Bike Test – Ducati DesertX Rally

Ducati’s DesertX Rally blends Dakar styling with cutting-edge tech and KYB suspension, delivering a serious off-road weapon that’s still thrilling on tarmac.

Ducati’s flagship off-road adventurer was parked at National Motorcycle Magazine HQ for a few weeks, and I was lucky enough to get the call to put it through its paces. The DesertX Rally is a serious bit of kit, bristling with the sort of componentry that makes it a legitimate dirt-capable machine while still being a blast on the tarmac. Normally, I’m the first to roll my eyes at a premium price tag, but in this rare case I can honestly see where the money goes. This thing is more than just an adventure bike, it’s a Dakar-inspired weapon.

At the heart of it is Ducati’s familiar 937cc desmodromic Testastretta L-twin, the same basic powerplant we’ve seen in the Monster, Multistrada V2 and Supersport, though here it’s wrapped in a completely different shell.

Output figures read 81kW at 9,250rpm and 92Nm at 6,500rpm. On paper, those numbers don’t leap off the page, but out on the dirt this is essentially a 100-horsepower enduro bike, and that changes everything.

On the road, there’s enough torque to loft the front in second gear without too much provocation, while on gravel fire trails and bush tracks the power delivery is beautifully manageable. For my skill level, it’s right in the sweet spot; usable, predictable and easy to modulate without ever feeling overwhelming.

Power gets to the ground through a hydraulically actuated clutch that deserves a mention of its own. It’s seriously light – single-finger light – which makes a big difference on tight, technical single-track. The six-speed gearbox comes with Ducati’s up-and-down quick-shifter. At low rpm, especially when cold, shifts can feel a bit clunky, but as the kilometres roll on it beds in nicely. Some riders reckon the stock gearing is a touch tall and I’d be inclined to agree. Dropping a tooth on the front sprocket could make low-speed trail riding even more user-friendly.

The real star of the Rally package, though, is the suspension. Ducati has gone all-in with a long-travel KYB setup that gives the bike serious off-road chops. Up front, fully adjustable 48mm inverted forks deliver 250mm of travel. Out back, the fully adjustable KYB monoshock offers 240mm of movement with remote preload adjustment. In practice, it’s sensational.

I hammered the DesertX Rally, over roots, rocks and ruts, and it never felt fazed. The suspension soaked up square-edge hits without kicking back, and the big factory bash plate took care of the rest. I know there are riders out there with far more ability who could test its limits, but for me it always felt like it had plenty more in reserve.

Braking is handled by Brembo, naturally. Dual 320mm discs up front are grabbed by monobloc four-piston calipers, while a single 265mm disc at the rear takes care of balance. Bosch cornering ABS keeps everything controlled, with different levels of intervention depending on the riding mode. Stopping power is excellent, with good feel at the lever and no hint of fade. Add in an Öhlins steering damper and high-speed stability is rock solid, whether you’re braking hard on the road or smashing across a fast, loose fire trail.

Size, though, is the one thing you can’t ignore. In photos the DesertX Rally looks tall and slim, but in the flesh it’s an imposing motorcycle. At 910mm, the rally-style bench seat puts you way up in the air. At 196cm, I found the riding position spot-on both seated and standing, but shorter riders will want to look at the optional low seat that drops height by 30mm.

Once you’re moving, the weight disappears, but in traffic or on tricky single-track it can feel like a lot of motorcycle to wrangle. On longer road stretches, the seat comfort is definitely more motocross than touring. If your plan is to cover 1,000 kilometres of bitumen in a day, an aftermarket upgrade might be worth considering.

The wheelset is classic dirt bike spec: a 21-inch front and 18-inch rear, both rims with billet hubs. That big front hoop gives plenty of ground clearance and stability off-road but does add some lean requirement on the tarmac. On tighter bends you have to muscle it over, but once committed it handles with surprising agility. In many ways it feels more dirt bike than adventure tourer, which is exactly what Ducati set out to achieve.

Electronics are predictably comprehensive. Six riding modes; Sport, Touring, Urban, Wet, Enduro and Rally adjust power delivery, ABS, traction control and more. Switching modes on the fly is simple enough once you’re familiar with the handlebar switchgear, and the vertically oriented TFT dash presents information clearly, even if it isn’t a design standout. Rally mode, with reduced traction control and more direct throttle response, is where the bike really comes alive off-road.

Like all Ducati’s, the Rally comes with a catalogue of official accessories longer than your arm ranging from Akrapovič race pipes to billet aluminium guards and luggage systems. The downside? None of it is cheap. With a starting price nudging $38,000 ride away, the DesertX Rally already sits in rarefied company. Spec it up with extras and you’re looking at car-money territory.

Styling is one area Ducati has absolutely nailed. The DesertX Rally looks like it’s rolled straight out of the Paris–Dakar, with squared-off twin headlights, a tall front end and bold graphics. Unlike sticker kits, the colours are moulded into the plastic itself, so scuffs and drops out on the trail won’t ruin the finish. The lighting is seriously bright too, bright enough to draw complaints from the attendant at my local servo. It’s a head-turner, no question.

So where does all of this leave the DesertX Rally? For me, it sits firmly at the aggressive off-road end of the adventure spectrum. It’s not a touring bike, nor does it pretend to be. Yes, you can cruise the highway comfortably enough, but that’s not where this Ducati shines. Its natural habitat is rough ground, long climbs, sandy tracks and rocky descents, the places where its suspension, wheels and geometry make sense. For pure dirt expeditions with the occasional road stint, it’s close to ideal.

Is it worth the money? That depends entirely on what you want from your adventure bike. If you’re a rider with the skills to push it, the Ducati DesertX Rally is arguably one of the most capable production bikes on the market. If, like me, your dirt skills are decent but not pro-level, you’ll still get a huge thrill out of it but you may find yourself questioning whether a less-expensive, simpler machine might deliver 80 per cent of the fun. What can’t be denied is that Ducati has built something special here. The Rally isn’t just a Monster engine in a tall frame, it’s a purpose-built off-road adventurer with real Dakar DNA, high-end components and a level of finish that feels premium in every detail.

Bike test: Nick Ware Photography: Heather Ware HMC Photography

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