its Multistrada V4 big brother and so on. To summise: good for this kind of dual-purpose ‘rally’ bike, not as good as the latest, often more expensive, bigger, modern adventures…

The DesertX is not only a bold new direction for Ducati, but also a striking, successful, and even mouthwatering addition to the whole adventure bike class. While bigger adventures such as BMW’s 1250GS and KTM’s 1290 Super Adventure may boast more power, comfort, and toys, they’re also expensive leviathans few will actually take off road. While at the other extreme, although ‘mid-weight’ adventures such as KTM’s 890 Adventure, Triumph’s Tiger 900 Rally and Husqvarna’s Nuda offer a compelling blend of off and on road ability and price, they have nothing like the charisma, style, and allure of the DesertX. An exotic, retro, truly dual-purpose adventure bike? Sure, but even all that seems to sell it somehow short…