Video Summary - 2026 Ducati DesertX Review

Product reviewed

2026 Ducati DesertX (2nd generation) — a middleweight adventure/enduro-leaning bike (positioned by Ducati as completing its 2026 “middleweight lineup”).

Key features mentioned

New 890cc V-twin engine with variable valve timing (“variable valve timing trickery”).
Adventure-bias tune vs the previous DesertX: more street/tour-friendly character while staying off-road capable.
All-new design for the DesertX platform.

Off-road focus & confidence riding

Reported weight: 209 kg (dry/no-fuel stated), but it feels lighter and “playful.”
Thinner tank (narrower between knees/gusset) for improved rider control and confidence.
Riding modes discussed: Enduro/Duro, Rally, and Sport.
- Rally mode
  - ~75 hp mentioned.
  - “No TC, ABS only on the front.”
- Sport mode
  - Full power / ~110 hp (“110 Italian ponies” referenced).

Wheels, stance, and tires

Wheels/stance: 18” rear / 21” front
Front end feel: described as controlled rather than awkward (a common complaint on some adventure bikes).
Tires: Scorpion STRS
- Described as a strong all-rounder compromise—capable across terrain, but not optimized for maximum road performance or hardcore off-road.

Screen & ergonomics (major improvement)

The previous generation was criticized for harsh wind/turbulence above ~60 mph.
The new model is described as “night and day” at 80 mph, with improved wind protection.
Ducati also gets credit for screen adjustment.

Suspension upgrade

“Extra level of plushness.”
Upgrade includes a linkage and “more executive stroke at both ends” (improved balance and comfort).
Full floater effect is mentioned: compliance is improved, but it may feel slightly less raw off-road.

Brakes

Often described as “okay,” but “a bit wooden” on road and not special overall.
Preference noted: use the rear brake for best effect, especially downhill.

Clutch / gearbox feel

More complete/usable feel than before—generally smoother and more usable.

Serviceability improvements

Air filter can be changed without removing the tank, using three screws.

Mirrors

Cosmetic dig, but ultimately praised for function: “functional…they work” with good visibility.

User experience / ride impressions (what stood out)

Off-road confidence: the thinner tank + improved control equals more confidence than the previous DesertX.
Throttle/fueling:
- Smooth, friendly fueling and easier low-rev riding.
- The engine mapping is described as more mellow, with “user parameters far wider.”
- A note: it may lack some “Desmo excitement” compared to older Desmo motors, but is more usable.
Low-end tractability:
- You can ride lower in the rev range with less need to rev hard.
- Engine braking and controllability are praised; it doesn’t “stall” when used.
Riding character:
- Feels more fluid and “more complete/capable,” but less raw/exciting than earlier versions.
Comfort/touring reality check:
- It can tour, but it’s not “blessed” for long motorway stints.
- Even with improvements, wind protection isn’t ideal for hours on the motorway.

Pros (as stated)

Much better wind protection than 1st-gen (“night-and-day” improvement).
More confidence off-road thanks to thinner/narrower bodywork and better control.
Playful/light-feeling handling despite the 209 kg claim.
Suspension plushness upgrade for more comfort across terrains.
Versatile, smooth engine with a wide usable range and less hesitation.
Scorpion STRS as a good all-round compromise tire.
Improved serviceability: air filter accessible without tank removal.
Screen adjustment praised; mirrors praised for function.
Sport mode delivers satisfying full power.

Cons (as stated)

Brakes feel wooden / not special, especially for strong road braking and downhill (rear brake helps).
Possible loss of “soul/rawness” versus older Desmo excitement (more practical/usability-focused).
Not a true long-distance motorway tourer: wind protection still not perfect; fuel limited for an ~8L tank.
Grip complaint: grips described as “plastic” and replaced after.
Dash issue: early mention that the display shows “no gear” / doesn’t clearly indicate gear.

Comparisons made

Versus the previous-generation DesertX

Biggest win: wind protection improved above ~60 mph.
Biggest handling win: thinner tank improves off-road control.
Suspension changed and is now more plush.
Overall: more complete and easier to ride, but less raw than the older feel.

Versus key rivals/benchmarks (implied)

Yamaha Ténéré (benchmark) praised as excellent value, but Ducati power is described as being “right on the border” for some expectations.
890 Adventure mentioned as a benchmark.
The video implies Ducati is “more beefy” than the Ténéré, while arguing the Ténéré remains the value/performance/adventurability benchmark and needs a true head-to-head.

Pricing / numerical details mentioned

Price mentioned: $14,995 (“off at $14995”).
Weight: 209 kg without fuel.
Power references:
- ~75 hp in Rally mode
- ~110 hp in Sport mode
Wind/ride-speed reference:
- Previous model: bad above ~60 mph
- Improved model: cruising around 80 mph feels dramatically better
Fuel/touring references:
- 8 L tank noted (fuel described as limited for long rides)

Overall verdict / recommendation (concise)

Recommended if you want a confident, off-road-capable middleweight adventure bike with noticeably improved wind protection and more compliant suspension. It’s more practical, smoother, and easier to ride than the previous DesertX, but it’s not an all-day motorway tourer, and some aspects (brakes, grips, “less soul”) may disappoint riders chasing maximum excitement or premium feel.

Unique points mentioned (deduplicated)

2nd gen DesertX with new 890cc V-twin + variable valve timing and adventure-biased tune.
All-new design for the DesertX.
209 kg (no fuel), yet feels light and playful.
Thinner/narrower tank improves control and confidence.
Off-road modes (Enduro/Duro/Rally) with different delivery; Rally described with ~75 hp, no TC, and front-only ABS.
Sport mode gives ~110 hp.
Improved rideability: smooth, low-rev friendly, wide usable range.
Wind protection improved from poor behavior above ~60 mph to “night-and-day” around 80 mph.
Screen adjustment is a highlight; wind protection is a major improvement.
Front end feels controlled (not awkward).
Scorpion STRS tires as a capable all-rounder compromise.
Suspension upgrade adds more plushness via linkage/changed setup.
Brakes: okay, described as wooden; rear brake helps.
Air filter service without tank removal (three-screw access).
Mirrors praised for functionality.
Grip issue: described as plastic; replaced.
Dash issue: “no gear” / unclear gear display.
Touring reality: can tour, but not ideal for long motorway hours (wind + fuel limits).
Benchmark/value framing versus Ténéré, with Ducati claiming more power but call for a proper head-to-head.

Speakers/views

Primary speaker (“Dez” persona): main reviewer impressions (engine character, off-road confidence, wind screen improvement, suspension, brakes, touring limits, rival/value comparisons).
Second voice(s): brief interjections to confirm mode/power level during riding sections.

2026 Ducati DesertX Review

Key takeaways