DUCATI DESERTX RALLY: YOUR FAQS ANSWERED

After testing Ducati’s top-of-the-line adventure machine on a cross-section of Aussie trails and tarmac, Transmoto’s Matt Holmes answers your most frequently asked questions about this ground-breaking $36K Italian machine.

After a few weeks out on Ducati’s DesertX Rally, here are some Q&A that came about from an impromptu post-ride conversation. Sat for a cold one at a Blackheath Pub, I ran into old mate who owned a Cagiva Elephant and was looking at buying the DesertX. Let’s just say he was intrigued about Ducati’s newest and most off-road capable bike to date, and he peppered me with a bunch of questions about it – many of which would be repeated by other mates in the following weeks, once they heard I was doing an extended test on Ducati’s flagship adventure machine…

WHAT MAKES THE DESERTX RALLY A WHOLE LEVEL UP FROM THE DESERTX?

Ducati’s DesertX Rally (for convenience, we’ll refer to it as the “DXR” from here on in) is one serious bike. Even sat still, it looks built for purpose – much like Duc’s track-bred (yet somehow street-legal) rocket, the Panigale. It’s not breaking news for anyone; Ducati has always been a race-focused moto company. Yet what they manage to do better than anyone is release a model, and then follow it up with a virtually factory-spec version. For a price, of course.

Towering over the ‘standard’ DesertX in both stature and price tag, Ducati’s DesertX Rally is virtually race-specced straight off the showroom floor. In a nutshell, the biggest differences are:

• Components: Higher-spec components across the board, including a carbon sump guard, billet aluminium rear brake and gear lever, and an adjustable Öhlins steering damper.
• Suspension: 20mm more suspension travel at both ends, thanks to a 48mm KYB closed-cartridge fork and a fully adjustable KYB rear shock.
• Ground clearance: The DXR has more ground clearance, rising from 250mm to an 280mm (an impressive number for an adventure model).
• Wheels: The DXR rolls on lighter, stronger Takasago Excel rims, laced up with carbon steel spokes to billet aluminium hubs.
• Seat: The cool, red single-piece Rally seat comes standard.
• Fender: A moto-esque high fender graces the front, plus front brake and electronics cables are managed a whole lot better on the Rally (not looping around the guard; instead, running two direct brakelines to the callipers).
• Dash: You’re looking at a portrait-oriented five-inch dash with two display modes, USB on the side with a reworked cockpit, plus a utility bar to mount your GPS, phone or road book to.
• Graphics Kit: Colour-impregnated plastics and thick PVC graphics are applied to the bike, making for a more durable finish, or one you can replace with your own kit. It’s a great move from the white-painted DX, which only stays white for a while.
• Weight: All up, these additions see the DXR weigh in at 203kg, only a kilo over the standard DX. It’s a lot more bike, for minimal weight gain.

HOW’S THE OVERALL BUILD QUALITY OF THE DESERTX RALLY?

Build quality is what you pay for with a Ducati. Their Borgo Panigale Factory has become well versed in building some of the most lusted-after bikes on the planet. The amount of beautifully CNC’d billet aluminium takes some time to take in – it’s everywhere! Case in point: a quick glance down at the handlebar clamps that include a sleek mount for the Ohlins steering damper just screams factory-tier spec. It’s a top-shelf bike and you do get a lot for your hard-earned money.

HAS THE CHASSIS CHANGED ON THE DXR?

Ducati nailed the chassis on the DesertX in its first iteration; their simply superior knowledge of how motorcycles handle on the track comes into its own on the DXR. With an added 1mm offset on the new triple clamps, the DXR is stable at speed on even the loosest fire roads, and very composed when the ruts get bigger. Stand up and at times the DXR belies its size and weight, especially when carrying momentum. Aim it down the tarmac and … well, what more needs to be said than ‘it corners like a Ducati!’.

HOW DOES THAT KYB FORK ADD TO THE HANDLING CHARACTERISTICS?

On the front-end, the DXR is equipped with new, more rigid, lighter billet aluminium triple clamps, which hold a 48mm closed-cartridge KYB fork – the move from motocross- to adventure-bike fork a first for the Japanese company. In simple terms, the closed-cartridge system involves pressurising the oil inside the cartridges to avoid cavitation, allowing for consistent front-end behaviour and support even under the most extreme and repetitive hits. Keeping the fork smooth, day-in and day-out, is a DLC coating on the lowers, while the uppers are blessed with a bling Kashima coating. Wheel travel increases by 20mm, for a total of 250mm up front.

It has to be said this fork really does elevate the DXR’s ability to take big hits and keep tracking straight on any and all terrain. With both compression and rebound adjustment alongside preload at your fingertips, once dialled in for your preferred feel, they provide an incredible level of support and progression both on and off-road. What’s really noticeable is how much feel the fork offers on the road – even with the extra travel, the bike’s front-end remains very composed when pushed on the tarmac.

IS THE REAR SUSPENSION UPGRADED OVER THE DESERTX?

While the aluminium swingarm is virtually the same on both bikes, the DXR utilises a different mount point allowing for a 20mm increase in travel (to 240mm), courtesy of a fully adjustable KYB shock absorber with a larger piston. Compression (both high- and low-speed) plus rebound adjustment are both there, and there’s a remote preload adjuster to really get the bike settled – luggage, pillion or not. Seat height now sits at 910mm, yet a slim seat and narrow V-twin engine configuration make it approachable for more than just the tallest of us. One thing of note: sitting up on that extra travel, the sidestand is tucked away awkwardly under the footpeg, making it a hit-and-miss affair getting it down in stiff off-road boots.

HOW DO THE ENHANCED RIDING MODES AFFECT THE RIDE?

Ducati’s 937cc of raw power is tamed via some of the best rider aids available on a bike today. As conditions change, you simply switch up the bike’s character by quickly closing the throttle and selecting one of the six Riding Modes: Sport (105HP), Touring (95HP), Urban (75HP), Wet, Enduro or Rally. In addition to that, there are four power modes, three levels of engine braking, eight traction control settings, three levels of cornering ABS, and switchable wheelie control. The two dedicated off-road modes are Enduro (which delivers 75HP and a rapid throttle response) and Rally (which gives full power with minimal intervention from the ABS and traction control, and no wheelie control). Of course, from here you can dial your own variables into all the riding modes.

Tuning the bike’s characteristics to changing terrain is fast and intuitive via the thumb toggles, and the dash is laid out cleanly (you even get to dial in your screen layouts). The TFT screen’s visibility when standing is not too bad either. Our only complaint would be there’s no shortcut to return to the home screen once you’ve made your changes; it’s as many clicks out as it is in.

It’s really worth investigating all the modes and then settling into the ones you like and just riding the wheels off the DXR. There’s endless combos of settings and it can catch you out. I may have forgotten to turn traction control off when I hit really soft sand, not making it up an embankment with power coming in and out. I then derestricted it, and all that torque dug a hole faster than an excavator! Thankfully that rear grab handle is perfect to drag it out of trouble.

HAS DUCATI UPPED THE ANTE IN THE BRAKING DEPARTMENT?

Can we just say the DXR has phenomenal front brakes. Just incredible power on demand, with all the feel you need from one finger. Which is probably why the DesertX Rally prepped for the recent NORRA Mexican Rally ran only a single front disc. Add into the mix the latest-generation ABS (including cornering ABS) and it’s surreal how much front-end braking you can do with two Brembo 320mm discs and ABS intervention. Yes, of course you can turn it off. However, the base Enduro setting for front ABS is brilliant. You feel minimal pulses through the lever, you hear the tyre break traction for a millisecond, and yet you keep braking even on the loosest surfaces. It’s incredible just how far ABS tech has come in such a short time.

On the rear, the DXR’s billet brake lever does have a more direct feel over the DX’s steel specimen, and the evolved flip pedal-tip (for off- or on-road comfort) is what good design is all about – it works a treat!

LET’S TALK ENGINE … IS THERE ANY DIFFERENCE BETWEEN THE DESERTX MODELS? 

Nope. You get the same 937cc Testastretta 11° L-twin on both standard and Rally versions. A big ol’ 92Nm of torque at 6500rpm on tap. So, while it’s very easy to run the wrong gear anywhere and get away with it – just tractoring out of virtually anything – ride it in the 7000rpm range and the true Ducati power is at your beck and call. Be it on singletrack to steer with the rear or pass multiple B-doubles with a flick of the wrist, that V-twin is a very special engine that never failed to keep me smiling. Drivetrain-wise, from throttle through to gearbox, it’s a pleasure to ride. Endless torque managed by a (at times clunky) Quickshifter in the first two gears (it did free up over the few weeks and is much smoother at high revs in the taller gears) delivers precise power when and where you need it. It’s incredibly gentle and forgiving, thanks to the traction and wheelie control, but flick the wrist into the red zone and it’ll launch forward like a Ducati on a starting grid should.

RUBBER-WISE, THERE’S A FEW PIRELLI OPTIONS AVAILABLE FROM THE SHOWROOM FLOOR, RIGHT?

Yep, though we opted for the most off-road focused tyre Pirelli offer. The Scorpion Rally tyres are solid choice for dirt work, offering gobs of traction off-road, steer well on the dirt, have relatively good wear under the brutal 105HP on tap, and somehow don’t feel overly squirrely on the road, thanks to their profile. The front will go when pushed too hard on tarmac though, but it is a dirt tyre. If you’re aiming for more 50/50 road/dirt, then the Scorpion Rally STRs will provide you with more road-going grip and confidence.

OK, SO DOES THE DESERTX RALLY HAVE ANY WEAKNESSES, WHERE AFTERMARKET PARTS OR CHANGES WILL MAKE IT EVEN BETTER?

As we’ve mentioned, it’s a very well specced bike. However, there’s always room for improvement. Here’s our top changes if we had the coin to make the DXR truly ours:

• Easily the quickest and cheapest addition to the DXR is to get some grip on the tank and/or sideplates, as it’s quite hard to hold between the knees when that peak torque kicks in while you’re standing up.
• If you’re riding solo, ditch the passenger pegs. In more tech off-road terrain, they clip your calves a lot.
• Having both felt and heard the difference the full Termignoni race pipe made to the regular DesertX, we reckon you ought to just go ahead and get the aftermarket pipe. It’s 2.5kg lighter with a 7% power increase. Yes, its titanium construction adds another $4805 to the bike, but it also truly opens up that Ducati roar.
• The stock handguards are pretty but provide wind protection and not much else. If you value your hands when scrub bashing, grab some tougher aluminium ones.
• Talking protection, it’s a tall bike. It will go down, so get crash bars! Your tank will love you for it. Ducati offers engine cover crash bars and water-pump protection bars from their extensive DXR catalogue.
• Wind buffeting is noticeable at highway speeds with the stock screen as it’s a long way forward and minimal, so most riders over 175cm may be spared a sore neck at the end of a long ride home with the addition of the aftermarket touring screen.

IS THE DXR THE BIKE FOR YOU? 

You’ll need to answer that for yourself. What we can say is that it’s a solid contender for one of the most well thought-out mid/heavyweight ADV bikes out there, and one that will leave you with no excuses – as it has none out on the trail. Have a look through all the info and configuration options at: https://www.ducati.com/au/en/bikes/desertx/desertx-rally

Available in Ducati dealerships across Australia now for $36,800.