Ducati DesertX 937 2025 — Specifications

The project was born in a very creative way, starting from a blank sheet," explains Andrea Ferraresi, director of the Ducati Style Center, as a preamble to the 6th episode of the Ducati World Première 2022. "We were inspired by the motorcycle we have in the museum. That’s how the concept we unveiled in 2019 was born.”

The motorcycle that the Italian designer refers to is none other than the famous Cagiva Elefant 900 i.e. with which Edi Orioli won the Paris-Dakar in 1990. Cagiva having signed an agreement with Ducati in 1983 for engine supply, this large trail was also famous for its decoration in Lucky Strike cigarette colors, powered by the iconic Ducati 904 cm3 L-twin with air cooling.

From that point, with the path opened by the Yamaha Ténéré 700 and this resurgence of medium-displacement trails truly designed for off-road use, the Italian manufacturer decided to offer “a motorcycle that pushes the limits of what can be done with a Ducati.” To achieve this, the Italian engineers developed “a new frame specifically designed for off-road use.” The Ducati design chief was not hesitant to qualify the new DesertX as a true “sporting tool.” And to specify: “it is the first Ducati designed and manufactured to cross the most demanding off-road terrains, with a 21” front wheel and an 18” rear wheel, long-travel suspension and high ground clearance.” Unlike KTM, which draws its origins from off-road practice and has gradually succeeded in its shift towards road and speed bikes, Ducati has been moving towards new horizons since 2022 by offering a motorcycle truly designed and developed for off-road use.

Indeed, while the Ducati range already offered the Multistrada 1260 Enduro (replaced by the Multistrada V4 Rally) and other Scrambler Desert Sled (now disappeared from the catalog), it must be recognized that despite some TT attributes and a marketing positioning more focused on off-road adventure, these motorcycles were originally designed for primarily road use. Despite this, Ducati specifies that the DesertX remains nevertheless “comfortable, easy and safe on long journeys thanks to the care given to driver and passenger ergonomics, aerodynamic study and advanced electronic equipment.”

The DesertX receives in its steel trellis frame the famous 937cm3 Desmodromic Testastretta 11° V2. A vigorous liquid-cooled twin that already equips the Multistrada V2 and Monster. Powered in this way, the DesertX delivers 110 hp at 9,250 rpm and 92 Nm of torque at 6,500 rpm, for a dry weight of 202 kg (223 kg in running order). This, despite the 1.7 kg gained on the engine, remains higher than the weight of the Yamaha Ténéré 700, which displays 204 kg full. With 110 hp for the Italian versus 73 hp for the Japanese, the DesertX will certainly have no trouble carrying the extra kilos, but they will surely be noticeable when the terrain becomes more demanding... To adapt the character of its powerful twin to off-road practice, Ducati has revised the gearbox ratio: “the 1st and 2nd gear are particularly shorter than on other models, for better reactivity when driving off-road at low speed,” confirms Perluigi Ziampieri, director of R&D at Ducati. While preserving a 6th gear long enough to cruise without too much consumption on the highway. Note that the DesertX is equipped as standard with an up&down shifter to shift up or down without cutting the throttle or using the clutch.

Despite its minimalist adventurer looks, the DesertX nevertheless offers a complete equipment list, offering no less than six riding modes - Sport, Touring, Urban, Wet, Enduro, Rally - which act on the available power (110 hp, 95 hp or 75 hp) and the throttle response (dynamic or soft). It should be noted that in Enduro mode, the power is reduced to 75 hp while maintaining a dynamic response, in order to facilitate the first off-road evolutions for beginners. While Rally mode offers a dynamic response and the full 110 hp so that experienced riders can have fun without limits. On these two modes only, the cornering ABS (i.e. active in corners) can be completely disconnected, this braking assistance being otherwise parameterizable on 3 levels.

To support its point, the manufacturer has released numerous photos of the DesertX in action, jumping here and there and evolving effectively in the sand dunes, a reminiscence appears inevitably: the shape of its tank associated with that of its headlamp fairing integrating the round double headlights furiously recalls the Yamaha Ténéré 600 3AJ models marketed from 1998 to 1991. Which is a compliment, no mistake! The DesertX wanted to pay homage to the legendary Paris-Dakar race bikes of the 1990s: the bet is won! We are fully returning to the future of trails... and we love it! The best of an era that made us dream combined with today's technological mastery: youpi!

Still in a very rally-raid vein, the dashboard - like on the Ténéré 700 - is positioned vertically in the manner of a road-book roller. But unlike the Japanese model, the instrumentation is far from minimalist, as it is here entrusted to a 5” TFT screen displaying all the necessary information and all the settings corresponding to the electronic assistance such as traction control, wheelie control, engine braking management and ABS. Different display modes are offered, including a Rally mode that highlights the remaining autonomy and the Trip Master function.

Of course, the list of accessories and options is long. Whether to perfect the off-road equipment and tourism capabilities, the DesertX can be equipped to order: single-piece pilot-passenger seat, low seat, headlight guard, side protection, reinforced engine guard, aluminum luggage, heated grips, center stand, etc.…

The most fun in the list of proposed accessories is undoubtedly the possibility of adding an additional fuel tank at the rear, adding 8 liters of fuel to the 21 liters offered. At the right time, the dashboard prompts you to transfer fuel from the rear tank to the front tank, thanks to a supplementary pump located in this tank. Capable of carrying a total of 29 liters of fuel, the DesertX rivals the BMW R1250GS Adventure and other Triumph Tiger 1200 Explorer, whose enormous tanks offer 30 liters of fuel. Enough to confidently embark on adventure! Except that it seems for the moment that the luggage specifically developed by Ducati is not compatible with this 8-liter additional tank (cf. Ducati configurator): a shame.

Whatever it may be, the new Ducati DesertX makes you want to jump on the saddle. Alas for Ducati, they are not the only ones rushing into this segment. Worse, the Bolognese manufacturer will have to share the heritage of the Cagiva Elefant 900 i.e. with the Varese manufacturer. As Ducati did with its Scrambler as a separate brand (or as BMW did in automobiles with Mini), MV Agusta was to launch a new brand in 2022 called Lucky Explorer, referring of course to the mythical Cagiva painted in Lucky Strike colors. Two models should thus be offered: the Project 5.5 and the Project 9.5, respectively powered by a Chinese-sourced 549 cm3 vertical twin (QJ Motors) and a 930 cm3 three-cylinder derived from those used in the MV Agusta 800. It will ultimately be under the MV Agusta label and the motorcycles will change names. And that's not counting the arrival of Aprilia 660 Tuareg and other Husqvarna Norden 901… But we'll not complain about having a choice!

M.L. - Manufacturer photos