FIRST RIDE: 2024 DUCATI DESERTX RALLY

BY: OLIVIER DE VALUX

Since winning its first speed record in 1951, Ducati has always been about racing, to the point of dominating the modern MotoGP and relegating the Japanese teams to the rank of mere spectators. Therefore, it’s not a surprise that the Italians felt the need to upgrade the 2022 DesertX adventure motorcycle to a true racing horse. With premium components and a hefty price tag, the  DesertX Rally  could be branded as the desert’s Ferrari. Our first ride in Morocco confirmed the analogy, the new Desmodromic motorcycle displaying a perfect mix of luxury and performance.

Upon our late arrival in Marrakech, we discover the Ducati DesertX Rally, standing with pride inside the lobby of our hotel. If the engine is still the same, with a 937cc Desmodromic twin-cylinder claiming 110hp at 9,250rpm and 68 lb-ft. of torque at 6,500 rpm, other parts don’t leave any doubt about the aspirations of the new model: Apart from the more aggressive design of the graphic kit, the front suspension with Kashima coating on the outer tube screams racing, as well as the shock remote preload adjuster, the motocross-like front fender, and the Öhlins adjustable steering damper. The attention to detail doesn’t stop here, and the front suspension gets Kashima coating on the outer tube to maximize wear resistance, while the inner tube is DLC coated to reduce friction and corrosion. 

Looking closer, a lot of niceties flatter the eyes of the prospective rider, starting with the adjustable billet aluminum shifter and rear brake, the latter being able to turn 90 degrees to offer a tool-less height change. While still crouching to play with this smart brake pedal, the eyes will wander over the carbon fiber skid plate, or the tube-type wheels with Takasago Excel rims and carbon steel spokes. These wheels are lighter and stronger than the tubeless rims found on the DesertX and are welcome on this “racing” edition. While sitting on the exclusive rally seat and looking at the cockpit, the adjustable levers and the steering damper appear as the main and obnoxious differences, even though the handlebar is now held by a new clamp smartly designed as an accessory mounting desk. At first glance, this is it for the visible changes, but those who want even more glamour can opt for a long list of options: here come crash bars, street legal or racing Termignoni exhausts, smaller LED blinkers, and quick-release fuel tank cap, but it’s the slick fiberglass additional fuel tank fitted at the rear of the bike that would get our money. Bringing the fuel capacity to 7 gallons from 5 with the normal tank alone, it’s a game changer for those who like to explore off-the-beaten path in remote parts of the world.

The next morning, a line of brand new Ducati DesertX Rally awaits the group of international journalists invited to this intro. Pushing the red button awakens the Desmodromic engine, which quietly warms up in the brisk morning temperatures. The unique design of this big twin, with the front cylinder still lying horizontally in the chassis, helps get a perfect 50/50 weight distribution and a low center of gravity. Raising the bike from the kickstand is easy despite the 500 pound curb weight, proof that the Rally is not specifically top-heavy. Exiting Marrakech on pavement gives time to appreciate the clear display of the 5” TFT display and to play with the crisp quick-shifter. With pedestrians, mopeds, donkeys, and taxis sharing the road, the traffic is too unpredictable to keep the cruise control engaged, but the different street riding modes are easy enough to switch to. We didn’t have much use for the rain mode, but alternated between touring and sport, noticing much more responsiveness in the latter.

The fairing is pretty quiet, with no buffeting to be noticed at moderate speed. At 5,000 rpm in 6th gear, the Rally only reaches 70mph, a relatively short gearing ratio that can be seen as a double-edged sword. On one hand, it costs a bit in terms of gas mileage but on the other, it allows the 937cc twin-cylinder to be responsive at very low rpm. At or above 2k rpm, any twist of the throttle is followed by a smooth acceleration. Once on backcountry roads, it’s tempting to unleash the 110 hp of the Italian engine but the speed limits in Morocco are way too low. However, there are enough switchbacks to test the handling in corners, where the 21” wheel is never pushing and the Rally proves to be neutral, which is crucial for an adventure bike designed to travel long distances.

It’s finally time to exit the pavement and seek some dust, following our guide Antoine Meo, Ducati test rider, five time enduro world champion, and factory rider in the Dakar Rally. The first miles on dirt, across small villages where we awake dogs and high-five kids on their way to school, are done with the sun in the face, at a relatively low speed. Bumps and ditches are difficult to see in this hard light, but the suspension absorbs anything in comfort without destabilizing the rider. As the trails change direction, we can finally see more of the double tracks in front of us. On a slippery terrain, where the hard-packed dirt is covered by gravel and rolling rocks, we could expect some loss of traction, but it never happened. Instead, it was easy to raise the pace, thanks to a perfectly natural standing position, with the tank easy to pinch between the knees, and the shoulders settling naturally above the handlebar. The selected rally mode offers the opportunity to fine-tune the bike according to a rider’s style allowing ABS, dynamic throttle control, traction control, wheelie control, and engine brake control be adjusted separately. The Rally mode stays activated when shutting off the bike, which means that a long day on dirt will not require any manipulation of the dash. By default, this mode is tuned in the factory to accommodate the traction of the Pirelli Scorpion Rally with traction control in level 2. As a result, it is possible to use this powerful engine without much risk of unwillingly breaking the traction of the rear wheel, while allowing drifts under full throttle. With so much power available on demand, it’s important to have confidence-inspiring brakes. The Brembo front calipers are not brutal but do a good job of slowing down the bike, while the rear brake is on the soft side of things; at least there’s less risk of inadvertently locking the rear wheel. In the Enduro or Rally modes, the front ABS is also less prone to activate than on pavement, and we just forgot about it for the duration of the ride, which is the best compliment.

Unlike most adventure bikes that bottom out on big compressions, hitting obstacles with the Ducati DesertX Rally brings a smile to the rider’s face. Indeed, the Kayaba fork is so good that you never feel as much as you expected, which in turn pushes the rider to look for more technical sections. This extraordinary comfort doesn’t come as a surprise though: this is the first time that KYB is offering a closed-cartridge setup for a street bike, and we’re glad they did. Capable of preventing cavitation by pressuring the oil, the cartridge keeps the hydraulic characteristics constant during heavy abuse, like on the factory suspensions used by professional racers in motocross. The diameter of the fork, going up 2mm to reach 48mm, brings more volume and rigidity to absorb serious impacts. With a different offset on the new billet aluminum triple clamps and the bottom of the fork’s leg, the bike is longer by 17 mm compared to the normal DesertX. This adds stability, and riding off-camber in the rolling hills of the moon-like landscape of the Morocco desert, we found the front end to stay glued to the ground. Not even once did we lose the traction, despite the slippery nature of the terrain. That’s utterly impressive, and the new geometry is the key here. Antoine Meo confirms that the development team - which includes engineers from Ferrari Formula 1 - spent a lot of time tuning the chassis to offer the best compromise in terms of off-road capabilities without sacrificing the handling on the street. 

The performances of the front suspension are top-notch with the standard settings, but the most picky riders can rely on a set of traditional knobs, compression on top, and rebound on the bottom. On the second day, on rougher trails, some bigger holes taken at higher speeds put the chassis to the test. With its 0.75-inch travel increase and the augmented diameter of the piston, 6 mm bigger than the previous model and now set at a respectable 46mm, the rear shock keeps the bike composed. On some rare occurrences, it will still sit and bottom out where the fork just didn’t seem to break a sweat. It’s more a testament to the quality of the front suspension than an issue with the shock. Besides, we didn’t take the time to play with the different adjustments available, high and low-speed compression as well as preload via the remote adjuster, which could have diminished this rare tendency.

As the sun sets and we reach the camp for the night, the riders are covered in dust but don’t feel any fatigue. The Ducati DesertX Rally is an easy bike to ride, comfortable and predictable in every situation. Even though sitting around a bonfire and sharing delicious couscous under the starry night is always fun, everybody is mostly looking forward to riding more! The second day of riding is set in an open desert, with large tracks going up and down a vast plateau with camels in the distance. Rested after the quiet night in the desert, we keep the game up and ride at a faster pace around 65mph, trying to keep out of the dust of the other riders. The bike is stable in the rocks but still able to change lines on a dime, and most head-shakes are virtually eliminated by the 18-position Ohlins steering damper. At these speeds, it’s easy to hit an invisible bump and get off the ground. The bike loves to jump, with a perfect balance in the air and can handle some hard flat landings.

Jumping from the top of a steep downhill, and despite the 280mm ground clearance, the skid plate still manages to hit the ground pretty hard. Upon inspection, there are no worrisome marks, proof that this carbon fiber protection belongs on this big bike. Our test ride didn’t include any dune riding, but we ventured on a sand-wash inside a small canyon. On this twisty track, it’s hard to take speed and float above the sand, but the perfect weight distribution and the great ergonomics make it easy to lean back and lift the front upon acceleration. Despite its weight, the DesertX rally seems to enjoy the sand… it’s best to keep a cool head though. With 500+ pounds wet, the bike’s momentum can come back and bite you in emergencies. A feeling confirmed by Antoine Meo: “I will race with this bike in 2024, but not in the open desert. This motorcycle is super fun and safe, but if you go wide open in the desert it’s easy to go too fast and ride over your head. I will race it in more technical events, where the suspensions will make the difference, without having to take too many risks at high speed.”

With the Ducati DesertX Rally, the Italians went full-on into uncharted territory and put their reputation on the line. Claudio Domenicali, the CEO of Ducati, can rest and smile now, as his new bike is sitting at the very top of the charts in terms of all-terrain capabilities and overall performance. Competing directly with the KTM engineers, who after 19 Dakar rally victories are probably the most experienced off-road designers in the world, the Ducati boys took the fight without sparing any expenses and with a strategy of their own. Expensive, but not much more than the KTM 890 Adventure R Rally, the 2024 DesertX Rally is not an exclusive limited edition but a bike that you can order all year long. With a more conventional design than the KTM and a level of technology that is comparable, the two bikes are now alone in a world of their own, a virtual racing universe that didn’t exist before them and that redefines the concept of adventure bikes.

Those who want to ride remote regions conventionally, mixing pavement and dirt with sightseeing, don’t need these top-of-the-line bikes. Why spend an extra 6k for a Rally version, going into a more expensive maintenance program for racing suspensions, if you’re traveling with panniers and camping gear? On the other hand, if traveling is not your thing but you like the idea of playing around with a powerful yet comfortable and stable bike, or if you see yourself competing in enduro events like Meo, who won the prologue of the Erzberg Rodeo with a stock DesertX Rally, this new Ducati should be on your shopping list. But will you be able to keep up with this level of performance? Go to www.ducati.com for more information.

SPECS

Engine:   Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valve-train, 4 valves per cylinder, liquid cooled

Displacement:   937 cc (57.2 cu in)

Bore X Stroke:    94 x 67.5 mm

Compression ratio:   13.3:1

Power:    110 hp (81 kW) @ 9,250 rpm

Torque:    92 Nm (68 lb-ft, 9.4 kgm) @ 6,500 rpm

Fuel injection:    Bosch electronic fuel injection system, 53 mm throttle bodies with ride-by-wire system

Exhaust:    Stainless steel muffler, catalytic converter and 2 lambda probes

Gearbox:    6 speed with Ducati Quick Shift up/down

Primary drive:    Straight cut gears, ratio 1.85 : 1

Final drive:    Chain, front sprocket Z15, rear sprocket Z49

Clutch:    Slipper and self-servo wet multiplate clutch with hydraulic control

Frame:    Tubular steel trellis frame

Front suspension:   KYB 48 mm upside-down fork, closed cartridge, compression and rebound adjustable, Kashima Coating on the outer tubes, DLC treatment on the inner tubes

Front wheel:    Spoked, 2.15’’x21’’

Front tire:   Pirelli Scorpion Rally STR 90/90- 21 M

Rear Suspension:   KYB monoshock, 46 mm piston, fully adjustable (high and low speed compression, rebound), remote preload adjustment, aluminum double-sided swingarm

Rear wheel:    Spoked, 4’’x18’’

Rear tire:    Pirelli Scorpion Rally STR 150/70 R18 

Wheel travel:   Front: 250 mm (9.8 in), Rear: 240 mm (9.4 in)

Front brake:    2 x 320 mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABS

Rear brake:    265 mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABS

Seat height:    910 mm (35.8 in)

Ground clearance:    280 mm (11 in)

Wheelbase:    1,625 mm (64 in)

Fuel tank capacity:   21 liters (5.54 US gal)