2022-on Ducati Desert X Review: An adventurous direction! Key performance stats, handling and prices

Twin 320mm front discs gripped by monobloc Brembo calipers may seem overkill on a bike designed for the dirt as much as tarmac, but in practice the in-house developed ABS system is so effective – without being intrusive – that the set up inspires confidence off-road while also hauling the DesertX up brilliantly on the road when required. There is bags of braking feel in all environments, too.

The DesertX’s chassis is all new, with a slimline steel trellis frame and aluminium swingarm holding 46mm KYB forks and shock in place. Both ends are fully adjustable and offer 230mm and 220mm of travel respectively, as well as 250mm of ground clearance that comes in very handy on the trails.

Ride quality is excellent whether on tarmac or the trail; KYB have achieved a masterstroke in producing suspension that allows the DesertX to be ridden just as hard in both environments without feeling compromised in either.

Also outstanding on the road are the Pirelli Scorpion Rally STR tyres; the grip they offer, both cornering and under braking, is immense – dragging the pegs is easily done.

Off-road they’re good on gravel and sand, but for mud-plugging I’d recommend something chunkier. Ducati offer the option of more road-oriented rubber (Pirelli Scorpion Trail II), or tyres better suited to the dirt (Pirelli Scorpion Rally) if your riding preference leans more towards those riding types.

• Related: Check out MCN's round up of best adventure gear here.

The DesertX was initially shown as a concept bike at the 2019 Milan Show, and that machine featured an 1100cc air-cooled motor, mainly for aesthetic appeal. In production form the DesertX is powered by a liquid-cooled Testastretta engine lifted from the Monster and Multistrada V2.

In its new home the 937cc unit benefits from lower first and second gears (Ducati say first is 14.3% lower and second reduced by 8.7% compared to the V2 Multistrada’s ratios) plus a completely reworked electronics package to aid low rpm fuelling and off-road usability.

On road, the engine is perky, tractable, smooth and free revving. Peak power is 110bhp at 9250rpm, so in Sport mode on a twisty road it’s ever tempting to spin the engine hard between bends (the redline’s at 10,000rpm).

• Related: Keep you bike shining with MCN's round up of best cleaning products.

If you’re in less of a hurry, however, the engine is equally as obliging to a short shift – maximum grunt is served at 6500rpm, but the motor’s torque curve is so flat that generous helpings of off-corner drive and overtaking urge can be found right across the rev range. The quick-shifting gearbox is light and slick too, both on and off road.

Ducati chose the V2 Testastretta engine partly because of its proven reliability, and the whole bike is covered by a four-year warranty. There’s a reassuring feel of quality to the whole bike – it hangs together beautifully; nothing feels like an afterthought of out of place.

The DesertX returned an average of 41.6mpg on the launch – that was a mix of off-road riding and brisk on road, so a more sedate pace should return 50mpg-plus. In terms of price, the DesertX, which starts at £14,095, is £1500 more expensive than a KTM 890 Adventure R, but it’s cheaper than an Africa Twin Adventure Sports yet more sophisticated to boot.

Its worth considering when looking at the Ducati Desert X  that bikes will now slowly be trickling into the used market. Grab yourself a bargain with a decent chunk off the new price by looking through MCN's classifieds.  Additionally, try MCN Compare for a competitive insurance quote.

What brings the whole package together is the bike’s superb electronics. There are six riding modes, two of which are off-road specific. For on-road antics there is Sport, Touring, Wet and Urban, then once on the dirt you have the option of Enduro or Rally.

Enduro mode is great for less experienced off-roaders – the ABS and TC in that mode is turned up much higher than in Rally, so it’s easy to drift and stop. On top of that there are four separate power modes, ranging between the motor’s full fat 110bhp and 75bhp in Enduro mode.

Ducati has put as much thought into the bike’s ergonomics and how the controls perform and feel off-road as its engineers have in perfecting the electronics software.

The bike is easily adjustable between road and dirt – and made friendly for off-road boots – by rotating the rear brake pedal and selecting the higher of two options for the gear level. The bars also come with two easily adjusted positions. Ducati’s engineers have also kept the frame slim to allow a tank that can be easily gripped by the rider’s knees whilst standing up, to further aid off-road control.

Then there’s the equipment: a neat 5in TFT dash that’s easy to read and navigate myriad functions (in off-road mode the display changes to a rally style layout, prioritising gear selection, mileage and tank range rather than speed and rpm); easy to use cruise controls, decent mirrors, and a level of finish and togetherness that feels premium rather than merely ‘off-road’.

That said, it’s too easy to knock the high beam switch with your lefthand index finger (the LED headlamps are, Ducati claim, the brightest in class so oncoming drivers won’t thank you for accidentally dazzling them…), the inside of the cockpit looks a bit unfinished, and there’s only one colour option at present.