Ducati DesertX 937 edition RS Q e-tron 2022 — Specifications

When Ducati decides to play in the sand, the Bologna-based brand doesn't do things by halves. To mark the launch of its DesertX, the Italian manufacturer orchestrated a muscular piece of staging: pitting its new adventure bike against Audi's monster, the RS Q e-tron rally-raid machine. Two philosophies, two worlds, one shared dusty playground. The publicity stunt is unapologetic, almost provocative, with Danilo Petrucci at the handlebars and Carlos Sainz strapped into the bucket seat of the four-wheeled prototype.

For the occasion, the Ducati design center dressed the DesertX in a specific livery borrowed from the Audi car's graphic codes. Deep black, ash grey, flashes of vivid red. The result gives the bike an aggressive look that stands in sharp contrast with the more subdued colors in the catalog. Let's be clear from the outset: this paint scheme remains a one-off styling exercise. There's no guarantee it will ever reach dealerships, even though strong public enthusiasm could change the minds of the decision-makers in Bologna.

Beyond the promotional veneer, the DesertX carries a genuine project within it. Ducati hadn't set wheels on dirt since the era when its air-cooled desmo twin powered Cagiva enduro bikes. The story picks up again with a 937 cc Testastretta engine, a 90-degree L-twin producing 110 horsepower at 9,250 rpm and 92 Nm of torque at 6,500 rpm. The compression ratio climbs to 13.3:1, the sign of a finely honed powertrain. The six-speed gearbox has been recalibrated to meet off-road demands, and the chain drive remains a logical choice for handling the stresses of rough terrain.

On the chassis side, the tubular steel trellis frame houses a 46 mm inverted fork offering 230 mm of travel and a rear mono-shock allowing 220 mm. These are serious figures, comparable to what a BMW R 1250 GS offers in its rally version. The spoked wheels — 21 inches at the front and 18 at the rear — confirm the bike's adventuring vocation, as does the Brembo braking system with its two radially mounted 320 mm discs and four-piston calipers. The electronics are no afterthought either: cornering ABS, six riding modes, traction control, engine brake management, and a color TFT display. The main 21-liter tank can be supplemented by an optional secondary tank, bringing total capacity to 29 liters — enough to contemplate long stages without the dread of running dry. The seat, perched at 875 mm, is aimed at long-legged riders or those willing to accept tiptoeing at red lights.

The point that will irk lightweight trail purists is the weight. At 223 kg wet, the DesertX is no featherweight. On a rocky track exit or in a muddy bog, those kilos will make their presence felt. But the competition hardly does better in this displacement class, and experience shows that well-balanced machines can make you forget their mass once underway. Ducati is clearly targeting long-distance tourers as much as trail enthusiasts — riders who want a machine capable of riding fast on tarmac before veering off onto dirt. Up against the lighter but less powerful Yamaha Ténéré 700 and the more asphalt-oriented KTM 890 Adventure, the DesertX plays the card of Italian temperament and generous equipment. The adventure segment is today one of the most hotly contested on the market, and Bologna fully intends to plant its red flag there with conviction.