Ducati Desert X Rally 2024 on test

I am thrilled to receive the invitation to Marrakesh for the launch of the Ducati Enduro highlight model. Our winter here in Lower Bavaria is very snowy and cold. Just the thought of testing the top model Ducati Enduro Rally in Morocco and sharing it with you warms my heart.

February 17, 2024 Evening 7 pm: The unveiling of the new Ducati Enduro and the itinerary for the next 2 days are revealed to us. We delve into the details and closely examine the standout features of the bike. As a result, the desire to own it is ignited. This feeling is further intensified when we see the Erzbergrodeo bike, used in the prologue, parked next to it covered in dirt. The following morning, all the motorcycles for the initial groups of journalists are lined up.

There is no instruction... The bike was already introduced a few years ago in the successful basic version DesertX. Have I already ridden it? No, I wanted to borrow one from the local dealer, but I suffered a few injuries in 2023 and so nothing came of it.

What do I like about jumping in at the deep end? I approach the new rally like Sherlock Holmes. I scrutinize everything and check every last detail to see what is possible in the 2 days and 220 km across Morocco's desert, near the Atlas Mountains.

How did the switch between driving modes go? A German colleague helped me out at short notice. So, everything set to RALLY mode. Engine power at maximum and everything else turned OFF. Except for the quickshifter, which was automatically activated. Quite a bit of power on loose terrain. Let's see how it all performs. You have to picture the roads of Morocco in a way that almost everything, but really everything, looks the same. A change in color and landscape only occurs subtly here in the wilderness. This is what makes it so challenging for riders, including participants in the Dakar Rally, which passed through here a few years ago.

From deep sand to long gravel tracks, the Ducati Enduro tackles everything effortlessly, requiring the rider to always be alert. Who knows what challenges lie around the next bend - deep sand or rocky terrain? After about 1.5 hours of riding with our fast-moving group, I stick close to the guide, determined not to eat dust and eager for more. More power from the throttle, more performance from the Ducati Enduro. How does it handle? What is its behavior like? What about the quality? Can I discern any differences and make comparisons?

Zuerst die Fakten:

Die Ducati Enduro ist mit einem leistungsstarken 1262 cm³ Testastretta DVT-Motor ausgestattet, der eine maximale Leistung von 158 PS bei 9.500 U/min und ein maximales Drehmoment von 128 Nm bei 7.500 U/min bietet. Das Motorrad verfügt über eine fortschrittliche Elektronik-Suite, die verschiedene Fahrmodi, Traktionskontrolle, Kurven-ABS, Wheelie Control und vieles mehr umfasst. Die Ducati Enduro ist auch mit einem hochwertigen Fahrwerk ausgestattet, das eine voll einstellbare Öhlins-Gabel vorne und ein voll einstellbares Öhlins-Federbein hinten bietet. Mit einem 30-Liter-Tank und einem Gewicht von 254 kg ist die Ducati Enduro bereit für lange Abenteuerfahrten.

With a twist of the throttle, my test brain also warms up. The new KYB (Kayaba) upside-down fork with its updated 250 mm travel and 48 mm diameter, the Kashima coating on the stanchions, and the DLC coating (diamond-like carbon coating) on the tubes is not just a sight to behold. The setup from the Ducati team in Borgo Panigale was a bit too soft for my liking. Using a tool tucked under the seat, I adjusted the base setup by 6 clicks in the spring preload, marked in the H direction. Not only is the fork fully mechanically adjustable, but so is the shock absorber.

Featuring top-notch KYB components and boasting a spring travel of 240 mm, the piston rod on the Ducati Enduro has increased by 2 mm in diameter. The shock absorber on the DesertX Rally model is also adjustable for high and low speed preload. I adjusted the preload settings to 5 clicks in the H direction and gave the small screw at the bottom of the shock a half turn in the Hard direction. An added bonus is the increase in ground clearance from 260mm to 280mm thanks to the extra spring travel. With this setup, the suspension effortlessly smooths out any terrain while maintaining a silky-smooth response.

The Ducati Enduro now comes with a seat height of 910 mm, which may be a bit high for some riders. However, this provides excellent ground clearance, which is crucial for off-road adventures. If you plan to mainly ride on the road, you may want to consider a lower seat option.

As a Ducati Enduro rider and off-road enthusiast, I crave more. The only downside is that the Pirelli Scorpion Rally tires are not the most suitable for our test ride. The front tire struggles to find traction or grip on the loose terrain. Whenever possible, I enjoy navigating through the rough edges of the trails, almost like tackling small, steep bends, which suits me perfectly. Running at 1.8 bar, the rubber smoothly conforms to the rough rocks, offering excellent puncture resistance. Speeding at nearly 90 km/h, I encounter a rocky formation jutting out from the ground, bracing for impact. But to my surprise, there is no damage whatsoever. The Pirelli tires, along with the top-notch wheelset crafted with precision components from Japan, known as Excel, remain unscathed. The spokes and CNC-milled hubs ensure impeccable stability.

A skid plate made of forged carbon may seem extravagant (other companies use it for car roofs!), but it significantly reduces weight. The Rally's weight is increased by the sturdier components for maximum durability. While the savings on the skid plate are understandable, I suggest that riders planning to go off-road opt for a more durable and cost-effective material.

In order to seamlessly transition from city to off-road riding, Ducati has implemented a clever braking system for the rear wheel on the Ducati Enduro. The foot brake lever, which is CNC-milled, features a steel frame with a foot section that can be adjusted up to 90 degrees. By pulling out the spring-loaded footrest, riders can easily switch between city and off-road modes. As I mostly ride in a standing position, the off-road mode is my preferred choice.

This leads me directly to the ergonomics of the riding position. At just under 1.83 m, I can easily see over the windshield and, in an active standing riding position, I can just about see the high fender, which is designed to offer more clearance for mud - although we didn't encounter much of it. I feel incredibly comfortable. I am the rider, not the passenger. The handlebars reinforce this sensation. The height of the handlebars and the backward and upward sweep are carefully chosen so that, for the first time, I don't need to make any adjustments. What I appreciate the most is that the handlebars still allow for the clutch and brake levers to be adjusted inwards.

As a motorcycle journalist, you are tasked with translating this text corpus into English for a report on a Ducati Enduro. I will provide you with a DeepL translation of the report containing technical terms below. Your task is to create your own translation tailored specifically to the Ducati Enduro. Please note that the motorcycle type, such as the motorcycle brand and model, can be found in the DeepL translation text. For technical vocabulary, use the translation provided by DeepL. Your translation should be idiomatic. Make sure to maintain the usual sentence structure of the target language. Provide only the specific result in your response, do not add any other comments.

Note: If you find a hyperlink or URL embedded in the text or translation text, include it in your translation with the same formatting as in the original, and make sure that Markdown formatting and Markdown syntax for links and other elements are not removed in the translated text. Markdown elements should be within parentheses. If you encounter tables, maintain the same formatting in your translation. Also, remember to keep Markdown formatting within parentheses and do not delete it. Markdown for URLs must not be removed.

DeepL Translation: As you know, I'm a cyclist and a big fan of the lever position. This means pushing the controls as far inwards as possible and only operating the levers with my index fingers. It gives me more grip on the handlebars and better control of the levers. I would just like to see a bit more adjustment range on the Brembo products (levers towards the handlebars/grip).

Response: Being a motorcycle enthusiast, I appreciate the importance of lever position when riding the Ducati Enduro. By adjusting the controls to be as close to the handlebars as possible and using only my index fingers to operate the levers, I am able to achieve a better grip on the handlebars and enhanced control over the levers. However, I believe there could be room for improvement in the adjustment range of the Brembo products, particularly in terms of bringing the levers closer to the handlebars for a more comfortable grip.

However, Ducati does not compromise when it comes to quality, equipping the Ducati Enduro with top-notch components such as two Brembo radial 4-piston brake calipers on the front wheel and a 2-piston floating brake caliper on the rear wheel. The front wheel features 320 mm aluminum core semi-floating brake discs for optimal deceleration, while the rear wheel is equipped with a 265 mm disk. These brakes deliver impressive stopping power.

The 21-liter tank is seamlessly integrated with the seat, allowing for a comfortable riding position. Even with carbon knee braces, there is ample space to maneuver the bike without feeling cramped. The seat, tapering towards the tank, provides a perfect fit. Thanks to my strong legs and narrow crotch area, I have almost as much freedom of movement as on a sport enduro.

In the Ducati Enduro configurator, there is also an option for a single seat. However, I see no reason to choose this option, neither for ergonomic reasons nor for visual appeal.

The DesertX Rally model is specifically designed to balance aesthetics and weight with durability. The decals on this model are of the same high-quality thickness as those found on sports enduro bikes, not only for a cool appearance but also for increased durability and protection. Personally, I would prefer to see the edges rounded off slightly, as any sharp corners are prone to catching on obstacles.

It is claimed that not only the decals, but also all the plastics on the Ducati Enduro are more affordable to replace. Yes, you read that right - most of the bodywork is made of lightweight and flexible sport enduro plastic, with only the tank being constructed from metal. This ensures that heavy-duty components like the CNC-milled utility bar and the standard radiator guard do not add unnecessary weight to the bike.

Now, there are two things I would change: The passenger footrests on all Ducati Enduro models tend to rattle, and the bolts holding them in place feel a bit too long. Why do I bring this up? Because any rattling noise can be quite bothersome while riding. So, switch to ego mode and unscrew them. Additionally, the side stand on the Ducati Enduro also feels too long. It may be fine on straight, paved roads, but once we hit slopes or uneven terrain, I find myself needing to readjust as a rider. This is likely due to the fact that we have been accustomed to "too short" side stands over the years. However, if you attach a side stand foot extension and mainly ride on sand, the longer side stand actually becomes quite useful... Was this intentional on Ducati's part?

The sound of the Ducati Enduro is said to be similar to the DesertX, and I personally find it quite pleasing. It's nice and deep when you accelerate, but never overwhelming or excessive... occasionally you get a satisfying subtle pop when you shift down or release the throttle. It's pure emotion and power. The slim rear exhaust is designed around a large central exhaust, cleverly hidden under the bike. Will I get stuck here? Definitely not with the impressive ground clearance.

Calculating 211 kg + 21 liters of fuel, riding exclusively with a full tank of fuel, and with approx. 800g/1 liter of fuel and an engine guard from the Ducati accessories catalog, we get:

211 kg + 21 liters + (21 liters x 800g) + engine guard = total weight.

The only weight I lose is due to my reflectors on the fork. But that doesn't bother me, as I personally don't like them, even though they are important in traffic.

My Ducati Enduro is equipped with top-of-the-line suspension components, including a fully adjustable front fork and rear shock absorber. The powerful engine delivers smooth acceleration and plenty of torque for off-road adventures. The lightweight frame and agile handling make it easy to navigate through challenging terrain. With advanced electronics and a comfortable riding position, the Ducati Enduro is the perfect choice for riders who demand performance and versatility.

The handling of the Ducati Enduro is remarkably nimble despite the increased suspension travel. Especially when making quick changes in weight distribution. Braking in tight corners is effortless. The power in Rally mode is definitely overwhelming for me, but it's perfect for blasting over dunes at 150 km/h. That's why I quickly switch to the standard Ducati Enduro riding mode and make some adjustments beforehand. Here, I choose engine power: Strong and throttle response: Smooth. This setup feels much more relaxed, and on sand, everything happens a bit more gradually, which suits me perfectly.

While the engine of the Ducati Enduro still produces a satisfying roar, the power delivery is now more refined. One downside for me is that the quickshifter on the Ducati Enduro does not allow for downshifting with the throttle open. I personally find this feature quite useful for off-road riding, but of course, there is always the option to use the clutch, as is customary.

Please explore all the different riding modes available on the Ducati Enduro, such as Sport, Touring, and Urban, as demonstrated by Nils in the video. During my ride on day 2, I switched to Wet mode for approximately 15km on the return journey. While it is true that this mode reduces power and responsiveness in normal city traffic, I was unable to fully test this feature in the traffic conditions of Morocco. I share a similar sentiment regarding the Öhlins steering damper and I wish I had more opportunities to experience it on paved roads.

It must have been a thorn in Öhlins' side that Ducati felt so comfortable with KYB for the suspension. Well, at least the spring of the KYB shock absorber is yellow... perhaps a small concession :)

Translation: Ducati's choice of KYB for the suspension may have irked Öhlins, but at least the spring of the KYB shock absorber is yellow... maybe a small compromise :)