Ducati DesertX Rally 2027: More travel, new V2 - GENERATED

How much rally is there in the new Ducati DesertX Rally 2027? The Italians have moved their off-road adventure bike onto the new platform with the 890 V2 and aluminium monocoque, and dipped selectively into the parts bin for suspension, wheels and protection for demanding off-road use. According to Ducati, experience from the Erzbergrodeo, the Albania Rally, the Transanatolia and the 1,500 desert kilometres of the NORRA Mexican 1000 flowed into its development. The goal: more control over obstacles and more confidence on difficult terrain. This report sums up exactly what changes to achieve that.

The Euro 5+ homologated 90-degree V2 brings 890 cc of displacement, four valves per cylinder, valve springs and variable intake timing called IVT. Ducati quotes 110 hp at 9,000 rpm and 92 Nm at 7,000 rpm. For climbing loose ascents, though, what happens lower down is at least as interesting: 70 percent of peak torque is said to be available from just 3,000 rpm, and more than 80 percent at 3,500 rpm. Between 4,000 and 9,000 rpm, the curve never drops below 90 percent, according to the manufacturer. That promises a broad usable range, but for now it remains a claim from Bologna.

At 54.9 kg, the engine is 5.4 kg lighter than the previous Testastretta Evoluzione 11°, according to Ducati. Aluminium cylinder liners are part of the concept, as is a more powerful generator. Its design increases the moment of inertia by twelve percent and engine mass by 0.51 kg. Together with the larger flywheel mass, this should make throttle response at low revs smoother. The first four gears are shorter for off-road use, while the top two are taller for lower revs on longer road stages. The standard Ducati Quick Shift 2.0 works without an external microswitch on the shift lever and uses the sensor on the shift drum instead. This should allow more direct shifts and reduce sensitivity to dirt, water and impacts. For servicing, Ducati specifies a valve clearance check every 45,000 km and an oil change every 15,000 km or two years.

Up front, the Rally relies on a fully adjustable 48 mm KYB upside-down fork with closed, pressurised cartridges. The technology is designed to prevent cavitation in the oil, ensuring consistent damping even under heavy load. Kashima-coated outer tubes and DLC-coated stanchions should reduce friction and wear. Both legs offer adjustment for preload, compression and rebound, and compression can be changed quickly via knobs on the fork caps. Travel grows by 20 mm to 250 mm. That's a hefty chunk of reserve, though its real benefit can only be judged out on the trail.

At the rear, there's 240 mm of travel, also 20 mm more. The KYB shock has a 46 mm piston, remote preload adjustment and separate settings for high- and low-speed compression as well as rebound. The progressive Full Floater linkage is meant to soak up small bumps sensitively and offer more bottoming resistance towards the end of the stroke. The new aluminium double-sided swingarm does without weight-saving cut-outs and pivots directly in the engine. Its pivot sits six millimetres lower than on the Multistrada. Add to that an adjustable Öhlins steering damper and 256 mm of ground clearance.

The aluminium monocoque uses the V2 as a stressed member while also serving as the 12.5-litre airbox. It is attached to the head of the vertical cylinder, with the tank closing off the structure at the top. A front stiffening strut and a closed left-hand opening adapt the stiffness to the DesertX's intended use. Ducati bolts the steel trellis subframe to the monocoque at the top and to the engine at the bottom. A removable section makes access to the rear cylinder easier. The air filter should also be less hassle to clean: with the handlebar turned to full lock, three screws are loosened to remove the intake snorkel and filter. Ducati quotes 209 kg ready to ride with all fluids but without fuel. That's one kilogram less than its predecessor.

The wheels remain 21 inches at the front and 18 inches at the rear. New are tubeless-compatible Takasago Excel spoked rims. The rear wheel has 36 steel spokes, four more than before, and at four inches is narrower than the 4.5-inch rim of the standard DesertX. At the front, rim width is 2.15 inches. The design is meant to combine robustness and nimble handling, while the now hexagonal rear axle nut should make wheel changes on the road easier. Pirelli Scorpion Rally STR tyres in 90/90-21 and 150/70 R 18 are fitted as standard. According to Ducati, the off-road-oriented Scorpion Rally and the road-oriented Scorpion Trail are also homologated.

Stopping duties up front fall to two 305 mm discs with radially mounted Brembo M4.32 monobloc calipers, with a 265 mm disc at the rear. An axial brake master cylinder and the reshaped lever, together with specifically matched pads, are meant to enable a well-controllable initial bite without sacrificing braking power on the road. The rear brake pedal also gets a different lever ratio and is height-adjustable for seated or standing riding. Cornering ABS is tuned to the longer travel and the resulting changes in load transfer. How finely you can actually haul on the anchors remains for a ride test to show.

Despite the longer travel, seat height drops by ten millimetres compared with the previous Rally to 900 mm. With a lower accessory seat, 880 mm is possible. The one-piece sport seat is designed to make switching between sitting and standing easier. Add to that a wide handlebar, rearward-set footpegs and seat and handlebar positions moved further forward. Ducati aims to achieve a less upright stance more focused on off-road control. The slim 18-litre plastic tank should leave freedom of movement and keep the fuel low in the bike. Textured side panels give the knees grip.

The high front mudguard creates room for caked-on mud and can be fitted with the new brake system without modification. Under the engine, the thickness of the aluminium skid plate grows from 2.5 mm on the standard DesertX to four millimetres. An additional bracket is meant to distribute impact forces better. Openings provide cooling and should drain water and mud. Replaceable tank panels and side protectors with aluminium reinforcements should make typical slow tip-overs less costly. The design also puts function first: the front end sits lower, fairing transitions are smoother, and the engine, subframe and linkage remain visible. The characteristic light signature is retained, with the daytime running light now running horizontally. The listed paint scheme is Matt Star White Silk, and the standard homologated Termignoni exhaust combines titanium with carbon end caps.

The electronics are based on a six-axis IMU and include cornering ABS, Ducati Traction Control, Ducati Wheelie Control and Engine Brake Control. Six riding modes combine their settings with different engine characteristics. Sport and Rally unleash the full 110 hp with direct throttle response, while Touring also delivers 110 hp but with a softer response. Urban and Wet use the Low setup, limited to 95 hp. Enduro cuts power to 75 hp but retains a crisp throttle response for tackling obstacles. The four Power Modes are called High, Medium, Low and Offroad. The presets can be customised and then reset to factory settings.

The traction control offers eight levels, four each for road and off-road. Its predictive control strategy takes into account not only current slip but also how it is changing, and is therefore meant to intervene earlier and more smoothly. To do so, it uses ignition, injection and, for less urgent interventions, the throttle valves. Wheelie control offers four levels but is deactivated by default in Enduro and Rally so as not to suppress intentional front-wheel lifts. Engine brake control takes into account gear, throttle position and crankshaft deceleration, among other things. Off-road, it should reduce unwanted rear-wheel locking when downshifting.

ABS level 1 is aimed at experienced off-road riders: it only works on the front, with the cornering function and rear-wheel lift detection deactivated. Level 2 works on both wheels, retains the cornering function and allows slight locking at the rear. It is preset in Enduro mode and is meant to support less experienced off-road riders. Level 3 is intended for sporty road riding, with cornering function and less strict lift-off control. Level 4 is aimed at low-grip roads and retains rear-wheel lift control. The ABS can only be fully switched off in Enduro and Rally. Rally starts from the factory with level 1 and low traction control intervention.

The new five-inch TFT is mounted horizontally, freeing up space above it for navigation devices. A utility bar comes fitted as standard, and two USB ports power electronic devices. Three views, selectable via the handlebar joystick, are called Road, Road Pro and Rally, each with automatic day/night switching. Road shows the essential riding and trip computer information, while Road Pro adds, among other things, the percentage of power and torque currently being used. The Rally view features a tripmaster with a manually adjustable odometer. The position of the dash is meant to make it easier to see obstacles directly in front of the bike when standing.

Most warning lights move into the display, with only the red over-rev LED remaining outside. The rev counter and gear indicator signal the shift point in green and the limiter in red, while during the running-in period, orange warns against exceeding the recommended revs. With the optional Ducati Multimedia System, a smartphone and helmet intercom can be connected, music and calls controlled and the likewise optional turn-by-turn navigation used. The features list also mentions cruise control preparation. Full LED lighting, daytime running light and dynamic indicators are provided subject to respective homologation. Coming Home keeps the dipped beam on for 30 seconds after switching off. Ducati Brake Light EVO warns of sudden braking from above 55 km/h with a rapidly flashing tail light, after which the hazard lights can take over.

The optional rear tank increases fuel capacity by eight litres to a total of 26 litres. Side sliders are also meant to provide protection in a crash. For long stages, Ducati also offers a taller windscreen, reinforced hand guards, heated grips, auxiliary lights and a centre stand. Radiator guard and crash bars round out the protection range. For luggage, there's a choice of aluminium panniers with dedicated racks or a frameless soft luggage system developed together with Mosko Moto. In addition to the homologated standard system, there is a non-road-legal Termignoni racing exhaust. With the corresponding setup, Ducati quotes an extra six hp.

When is the Ducati DesertX Rally 2027 coming? According to Ducati, it will be at European dealers from April 2027. Other markets will follow afterwards. The press kit at hand does not give a retail price.

How heavy is the new Rally? Ducati quotes 209 kg ready to ride without fuel. This figure includes the other fluids and is not a fully fuelled weight.

How high do you sit on the DesertX Rally? The standard seat height is 900 mm. With the lower accessory seat, 880 mm is possible.

What sets the Rally apart in terms of suspension and wheels? It gets 250 mm of travel at the front and 240 mm at the rear, a KYB fork with closed cartridges, an Öhlins steering damper and tubeless Excel spoked wheels with a narrower rear rim than the standard DesertX.

Is an A2 version planned? Yes, Ducati has announced one. However, the power figures in the press kit are inconsistent, so a definitive figure for the restricted version is still pending.