Ducati Scrambler is just a nominal scrambler, while Multistrada Enduro is too big and too expensive. Now DesertX has changed all of this and is a suitable off-road Enduro bike

Ducati is a road bike manufacturer, right? Always. Even the 250/350/450cc Scrambler models of the 1960s are not really "scrambler", but this does not mean that they do not have a complete style.

Fast forward to 2015 and the new Scrambler made its debut, but despite the off-road expert footage that allowed the new model to perform well off-road, it is clear that this is a stylish boulevard cruiser, not a pukka off-road vehicle. Try appropriately.

Well, all of this will change with the launch of DesertX. Finally, this is a Ducati, and it pays more than just verbal service when playing in the mud. It may look like another retro-style toy, but under the skin, this is the most serious off-road bike Ducati has ever made.

With its own Scrambler 1200, Triumph successfully combines the beautiful appearance and capabilities of the retro, if any, Ducati does a better job. It looks like a Dakar bike in the early 1980s. It follows a styling path that no one has ever tried.

But what gets interesting is under the skin. Although the concept car uses an air-cooled v-twin from the Scrambler platform, DesertX is actually based on the Multistrada V2, which uses a 937cc Testastretta engine to produce 108bhp and 68lb.ft of torque.

The gearbox has completely revised the transmission ratio: for the cumbersome technical part, the first and second gears are much shorter, and compared with Multi V2, the third, fourth and fifth gears are also reduced, leaving the sixth gear as a long cruise files.

The 21" front wheel and 18" rear wheel sizes show that Ducati really takes off-road issues seriously: the 21" front wheel is considered a necessary condition to deal with obstacles, and the tire size allows the bike to drive a full row of off-road vehicle road tire options.

Connecting the tires to the new steel trellis chassis is the long-stroke Kayaba suspension, with a front stroke of 230 mm and a rear stroke of 220 mm. The damping adjustment is suitable for off-road riding. The ground clearance of 250 mm is as serious as you would like, but all of the above does mean a seat height of 875 mm, which is essential if the bike is to perform well off-road.

Braking may be handled by Brembo M50 single calipers, but the entire setting has been adjusted for off-road sensitivity instead of direct braking force.

Although the "sit down or stand up" debate rages on adventure or endurance riders, Ducati’s riding posture is tailored for the latter, allowing the rider to stand on a nail without bending over. And feel uncomfortable. Now, under normal circumstances, this means that the seat is more like a wooden board, but Ducati has taken care to make the seat more comfortable during long trips, thanks to the 21-liter fuel tank (you can choose to add an additional 8-liter fuel tank) ) For hardcore endurance races far from civilization, this is a serious proposal. The claimed dry weight is 202 kg (445 lb).

Naturally, the electronic equipment is first-class, and Bosch IMU (Internal Measurement Unit) can provide a complete set of rider assistance equipment-engine brake control, wheel control, cornering ABS, traction control and quick shifter. Six riding modes and four power modes, including two off-road modes with preset power, TC and ABS intervention levels. All of these can be adjusted through the 5" TFT dashboard.

Ducati DesertX came at the right time because of unprecedented interest in the aesthetics of rally bikes. They are the perfect middle ground between a full-featured MX bike and a large adventure bike, offering the best of both worlds, not to mention a thick and purposeful aesthetic. Ducati DesertX seems capable of entering hardcore rally raids out of the box, which does no harm to its chances. For the first time, this is a Ducati that is more likely to be used seriously than just looking good when going to the store or working.