Certainly! Here is the finalized translated text element: --- **First Disappointed, Then Thrilled! - Ducati DesertX 2026 Review** --- This translation retains the original tone and style suitable for experienced motorcycle riders.

First test of the newly developed Ducati DesertX 2026 in southern Spain near Almeria. Following the Streetfighter V2, Panigale V2, Hypermotard V2, Monster, and Multistrada V2, the DesertX is now the sixth and final model featuring Ducati's new 890 V2 engine. Our test routes spanned over 190 kilometers on-road and off-road through the mountains of southern Spain. The tour was varied, challenging, and thus the perfect setting for an initial impression of the new machine. Especially because I arrived with quite a bit of baggage. I had expectations for the new DesertX, very specific ones, and these expectations were initially unmet according to the spec sheet.

Technically, the Ducati DesertX 2026 is completely new. At its heart lies the new 890 cc V2 engine, delivering 110 hp at 9,000 rpm and 92 Nm at 7,000 rpm. Instead of the traditional desmodromic system, the engine utilizes IVTvariable intake timing. Ducati promises a very intriguing power and torque curve: 70 percent of the maximum torque is available as early as 3,000 rpm, with over 90 percent between 4,000 and 9,000 rpm. Further benefits of the new engine include service intervals of 15,000 km, valve clearance checks every 45,000 km, Euro5+ homologation, and improved heat management.

Additionally, there's a new monocoque frame, which is said to be stiffer than before. The steel subframe is bolted on, and the weight distribution shifts slightly towards the rear, from 51.7 to 52.5 percent on the rear axle. The classic Enduro wheel sizes, 21 inches at the front and 18 inches at the rear, along with suspension travel of 230 mm and 220 mm, remain unchanged, but the suspension has been newly developed. The fork legs no longer have split functions; instead, each leg is fully adjustable on its own. The shock absorber is now linked, creating a more progressive damping characteristic. Also noteworthy is the technical implementation: the linkage is located under the seat rather than at the bottom of the motorcycle, which is intended to better protect it from damage in off-road conditions.

The electronics are extensive. There are six riding modes available: Sport, Touring, Urban, Wet, Enduro, and Rally. Additionally, there are many multi-stage, lean-angle-sensitive assist systems, including Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, and Cornering ABS with off-road specific modes. Interestingly, the TFT display is once again positioned horizontally rather than vertically, which Ducati explains allows for more space in the cockpit. Three different layouts are available: a typical, straightforward "Road" layout, a "Road Pro" layout with additional information on the current settings of the assist systems as well as the current use of power and torque, and a "Rally" layout with a tripmaster. This Rally layout is also the only one where the assist system levels can be adjusted directly on the homescreen while riding. The display of the actual power and torque used is a very cool idea, something I haven't seen before. At the same time, it beautifully highlights the absurdity of modern power levels.

The brakes have also been revised. The front discs have been reduced in size, as Ducati appears to focus more on balancing road braking power with off-road modulation rather than maximizing bite. Now installed are two 305-mm discs with radially mounted Brembo M4.32 monoblock calipers. The rear continues to use a 265-mm disc with a Brembo two-piston floating caliper. Additionally, there are some final updates that clearly respond to customer feedback and are very practical in nature. The air filter is now more accessible at the front of the tank beneath the steering head. Just turn the handlebars, remove three screws, and you can take it out. Furthermore, removing the rear wheel no longer requires special tools, as a simple hex nut is used instead. This makes finding the appropriate tool while on the road much easier.

Why did I arrive with disappointment? The new generation of the DesertX had been known for a while, as well as the details of the new engine. This engine is over five kilograms lighter than its predecessor, the Testastretta V2. At the same time, rumors suggested that the DesertX would become significantly more off-road capable. My expectations were clear: it would be considerably lighter. At EICMA 2025, I mentioned to the displayed DesertX prototype that I expected it to be ten, maybe even fifteen kilograms lighter. Then the technical details of the new DesertX were released, and behold: according to the data, it's only about one kilogram lighter than its predecessor, and that's with a three-liter smaller tank. Why is the bike so heavy? With skepticism and disappointment in tow, I traveled to Spain. However, I learned during the presentation that the spec sheet only tells half the story.

Our first riding impressions were gathered in urban areas. With a seat height of 880 mm, it's not exactly low, but the narrow waist makes it easier to reach the ground. For shorter riders, there's the option of a 20 mm lower accessory seat and an additional 20 mm lowering kit for the suspension. Meanwhile, the knee angle on the DesertX isn't super relaxed; it's a bit on the sportier side. Taller riders can opt for the 20 mm higher accessory seat. Right from the first roll-off, the first positive change becomes evident. I've always been a big fan of the Testastretta V2 in the old DesertX. It was a wonderfully sporty and characterful engine. However, at lower revs, it was a bit temperamental, prone to chain snatch, and only really felt comfortable above around 4,000 rpm. Coupled with a rather stiff clutch, this made everyday situations like slow city traffic somewhat laborious.

The new engine, on the other hand, is extremely smooth and refined. It revs cleanly from as low as 2,000 rpm. Complementing this is the light, finely-tuned hydraulic clutch and the precise Ducati Quickshifter 2.0, which places its sensor within the gearbox itself rather than on the shift linkage. This makes it more precise and faster. This results in a noticeably smoother and more effortless riding experience in urban areas than before. The suspension isn't overly sporty either, absorbing manhole covers and speed bumps nicely without becoming overly soft. The steering angle is impressively wide, making handling the DesertX in dense Spanish traffic intuitive and confident from the get-go. But enough about pragmatics. What really matters is how the new DesertX performs in action.

The biggest joy off-road comes from the new engine, with its blend of powerful low-end torque and lively revving character. This is partly thanks to the variable valve timing, which delivers strong torque to the rear wheel just above idle. Additionally, the gear ratios have been revised. First gear remains almost unchanged, being only 0.8 percent shorter, while second gear is 5.4 percent shorter. As a result, the V2 revs eagerly and spiritedly despite its ample torque. This results in a wonderful engine character that allows for both low-rev chugging and high-rev blasting. Ducati has effectively addressed a major weakness of the previous engine, especially for less experienced off-road riders. When getting bogged down or going too slow in a higher gear, the Testastretta would resist low-rev acceleration. In contrast, the new engine pulls you out of trouble with unwavering control, assisting you without feeling like a sluggish tractor engine when revved out. It's the perfect balance of control and sportiness.

The Ducati Quickshifter changes gears swiftly, precisely, and crisply. However, it requires a bit more force on the lever than some competitors and is somewhat sensitive to accidental contact from the boot on the shift lever. If the sensor detects pressure on the foot lever, the ignition may briefly cut out. With thick enduro boots, this can be an issue as the contact isn't always noticeable. On the other hand, the suspension performs brilliantly. The old DesertX was already a stability-focused adventure bike, but the new model does this even better, responding beautifully and striking an excellent balance between stability and comfort. It allows riders to confidently tackle rough terrain.

The electronics are excellently tuned for off-road conditions. Traction control in level 2 allows for some slip, while level 1 enables nice drifts and plenty of rear-wheel movement, yet still provides an electronic safety net if you overdo it. The ABS system is also multi-level and finely calibrated. The off-road ABS offers security without being overly sensitive on loose surfaces. Want ABS only on the rear or completely off? Both options are possible. The front brake strikes a good balance between bite and modulation. However, the rear brake has a bit too much play in the lever before engaging, making it slightly harder to modulate. Overall, the DesertX feels distinctly engineered for this type of terrain.

The standing ergonomics are very well executed. The old DesertX featured a continuous tank shape that became quite wide towards the front. The new 18-liter plastic tank now has side recesses, offering more forward space. Simultaneously, the seat extends further forward and upward on the sides. This allows you to grip firmly with your knees on the grippy, soft seat if necessary, rather than on slippery, smooth surfaces. The handlebars are positioned neither too high nor too low, providing space for active riding without being tiring during long standing sections. The flat seat offers plenty of movement freedom towards the back, although the passenger foot pegs can be a bit obstructive for larger shoe sizes and bulky boots. The foot pegs are nicely wide. Together with the excellent suspension and well-designed ergonomics, the DesertX responds eagerly and precisely to input through the foot pegs.

Overall, I feel even more confident off-road with the new DesertX than before. You can sense that the focus has been more heavily placed on this area of use. The biggest difference and improvement become evident in technical terrain, at slow speeds, and during low-rev riding. Where the old engine required concentration and constant momentum, the new DesertX actively assists. It makes it easier not to be perfect. It doesn't completely mask mistakes, but it punishes them less harshly, giving the rider more time and control. This is where my initial disappointment slowly turns around. This motorcycle hasn't become much lighter, but it rides better, more controllably, and more reassuringly off-road.

On asphalt, the engine is also a delight. Its eagerness to rev brings a grin under the helmet. The shorter gearing makes the DesertX wonderfully dynamic, yet there's no need to worry about requiring too many gear changes. The gears and the user-friendly engine are flexible enough to allow you to sweep through bends in second or third gear or hold the throttle open up to the redline at 10,000 rpm. The only slight damper on the joy is the occasionally intrusive quickshifter. This could be a user error due to bulky boots or an over-sensitive sensor. The suspension also shines on paved roads. With the standard Pirelli Scorpion Rally STR tires, you can dive into corners with great speed. The suspension remains consistently stable, provides clear feedback on grip levels, and makes it easy to follow the intended line. There's also plenty of cornering clearance. The 21/18-inch tubeless spoked wheels with Pirelli Scorpion Rally STR tires come as standard equipment.

The brakes, despite being downsized, are potent enough thanks to the quality Brembo components. The front brake's bite point is initially soft but quickly builds pressure precisely, requiring little force for hard braking. The electronics perform very well on asphalt too. The southern Spanish roads are frequently broken and dotted with tricky gravel patches. Traction control and ABS aren't overly sensitive, allowing you to extract as much as possible from the available grip. If you do hit those gravel bits and start to slide, the systems intervene subtly but reliably and lightning-fast. The multi-stage configuration options allow you to fine-tune the response to your precise preferences.

A single day of riding isn't enough to definitively assess long-distance capability. The initial impression is passable, but this is where the DesertX has the most room for improvement. The revision of the windscreen is only moderately successful. At 1.85 meters tall, my helmet is fully in the wind from the chin up, and my shoulders catch quite a bit of air as well. The low windscreen suits the sporty look, but an adjustable mechanism would provide relief on highways and long-distance rides without ruining the appearance. The Multistrada models, in particular, have one of the best windscreen adjustment mechanisms on the marketperhaps something could be borrowed from there. On the other hand, the standard equipment is exemplary, with cruise control, a quickshifter, and both USB-A and USB-C ports included. The engine speed at highway pace is also commendable. While the lower gears have been shortened, sixth gear is 6.4% longer, allowing you to cruise comfortably at 130 km/h with just 5,500 rpm.

Range remains an issue as well. Fuel consumption during an initial presentation isn't representative, but according to the onboard computer, it displayed 6.3 liters per 100 kilometers after 192 kilometers. With the 18-liter tank, a consumption of around six liters would mean a range of about 300 kilometers, likely somewhat less in reality. For those who find this insufficient, there's an interesting technical solution in the accessories: an 8-liter auxiliary tank at the rear. It looks a bit bulky but is practical. Also intriguing in the accessories are the high front fender and Mosko Moto soft luggage. Ducati officially lists the 18-liter main tank and the optional 8-liter rear tank as part of the accessory program.

The successful ride through the beautiful Spanish landscape, combined with a very well-rounded evolution of the DesertX, has finally dispelled the skepticism I felt upon arrival. Less weight would, of course, still be nice. However, the kilograms saved on the engine have apparently been reinvested for good purposes elsewhere, such as in the shock linkage or the revised, higher-quality fork tubes. So, the DesertX hasn't become as light as I had hoped. Its also not a radical lightweight adventure bike. But it is better than ever and sure to quicken the pulse of any enduro enthusiast. The figures on the spec sheet aren't the whole truth, after all.

And then there's a pleasant surprise regarding the price. Despite the high cost of motorcycle development, the new DesertX will be cheaper in Germany and Austria compared to the previous model. In Germany, the DesertX 2026 costs €16,390, which is €700 less than its predecessor. In Austria, it's over €1,000 cheaper, now available starting at €19,795. However, the DesertX is only offered in one color: Matt Star White Silk. The European market launch is scheduled for April 2026.