Ducati Desmo 450 MX Test 2025: Baptism by Fire Passed

Since the announcement of Ducati's 450cc motocross bike, three burning questions have piqued my interest: Why is Ducati even venturing into motocross? Why did they choose to debut in a displacement class with a smaller market share? And can the high-revving Desmo engine concept truly handle drifting in the dirt? These questions, among many others, naturally arise when a manufacturer steps into an unfamiliar discipline, starting from scratch.

In 2021, the green light was given from the top for Ducati to enter the off-road sports segment, starting with motocross. Things moved quickly from there. By spring 2023, the first engine roared to life, and by summer, the first complete bike hit the test track. In spring 2024, it made its racing debut. Since the 2025 season, Ducati has been represented with its own factory team in the MXGP Motocross World Championship. The 450cc crosser is just the beginning. A prototype with a 250cc four-stroke engine was successfully tested in races during the Italian Championship in spring 2025. Sport enduros and supermoto bikes are set to follow. Ducati aims to expand its target audience and market presence with these sport off-roaders. The challenge of showcasing what they're capable of beyond their usual terrain at Borgo Panigale, Ducati's home, was a tempting one. A strong dose of racing passion, seemingly infectious among Ducati employees, was yet another compelling reason.

Globally, more 250cc four-stroke motocross bikes are sold than 450cc machines. However, for Ducati, as a premium brand, it was immediately clear: they wanted to step directly into the premier class, MXGP, and showcase their capabilities there. This move reflects their passion, along with a good dose of pride and confidence in their abilities. Jeremy Seewer has already proven that they are not reaching for unattainable heights with two overall podium finishes and four race wins. Ducati's motto is "we sell what we race," and Seewer has indeed been competing with the production engine. The development of race bikes and production machines happens simultaneously in the same department. This is an advantage for Ducati customers because everything the factory team uses is also available in Ducati's accessory program, except for the Showa factory suspension.

The Ducati crosser boasts a distinct unique feature: the desmodromic timing system, or "Desmo" for short. In this system, the valves are mechanically controlled by a rocker arm for both opening and closing, unlike other four-stroke engines where valves are typically closed by a spring. The Desmo system prevents valve "float" at high RPMs, and with precise opening and closing timing, the engines operate more efficiently. Not only do the higher achievable RPMs offer an advantage, but also the reduced friction at lower RPMs, which is said to make the engine feel "freer." Additionally, there are several electronic aids like various riding modes, a quickshift feature, launch control for race starts, and traction control. While these have been available from established MX manufacturers for years, Ducati claims to have elevated these systems to a whole new level in motocross, leveraging their decades of experience in MotoGP and WSBK. They describe their traction control as the first "true" traction control on the market, precisely measuring the actual wheel slip.

The development goal was to create a lightweight and uncompromising racing engine that still offers a manageable, linear powerband. With 63.5 hp peak output, 53.5 Nm of torque, and a dry weight of 26.8 kg, the engine meets these requirements on paper. The rev limit is set at 11,900 RPM, and the Desmo 450 MX features a 5-speed gearbox and complies with current noise regulations at a maximum of 109 dB. The service intervals are particularly user and wallet-friendly. An oil and oil filter service is due every 15 hours. The piston should be replaced every 45 hours, and the valve clearance should also be checked. Major engine service is only required after 90 hours.

The engineers aimed to build a highly symmetrical bike, with the shock absorber centrally positioned and the intake and exhaust paths as straight as possible. These requirements led to the choice of a perimeter frame, where steel was quickly ruled out as a material due to weight considerations. The frame consists of only eleven components, minimizing potential weaknesses from weld seams, and at 8.96 kg, it is one of the lightest motocross frames on the market. Cleverly integrated into the design are the side plastic frame protectors, creating homogeneous contact surfaces. The bodywork also ensures good freedom of movement and solid contact, with the right side featuring the exhaust and the left side mirroring it. The airbox can be opened easily and without tools from the side.

The fork and shock absorber are from Showa. Up front, a 49 mm diameter fork ensures optimal absorption of impacts. The compression and rebound damping can be adjusted with a click, and the outer tube features a Kashima coating. On the shock absorber, both the high-speed and low-speed compression damping, as well as the rebound, can be adjusted.

Ducati, as a premium brand, places great emphasis on equipping their bikes with high-quality components. The brakes and clutch master cylinder are sourced from Brembo. The brake discs, measuring 260 mm at the front and 240 mm at the rear, are manufactured by Galfer, and the Pirelli Scorpion MX 32 Mid-Soft tires are mounted on Takasago Excel rims.

The oversized handlebar features Lock-On grips, developed by Domino in collaboration with Ducati. Thanks to the asymmetrical handlebar clamps and two different positions on the triple clamp, the handlebar can be mounted in a total of four basic positions. A 7.2-liter tank provides sufficient fuel, even for long races in sand. The total weight, including all fluids but excluding fuel, is 104.8 kg.

On the left handlebar, a user-friendly control unit allows for the adjustment of various riding modes and aids. The Desmo 450 MX comes standard with a softer and a more aggressive riding mode. The quickshift function can be toggled on or off. Racers can utilize the launch control for starting assistance, and the traction control can be set to two levels or turned off entirely. With the optional Wi-Fi module, mounted on the right fork leg, and Ducati’s X Link App, options can be expanded. Four riding modes then become available, allowing users to individually adjust the engine braking and traction control levels. The launch control can also be set to different stages. These settings can be easily transferred from the app to the handlebar switch.

On the fast motocross track in Faenza, Italy, the Ducati proved to be a potent and well-rounded package. Two aspects of the Desmo 450 MX were particularly impressive: the high-revving Desmo engine and the electronic aids. The engine turned out to be very eager to rev without losing pull in the higher RPMs. It also avoids the unpleasant vibrations or harsh ride feel often found in 450cc bikes when they are revved high. Thanks to the Desmo concept, Ducati could gear the second gear significantly longer than usual for other manufacturers. The second gear on the Ducati feels like it encompasses both the second and third gears of other brands. Initially, there was an adjustment period, but once you realize that you can ride in much smaller gears than you would intuitively choose, the pace picks up significantly. The Ducati also pulls well from low RPMs and develops a smooth and well-controlled power delivery. Hobby riders will likely find the slightly softer first riding mode sufficient, while ambitious and faster riders may prefer the somewhat more aggressive second mode in most riding situations. The engineers didn't overpromise on the electronic aids, as Ducati has reached a new level here. I would describe both the traction control and launch control as almost foolproof. They do exactly what you'd expect: you can essentially just crank the throttle, and the electronics handle the fine-tuning. You don't feel overridden, but rather perfectly supported, allowing for truly sporty and ambitious riding. The traction control helped me travel faster and more safely, or at least more consistently and error-free, at high speeds across all four intensity levels. My personal favorite traction control setting was level one, which intervenes the least. Along with the very well-functioning quickshift feature, there's hardly any need to touch the clutch, resulting in a smoother and more energy-efficient ride. The electronic aids work better than those of any other manufacturer.

The rest of the Ducati also performed very well. The chassis is very neutrally balanced, instilling a lot of confidence and feel for the track. The Showa suspension worked equally well and was balanced, though on the very fast track in Faenza, it was on the softer side for ambitious riders, yet not overwhelmed. For most hobby riders, it should work very well. The brakes also did a good job, offering a solid bite point and were easy to modulate. The handlebar shape is known to be a matter of personal taste; personally, I found the ends a bit too angled, but many riders might like this form. This definitely falls under "nitpicking" and personal preferences. I could move well on the Ducati and found enough grip and contact on the bodywork and frame even during more radical maneuvers. To sit far forward, you have to slide up a bit on the seat, another minor critique from my side.

The Ducati Desmo 450 MX is not available at every Ducati dealership, but only at those that have proven themselves as off-road experts through strict evaluation. Currently, there are 21 dealers in Germany and four in Austria. They can be most easily found through the Ducati website under the dealer search section labeled "Offroad." The Ducati costs €12,490 in Germany, including VAT, plus €345 in additional fees, and €12,995 in Austria, including VAT and NoVA.