Ducati DesertX

Which model year, and how much in France?

Ducati France sells the second-generation DesertX for €17,490, and its configurator lists it as a 2027 model, in a single colour: Matt Star White Silk. Unveiled on 25 February 2026 at the Ducati World Première, it reached dealers in spring 2026, hence the press calling it the “2026 DesertX”; we found no technical difference from the 2027 model year. A version restricted to 35 kW for A2 licence holders costs the same, and the Collezione100 centenary edition, the DesertX 100, has no published price in France. In the US, the DesertX V2 costs $16,995.

The DesertX Rally and Discovery have no equivalent yet: these first-generation versions are gone from the Ducati France configurator but are still sold in the US as 2025 models.

What has changed from the first DesertX?

“The DesertX keeps its old spirit but not much else,” sums up RevZilla. The first generation, born from an EICMA 2019 concept and sold since 2022, used the 937 cc desmodromic Testastretta 11° twin in a steel trellis frame. The new one gets the 890 cc V2 twin shared with the Monster, Multistrada V2, Panigale V2, Streetfighter V2 and Hypermotard V2, in a specific state of tune, and a cast aluminium monocoque frame: the engine is a stressed member and the frame doubles as the airbox. The rear subframe is still a steel trellis, and the shock, previously mounted directly, now works through a Full Floater progressive linkage (which firms up the suspension as it compresses), tucked under the seat out of reach of rocks.

The polymer tank shrinks from 21 to 18 litres and gets replaceable covers for crash repairs, the front end sits 20 mm lower without losing travel, and the TFT dash goes back to a landscape layout. Practical touches include an air filter moved to the front of the tank, under the top yoke (1000PS), that slides out after removing three screws (Visordown), and a rear axle nut that comes off with a standard socket. Weight barely moves: 209 kg without fuel according to the spec sheet and owner’s manual, against 210 kg for the first generation (one paragraph on Ducati France’s site still quotes 206 kg, the figure announced before the launch).

How good is the new V2 engine?

The 890 cc 90° V2 (96 x 61.5 mm, 13.1:1 compression) drops the desmodromic valvetrain, where a rocker closes each valve mechanically, for conventional spring-returned valves, and adds IVT, a variable timing system that shifts the intake valve timing with revs. It makes 110.3 hp (81.1 kW) at 9,000 rpm and 92 Nm at 7,000 rpm, the same peak figures as the old engine, but Ducati claims 70% of peak torque from 3,000 rpm and calls it its lightest twin. The gearbox is specific: shorter first and second for slow sections, taller fifth and sixth for the road; 1000PS saw 5,500 rpm at 130 km/h in top.

Testers praise the low-rev manners: 1000PS calls the engine “extremely well-behaved and refined”, and MOTORRAD could select sixth from 60 km/h without complaint. MCN regrets that some of the quirky character and “a smidgen of soul” left with the Desmo, but loves the buttery-smooth delivery. Visordown, on the other hand, found it a little wheezy above 85 mph.

Can you ride it on an A2 licence?

Yes. Ducati France lists it in its A2 range and sells a 35 kW version at the same price. The owner’s manual quotes 34.6 kW (47 hp) at 5,750 rpm and 76.7 Nm at 3,750 rpm for it, while the model page states 43.5 hp and 5 kgm, so check the figures on the registration document with your dealer. The full-power version, with 110 hp, requires a full A licence.

How does it ride on and off road?

The 46 mm KYB upside-down fork (230 mm of travel) is now adjustable for compression, rebound and preload on each leg, where the old one split the damping between the two legs, and the KYB shock (220 mm) is fully adjustable with a remote preload knob. The 21/18-inch tubeless spoked wheels wear Pirelli Scorpion Rally STR tyres. Braking pairs twin 305 mm discs, smaller than before for a gentler initial bite off-road, with Brembo M4.32 calipers. The wheelbase is 1,615 mm.

All the tests quoted here took place at the press launch near Almería, Spain. Visordown calls the suspension “witchcraft”, MCN puts the DesertX on a par with the previous Yamaha Ténéré for gliding from one terrain to the next and finds it near faultless on the road, apart from slightly wooden brakes. MOTORRAD finds it neutral at lean, and 1000PS very stable and reassuring in technical sections. RevZilla notes that the long wheelbase reduces front-end feedback in hard cornering, and 1000PS criticises the free play at the rear brake pedal.

What electronics does it get?

Everything runs off a six-axis IMU. Six riding modes (Sport, Touring, Urban, Wet, Enduro and Rally) combine four power modes (110 hp, 95 hp in Urban and Wet, 75 hp in Enduro), eight-level traction control, four-level wheelie control, adjustable engine braking and four-level cornering ABS that can be switched off in Enduro and Rally. The DQS 2.0 two-way quickshifter and cruise control are standard, the 5-inch TFT offers three layouts including a Rally view with a trip master, and a utility bar holds a GPS unit. Bluetooth, Turn by Turn navigation, tyre pressure monitoring and heated grips are accessories. Visordown finds the number of possible setting combinations overwhelming, and both Visordown and 1000PS found the quickshifter oversensitive to accidental boot contact.

What about fuel economy and servicing?

Ducati claims 5.4 L/100 km, which works out at a theoretical range of about 333 km. 1000PS saw 6.3 L/100 km on the trip computer over 192 km, and MCN recorded 31 mpg (about 9.1 L/100 km) while riding hard. An 8-litre auxiliary tank brings total capacity to 26 litres. Servicing is much less frequent: an oil change every 15,000 km or 24 months, an annual service, and a valve clearance check every 45,000 km, against 30,000 km with a cambelt change on the old bike. In France, the warranty runs for 4 years with unlimited mileage.

Any recalls?

As of 12 October 2026, we found no recall for the second-generation DesertX, either on RappelConso (which relays EU Safety Gate alerts) or with the US NHTSA. For the first generation, the only recall we found was for an accessory in the US (NHTSA 23E021000, 2023): a Ducati Performance soft bag kit for the 2023 DesertX whose right-hand bag could touch the exhaust.

Who is it for?

The DesertX targets riders who want a genuine off-road adventure bike, with 21/18-inch wheels and long-travel suspension, without giving up road fun. It remains tall (880 mm seat) and pricey next to the Husqvarna Norden 901 or the BMW F 900 GS, but RevZilla rates it as more versatile than the KTM 890 Adventure R, and it costs roughly the same as the Triumph Tiger 900 Rally Pro. For A2 licence holders, the 35 kW version is a rare way into this kind of bike, provided you are comfortable with its height and 209 kg.