Road test of DucatiDesertX 937 2024

High-end adventure

while the Ducati DesertX has a reputation for being a true adventure bike with its 21-inch front wheel, it has to be said that this trail bike spends more time on daily commutes than on enduro trails. With Pirelli Scorpion Trail 2 tires, we tested it over two days and 600 km of small roads in Haute-Loire, Ardèche and Lozère: the perfect playground for this wheel, and an opportunity for Ducati to wink at the recent Discovery version, a better-equipped classic DesertX priced at just under €20,000.

at first glance, it's definitely Italian! From its two round daytime running lights to the tip of the rear loop, the styling inherited from the Cagiva "Lucky Strike" is a real eye-catcher. With its tubeless spoked rims and white color scheme with touches of red. This bike stands out, and not just a little! We're partial to the white version, but the Rally, with its high, enduro-style mudguard, has our eye on it too... In any case, we didn't hesitate to try them both out.

the controls, adjustable levers and mirrors are all spot-on on this DesertX. And given the price, that's just as well, but it's a pleasure nonetheless! The handguards are beautiful, the engine cover does the job of protecting the mill from rocks, and the crash bars prevent expensive fairing from breaking. If you're a bit of a boo-boo, you'd be happy to strap on some soft saddlebags. But not us, because our test was exclusively on the road.

An engine that never fails to thrill!

937 cm³ of pure bliss, we tell you. This typical Ducat L-twin delivers, even by today's standards. Don't be faint-hearted: below 3,000 rpm, it's not the most pleasant, but when it climbs to the top of the rev counter, you feel like you're riding a real motorcycle. The second half of the mid-range is lively, without dislocating your arms, but don't expect to get any crazy extension. You shift with the shifter (a little sticky at low revs), but ultra-efficient at higher revs: Ducati, did you say sport?

the only hitch is that this mill heats up quite a bit. The protective engine cover and the fast pace of this "ride" between journalists didn't help to keep the coolant under 80°C, or even under 90°C when it's hot outside. As a result, your right thigh is starting to burn, and we didn't have scorching temperatures either. It also has to be said that you can be fooled by an imprecise throttle on the gas line.

Made for the road, but what about a 19" wheel?

with the Scorpion Trail 2s, it's a delight to take corners with the big handlebars that give you plenty of leverage! It's bad enough that the original tires - the well-known Rally STRs - grip well, even at an angle, but the road profile of the Trail 2s gives you the confidence to put the bike down in corners with astonishing stability. The only hitch is that the 21-inch front wheel makes the front end a little heavier in the pif-paf. So, even if it means losing a little style, how about a 19-inch wheel on the DesertX?

in terms of handling, it's all good, but the fork has trouble containing mass transfers under braking, even with the compression setting at maximum. The result is a rocking-horse feel, typical of many trail bikes due to the 230 mm of travel. The practical thing is that the settings are easily made with a flathead screwdriver, and you can even adjust them on the side of the road with the tip of the ignition key. Preload, on the other hand, is adjusted on the tube caps with a 6-sided wrench, which is not included in the tool kit under the seat... One point less!

at the rear, it's comfortable, the restraint is correct, and bad road surfaces don't make the remote reservoir shock pump too much for my 75 kg. On the other hand, if you're over 80 kg, you'll have to read another test, as colleagues a little heavier than me found it a bit wobbly. I should also mention that the rear adjustments (synchronized compression and rebound) aren't really accessible without tools.

a quick look at Ducati forums confirms this impression: suspension is the first thing to change to improve the bike. We noticed this when testing the Rally model with its top-of-the-range Kayaba components. It's just as comfortable, but everything is much more rigorous. It holds you under braking, the road feel is more precise, and you feel a more direct connection between the throttle and the rear rubber grip. The original Rally STR (inner tubes) are mounted on Excel rims for a more off-road look.

DesertX: trail or tourer?

two-up riding isn't really the DesertX's thing. While the handlebar is stylish, there's not much room for the passenger to slip his fingers. Installed at the rider's height, passenger comfort also depends on the saddle. In short, without a top-case or backrest, it's hard to travel with two on the DesertX without ending up broken.

alone, on the other hand, this trail bike provides good protection, even with what appears to be a short bubble. In addition, you can opt for the touring bubble, which is especially useful in winter. For a rider of 1m80, the legs are well positioned, but after a few hours a break is in order. On the freeway, the cruise control comes in handy. All in all, it's a good traveler that can be taken to rougher terrain without a care in the world.

carrying capacity really does vary. I have to say that the rear buckle is thin, not very practical for a big, soft bag, unless you add a luggage rack or a frame. For the more adventurous, a rear reservoir is available to increase the tank's capacity by 8 liters. Not a bad idea, but you'll have to pay €1,505.48 to get it. Not necessarily useful, given that the 937 cm³'s fuel consumption remains reasonable: in journalist mode, the on-board computers read 4.9 L/100 km and 5.1 L/100 km. At the pump, we calculated 5.1 L/100 km at an average speed of 71 km/h and 5.6 L/100 km at 72 km/h, the fault of a photo shoot on one wheel.

Adapting to everyday life!

not born for the city, the DesertX nevertheless weaves in and out of traffic. Its slender frame makes it compact and easy to maneuver. What's a bit tricky is its high seat height, and although a lowered option is available, you'll obviously have to break the bank (€367.20). Those under 1m80 will have to adapt, but nothing impossible.

adapting to this bike also means accepting its badly designed side stand. Too vertical once deployed, you have to double-check that the bike won't tip over on the way down. A defect already corrected compared to the first versions, but it's still not great. "It's an Italian," a little voice tells me. Little flaws that you learn to accept over time.

Motoplanète's verdict: is it worth the price?

now available in Discovery and Rally versions, the DesertX is also accessible to A2 license holders, as are all models with this 937 cm³ Testastretta 11° engine(Supersport 950, Monster, Hypermotard 950). The mill develops between 110 and 114 bhp, depending on the model, but each has a 95 bhp version that can be bridged to 47.5 bhp.

prices start at €17,490 for the white version, and remain under €20,000 for the Discovery version. Even if the brand claims to be upmarket, you have to admit that this is the price of a well-equipped motorcycle with few options. Admittedly, it's fitted with Brembo, the finish is meticulous, the engine is top-notch, and its resale value holds up, but does that justify going over €15,000 for a 100hp trail bike?

alternatives include the (pretty) Husqvarna Norden 901, less powerful but less expensive, and of course the Ténéré 700, much less powerful and much less expensive, but still a benchmark. So why a DesertX? As is often the case, it's the aesthetics (and the wallet) that will decide.

by Théo Duperret - Photos: Marine Roussel - Essense Studio