Ducati Desertx
It’s the first proper dual-purpose machine from modern-era Ducati. And if you were expecting a bit of a parts-bin lash-up, think again...
We’re sunning ourselves in tufty greenery at the side of the B4391, overlooking the Penllyn Forest while playing a game of ‘guess what it is from the noise’ with the steady trickle of bikes appearing over the hill. We’re not very good at it. In between misidentifying Yamaha MT-09S as Triumph Speed Triples we prattle about our swarm of adventure bikes, and no matter which way the conversation turns it’s the new Desertx that dominates.
‘If I’d gone to a dealer and test ridden the Ducati I’d go, “oh yes, this is for me,” without a shadow of a doubt,’ says Nathan. ‘It’s such a lovely thing. Mega engine, mega riding position and ergonomics, great handling, nice design and details… for me it feels perfect.’ Gushing words? Not a bit of it. Ducati’s new £14,251 semi-retroadventure-trailie-whatever is glorious. It’s a dual-purpose device, but features intended for one discipline also benefit in other situations. Like the adjustable long-travel KYB suspension, which is designed for leaping over rocks and plunging through rivers but delivers on-road suppleness and superb ride comfort. Like most of the bikes here the wheels are sized for off-road shenanigans as well, with a 21-inch front and 18-inch rear, but mean mid-corner stability on the nadgery, bumpy B4407 – and this in turn perfectly complements the easy-steering chassis with its confidence-boosting weight transfer. The upright stance and breezy control are as great in town or when filtering a clogged motorway as when drifting across a sand dune. Or so I imagine.
It reminds me of KTM’S much-missed 950/990 Adventure, which used a trail-ready set-up to be a glorious road tool. It’s a bit like a Yamaha Ténéré in this respect too. ‘It reminds me of my 700,’ says Nathan, in a freaky that’s-what-i-was-thinking moment, ‘only with posher suspension and more top-end power.’
Ducati’s desmodromic 937cc V-twin is right up there with the internal combustion greats. It’s the same delicious unit you’ll find in a Monster or Multistrada V2, but with further fettling that sheds 1.7kg and includes new gear ratios for, ‘the best off-road behaviour’. Which means shorter gears, making the already-refined motor as engaging and exciting as it is friendly and flexible. The Desertx is as forgiving and easy to ride at low revs and dawdling speed as the soft Yamaha. On long straight roads it whirrs smoothly, highlighting the vibrations of the Husky and making me question (yet again) Triumph’s curious decision to make the Tiger 900 rumble and resonate. It’ll just as cheerfully haul across Snowdonia in one gear as leap between corners waving its cool round lamps at the clouds. And the clutch is light, the fuelling’s glitch-free, the quickshifted gears are slick. Does over 50 to the gallon as well.
No complaints about comfort. Well, other than the fixed-height screen being a bit noisy at sustained motorway pace, though it’s not as bad as the Husqvarna. Otherwise it’s all effusive babble about
‘The looks, the aura… it’s a crappy word, but the Desertx is “cool”’
happy bum cheeks, ache-free limbs and unstrained joints. It’s like a Multistrada V2 but with a more sumptuous ride. The tank takes a useful 21 litres, mirrors are good, and switchgear is nice with clean, logical control of the tasty dash. All the modes and electronic whatnots are as glossy as expected on a £14k Doocardy, and standard fit easy-life goodies include self-cancel winkers, two power outlets (12v and USB) and cruise control.
Next to the Triumph and Moto Guzzi you do notice things the Desertx lacks. Like a rack, adjustable seat height, centrestand and heated grips. Ducati will of course merrily flog you endless accessories, including all the above (seat height options rather than adjustment) plus everything from a fancy exhaust to full touring luggage. And the Desertx’s tubular subframe, grabrail and pillion peg hangers make it easy to lash your clutter to the back.
Anyway, far more important than all this is the way the Ducati makes you feel. Not just with its brilliant dynamic, but with the way it looks, the aura around the bike. It’s a crappy word, but the Desertx is ‘cool’. The Moto Guzzi and Husqvarna both have great aesthetics with a hefty retro flavour, but this white bike stands out. And it makes the modern Triumph look needlessly fussy and over-styled.
The only sticking point is price. ‘The Ducati is a lot of money,’ says Nathan. Would I spend four-grand more than my Yamaha Ténéré cost? Probably not… but it is the best bike here.’