Motorcycle specifications DucatiDesertX Rally 937 2025 When Ducati twists landscapes

It can be sporty, small, huge, on-road, adventurous, in 300 or 1300, high-tech, neo-retro, in 21, 19 or 17 inches... Now that the trail bike market has conquered vast territories, manufacturers are looking to provide ever more escape options. The trendy new niche is committed off-roading, with taller, more technical machines aimed at customers with a certain level of experience.

You can tell right away that the DesertX Rally takes a different approach to off-roading. With more tenacity, vigour and demonstration. From the war paintwork, it looks as if it has been through the Ducati Corse workshops, alongside the Panigale V4R and Desmosedici GP. Aware that this bike would rub the ground much more than the others, the manufacturer didn't paint the plastics, but colored them in the mass. The Rally is also distinguished from the DesertX by its large front mudguard and carbon skid plate. Never before seen on a production enduro.

the outfit is enough to excite hard enduro enthusiasts, but what does it look like underneath? The steel trellis frame is identical to that of the standard model, but around it, things change. Ducati has borrowed material from the world of motocross racing. Look at the fork: a large 48 mm model supplied by Kayaba, pressurized to prevent cavitation and coated with a Kashima treatment (which increases strength). Plunger tubes are DLC-coated for improved sliding. an extra 20 mm of travel brings its travel to 250 mm, which is quite a lot for a trail bike. Elements are adjustable for compression and rebound. Inside, the springs reduce their stiffness from 6 to 5 N/mm.

The shock absorber is also well equipped. Its piston is increased to 46 mm, while its spring stiffness is increased from 90 to 96 N/mm. Its adjustments are even more extensive, with preload, high- and low-speed compression and rebound damping. A lot of screwdriving ahead. Here too, travel has been increased by 20 mm to a maximum of 240 mm. Incidentally, the swingarm anchoring point has been relocated.
The DesertX Rally now has 28 cm more ground clearance. By way of comparison, a Yamaha 700 Ténéré has 24 cm. 40 mm may not sound like much to the eye, but in the field, the perception is very different.
Even more so when it comes to the seat. Its height is 910 mm. Hello climbing. But one of the rewards of the effort will be to sit on the Rally branded saddle, normally optional on the DesertX.

the wheels are another step up. Ducat' wanted beefier models. That's why he chose Excel Takasado rims, with carbon-treated steel spokes and machined hubs. Beautiful stuff. The rear rim is narrower (4 inches instead of 4.5) for better handling. The bike is approved for three types of tyre: Pirelli Scorpion Rally STR, or the more TT Scorpion Rally, or even Scorpion Trail II if you prefer the open road.
Let's stay with the appreciation of beautiful parts. The selector and brake pedal are carved from solid, as are the fork tees. An adjustable Öhlins steering damper has been fitted to the front of the cockpit. And, even if you know them, there's still a delectable pinch of Brembo M50s ready to bite into big 320 mm brake discs. The difference with the DesertX is the recalibrated ABS cornering.

Moreover, as the demands won't be quite the same for the Rally version, traction and wheeling controls, the Up&Down shifter and the 6 Riding Modes have been readjusted, ready for a more muscular ride. Engine braking and cruise control have not been updated.
By the way, what are the specs of these 6 Driving Modes, aka Sport, Touring, Urban, Wet, Enduro and Rally?

- Sport
Sport mode offers the best performance on asphalt. The engine is tuned for maximum possible performance and delivers 110 hp, with the most direct throttle response.

- Touring
In Touring mode, maximum power is reduced to 95 hp, and engine delivery becomes smoother and more personal. Active safety is enhanced by increasing the intervention level of DTC (traction control) and DWC (wheeling control).

- Urban
In Urban mode, power is reduced to 75hp and throttle response is smooth, as in Touring mode. DTC and DWC are switched to a very high intervention level.

- Wet
Designed for wet situations, the intervention level of the electronic controls is set to maximum for greater safety and stability.

- Enduro
Enduro mode is designed to be effective in all off-road situations, even for less experienced riders. Power is limited to 75hp, but throttle response is rapid, so you'll always have the responsiveness you need to overcome off-road obstacles. ABS can be completely deactivated by pressing a specific button.

-Rallye
The most powerful mode for off-roading, the one for experienced riders to exploit to the full the potential that DesertX Rally is capable of expressing off-road. The engine delivers 110 horsepower and the throttle response is particularly responsive, allowing you to clear obstacles with the classic "twist of the throttle". DWC is deactivated and DTC is set to a very low level, allowing controlled rear wheel slip. ABS is set to level 1 by default, but can be deactivated using the specific button.

The engine's output ranges from 75hp to 110hp, depending on the mode. This multi-faceted twin can be found on the standard DesertX as well as on the Monster, Multistrada V2 and SuperSport. But between the modified gear ratios and the different mapping depending on the model, you won't be dealing with the same twin. Torque reaches 9.4 mkg at 6,500 rpm. The 110 hp are higher, at 9,250 rpm.

the instrumentation comes unaltered from the DesertX std. A 5-inch TFT screen with the distinctive feature of being vertically oriented. Few motorcycles have made this choice, including DesertX, Yamaha Ténéré and... the CFMoto 800 NK Advanced. Everything you need to control the riding aids is there, but not the module for controlling your smartphone. The multimedia system is optional, and with it playlists, call management and simplified Turn by Turn navigation.
As with its less extreme counterpart, an additional 8-liter fuel tank can be installed for long stages.

with this Rally extension of the DesertX, Ducati takes on the KTM 890 Adventure Rally and Husqvarna 901 Norden Expedition, while casting an evil eye on the Triumph Tiger 900 Rally Pro and Yamaha 700 Ténéré Extreme Edition. Antoine Meo gave us a good idea of its potential when he (successfully) entered it on theErzbergrodeo. Not everyone has his level of technique, but the Ducat' would have you believe it.
Oh yes, of course, it costs more, considerably more than the DesertX - a difference of 4,500 euros. It's even more expensive than a Multistrada V4.

M.L. - Manufacturer's photos