A sportbike for the real world. Ducati’s SuperSport 950 combines Panigale-esque looks with comfortable ergonomics. (Ducati/)

Ups

• A Ducati sportbike you can ride comfortably all day
• Trackday capability and everyday practicality
• S model has Öhlins suspension

Downs

• It’s unlikely to be as classic as the ‘90s Supersport
• Heated grips and panniers cost extra
• Cruise control is unavailable

Verdict

The Ducati SuperSport 950 is proof that not every sportbike has to be uncompromising. This bike treads the path set by its famous forebears, bringing contemporary technology, a tried-and-true desmo V-twin, and rational ergonomics to a twisty road near you.

SuperSport S models add Öhlins suspension front and rear, and a passenger seat cover. (Ducati/)

Overview

From the original production bevel-drive 750 Super Sport to Miguel Galluzzi’s iconic 900 Supersport, the Super Sport/Supersport designation evokes the legends of Borgo Panigale more than any other name. Revived in 2017 after a 10-year hiatus, the (now) SuperSport 950—with another spelling change to its name—is Ducati’s effort to continue the legacy.

With the advent of the belt-drive Pantah, the Super Sport concluded its duties as Ducati’s superbike platform, but the name lived on and was henceforth applied to a family of road-going models; no mere spectors of former racing glory, the Supersport became its own expression of the Borgo Panigale speed gene.

“If the 1980s was the age of Disco,” Peter Egan says, “then you might say the 1990s was the age of Ducati—at least for those of us who like the music of big-bore desmo V-twins from Italy. Ducati, of course, turned out an unbroken string of charismatic street- and racebikes in that era, but the one that really took the world by storm was the 900SS, introduced in 1991.

“The moderately high clip-ons, good seat, and dropped rearsets made this a Ducati you could ride all day,” Egan says.

The same can be said of the latest SuperSport 950. Updated in 2021 with more advanced electronic rider aids and a Panigale-esque fairing, the SuperSport is less nefarious than Ducati’s superbikes and arguably more proficient as a sportbike for the real world.

There was a time not long ago when there were plenty of sportbikes that were neither hard-edged race-reps nor borderline stodgy sport-tourers. RIP, Honda VFR750F. These days, the SuperSport practically carries the torch—at least if you want it to be Italian, red, and play the music of a big-bore desmo V-twin.

The SuperSport 950’s fairings were updated for the 2021 model year and feature subtle nods to Ducati’s Panigale V4. (Ducati/)

Updates for 2023

The SuperSport 950 and 950 S are unchanged for 2023. The last major update was in 2021.

Pricing and Variants

The SuperSport 950 has an MSRP of $15,195 and is only available in Ducati Red. The S version starts at $17,695 for Ducati Red and increases to $18,095 for Arctic White Silk. The S model distinguishes itself from the base model by using a 48mm Öhlins fork and Öhlins shock. The base model uses a 43mm Marzocchi fork and Sachs shock.

Competition

A sportbike unconcerned with ultimate performance is a bit of a rarity in 2023. Backing off a few tenths from performance single-mindedness means riders expect the SuperSport 950 to compensate with a modicum of versatility. Indeed, the SuperSport is more comfortable than a purebred sportbike, and is even available with semi-rigid luggage for light-duty touring. But it’s in no way a full-on sport-tourer.

That puts it in roughly the same category as the brand-new Moto Guzzi V100 (starting at $15,490), the Triumph Speed Triple 1200 RR ($20,950), and the BMW R 1250 RS (starting at $15,695), all of which are very different motorcycles. The Speed Triple RR is the most powerful and most performance oriented of the lot, while the Beemer veers toward the sport-touring side. Like the SuperSport, all would be tremendous fun on a canyon road.

One might also consider Kawasaki’s Ninja 1000 SX ($13,199) and Suzuki’s GSX-S1000GT ($13,149)—bikes that are sporty, but put equal emphasis on long-range comfort.

The SuperSport 950 is one of five models to use Ducati’s latest Testastretta 11º V-twin. In SuperSport trim, the engine is claimed to make 110 hp and 68.6 lb.-ft. of torque. (Ducati/)

Powertrain: Engine, Transmission, and Performance

The 2023 Ducati SuperSport 950 is powered by the 937cc Testastretta 11º V-twin. Ducati uses the engine (in various tunes) in the Monster, Hypermotard 950, Multistrada V2, and DesertX, making it the workhorse V-twin in Borgo Panigale’s lineup. While the Panigale V2′s oversquare Superquadro engine offers more performance, the 937cc Testastretta feels more classically Ducati.

With perfect primary balance, abundant low- and midrange torque, and a happy-to-rev nature, the SuperSport makes desmo twins feel amazingly rational.

In his First Ride Review, Bruno dePrato reported: “The engine is strong; 120 mph was easily reached even with the relatively short straight at my disposal. The flexibility and density of low-rpm torque made it easy to fully exploit the bike on corner exits. For a final check on the flexibility of the 937cc Testastretta 11º engine I took a full lap, including some rather tight sections, using only sixth gear. Even when the engine was down to nearly 2,000 rpm, torque was adequate to move the bike along comfortably, with no shuddering or coughing.”

It wouldn’t be a Ducati if there wasn’t some performance baked into the package. (Ducati/)

Chassis/Handling

The SuperSport 950 makes use of Ducati’s latest-generation trellis frame and has a single-sided swingarm. Standard models use a Marzocchi fork and Sachs shock, while S models roll on Öhlins components.

“Steering response is always precise, neat, and neutral. Lean angles can easily exceed 45 degrees even at relatively low speeds, because the bike feels secure and has plenty of torque to keep it moving through the corner,” dePrato writes. “The relatively long wheelbase helps the bike feel stable rounding full-blast 100-mph corners, yet it remains agile in very tight maneuvers at walking speed. It’s like no other Ducati I can remember.”

There’s no difference in braking package for standard and S models. Both SuperSport 950s come equipped with Brembo M4.32 calipers. (Ducati/)

Brakes

The SuperSport 950 base model and S version use Brembo braking components with dual 320mm discs and four-piston M4.32 calipers in the front and a 245mm disc/two-piston caliper setup in the rear. Cornering ABS is standard on both models.

Fuel Economy and Real-World MPG

Ducati claims the SuperSport receives 41.3 mpg.

The SuperSport 950 is fun to cruise around town and tear through the canyons. Available accessories include panniers, heated grips, and a taller windscreen, which open the door to longer-distance touring. (Ducati/)

Ergonomics: Comfort and Utility

Ergonomically, the SuperSport is far less aggressive than its Panigale siblings. dePrato notes: “When a long trackday ends with no aches and pains, that is a testament to the friendly riding position. The memory-foam seat also adds to the comfort factor.”

Another nod to civility is the two-way-adjustable windshield, which can be lifted 2 inches for added wind protection. Semi-rigid bags are available from the Ducati accessory catalog, as are heated grips and a taller windscreen, as part of a “touring” package.

Curiously missing is cruise control, a feature that would be beneficial for everything from commuting to touring.

A 4.3-inch full-color TFT display was added in 2021. Notice the riser clamps for the clip-on handlebars. The windscreen is two-position adjustable. (Ducati/)

Electronics

The SuperSport uses a Bosch six-axis IMU that works in conjunction with the rest of the electronics suite, managing cornering ABS, traction control, and wheelie control. Three ride modes (Sport, Touring, and Urban) are fully adjustable. A bidirectional quickshifter comes standard. Navigating through the settings can be done via the 4.3-inch TFT display and switches on the left handlebar. LED lighting is also standard.

Warranty and Maintenance Coverage

The SuperSport comes with Ducati’s two-year, unlimited-mileage warranty.

Quality

The SuperSport 950 is well-equipped and nicely finished with Ducati’s typical attention to detail and premium components.

Claimed Specs

	2023 Ducati SuperSport 950	2023 Ducati SuperSport 950 S
MSRP:	$15,195	$17,695 (Ducati Red)/$18,095 (Arctic White)
Engine:	937cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valve/cyl.	937cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valve/cyl.
Bore x Stroke:	94.0 x 67.5mm	94.0 x 67.5mm
Transmission/Final Drive:	6-speed/chain	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 53mm throttle bodies	Electronic fuel injection w/ 53mm throttle bodies
Clutch:	Wet, multiplate, self-servo, slipper; hydraulic actuation	Wet, multiplate, self-servo, slipper; hydraulic actuation
Engine Management/Ignition:	Ride-by-wire/TCI	Ride-by-wire/TCI
Frame:	Tubular steel trellis, engine as stressed member	Tubular steel trellis, engine as stressed member
Front Suspension:	43mm Marzocchi fork, fully adjustable; 5.1 in. travel	48mm Öhlins fork, fully adjustable; 5.1 in. travel
Rear Suspension:	Sachs monoshock; 5.7 in. travel	Öhlins monoshock, fully adjustable; 5.7 in. travel
Front Brake:	Brembo M4.32 calipers, 320mm semi-floating discs w/ Bosch Cornering ABS	Brembo M4.32 calipers, 320mm semi-floating discs w/ Bosch Cornering ABS
Rear Brake:	2-piston caliper, 245mm disc w/ Bosch Cornering ABS	2-piston caliper, 245mm disc w/ Bosch Cornering ABS
Wheels, Front/Rear:	Aluminum 3-spoke; 17 x 3.50 in. / 17 x 5.50 in.	Aluminum 3-spoke; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	Pirelli Diablo Rosso III; 120/70ZR-17 / 180/55ZR-17	Pirelli Diablo Rosso III; 120/70ZR-17 / 180/55ZR-17
Rake/Trail:	24.0°/3.6 in.	24.0°/3.6 in.
Wheelbase:	58.3 in.	58.3 in.
Seat Height:	31.9 in.	31.9 in.
Fuel Capacity:	4.2 gal.	4.2 gal.
Wet Weight:	463 lb.	463 lb.
Contact:	ducati.com

Source: MotorCyclistOnline.com

The 2023 Ducati Streetfighter V4 S. Upgrades over the standard model include Öhlins suspension suspension and forged wheels. (Ducati/)

Ups

• A showcase of Ducati’s engineering prowess, aimed at the street
• Menacing looks, flattering ride quality
• Electronic updates for 2023, including a wet ride mode, make it even more approachable

Downs

• You may get what you pay for, but you pay a pretty penny
• You pay for the performance at the gas pump too

Verdict

The pinnacle of Ducati street performance, the Streetfighter V4 family features the best technology Borgo Panigale has to offer. Eye-watering performance meets refinement and usability. It’s the consummate modern Ducati.

Few changes to the Streetfighter’s design, though the fuel tank has been updated to match the latest Panigale V4, for increased support in braking and cornering. Biplane winglets are standard on all models. (Ducati/)

Overview

Ducati’s Streetfighter V4 is an apex predator—a Panigale V4 stripped of its bodywork, with a handlebar above the top triple clamp and ergonomics designed for attacking the road. With daunting performance numbers and menacing looks, it may seem like a heart attack on two wheels, but its refinement and excellent rider aids make it amazingly approachable. Still, open the throttle and hang on tight. And make sure you’re thinking ahead.

Admittedly, we’re lucky to have the Streetfighter V4 on showroom floors. Ducati’s large-displacement naked bike platform disappeared entirely from its lineup during the twin-cylinder Panigale years, so it was with much anticipation that the name was revived in 2020 and based on the Panigale V4. It has not been a disappointment. Universally acclaimed for marrying blistering performance with rideability, the Desmosedici Stradale-powered Streetfighter is everything the original was not: refined and flattering. With MotoGP roots, decent ergos, and looks to kill, the bike is Ducati’s gift to apex-hunting road riders.

For 2023, the lineup consists of four models: Streetfighter V4, Stretfighter V4 S, Streetfighter V4 SP2, and Streetfighter V4 Lamborghini.

The beauty of the Streetfighter V4 platform is how much technology has been carried over from the Panigale V4, leading to an incredibly capable machine for track or street riding. (Ducati/)

Updates for 2023

As with the flagship Panigale V4, Ducati continually evolves the Streetfighter V4 to keep it at the pointy edge of the field. While 2023′s updates may seem minor, they’re proof that Ducati’s engineers continue to move the needle in terms of performance and safety. This year’s biggest developments are to the electronics and chassis.

On the electronic side, mirroring the changes it made to the 2022 Panigale V4, Ducati updated the power modes (which enable riders to adjust the throttle response and engine output). There’s also a new wet ride mode, should riders wish to tame performance and increase electronic intervention on wet pavement. Additionally, Ducati updated engine brake control (EBC EVO 2) and refined the software for the quickshifter to optimize shifting at partial and full throttle openings. The TFT dash display receives a new graphics treatment, lifted from the 2022 Panigale V4. In an attempt to keep the rider more comfortable on the street, Ducati refined the functionality of the cooling fan, and updated the tank shape.

On the hardware front, the S model joins the SP2 in receiving a lightweight lithium-ion battery as standard. On all models, the swingarm pivot has been positioned 4mm higher to reduce squat under hard acceleration and give the motorcycle more front-end bias to benefit corner entry. The engine mapping has been updated to optimize performance with new, larger silencer openings. Finally, the Streetfighter V4 receives the Panigale’s clutch cover to facilitate the installation of a dry clutch should owners choose.

If the S model isn’t enough, the SP2 goes a step further on the hardware front. Check out those carbon-fiber wheels. (Ducati/)

Pricing And Variants

The 2023 Streetfighter V4 is available in four variants: the base model, up-spec S model, the premium SP2, and a limited-edition Lamborghini model. The base model Streetfighter V4 ($22,095) is available in Ducati Red. The S model is available in Ducati Red ($27,595) and Grey Nero ($27,795). It distinguishes itself with semi-active Öhlins suspension (NIX30 upside-down 43mm fork and TTX36 shock absorber) and forged Marchesini wheels.

The Streetfighter V4 SP2 ($37,995) is a premium model that comes in a numbered series. In addition to the special winter test livery, the SP2 features carbon fiber winglets, a carbon fiber mudguard, a carbon fiber license plate holder, and carbon fiber wheels that are 3.1 pounds lighter than the S models’ forged aluminum rims. Other top-end components include Brembo Stylema R front brake calipers and billet aluminum rearsets. It also has Öhlins suspension that has been lifted from the Panigale. Nostalgic Ducatisti will appreciate the pièce de résistance: a dry clutch that’s sure to send shivers down the spines of all who love the signature rattle of the legendary Desmoquattro and Testastretta-powered superbikes.

The Streetfighter V4 Lamborghini ($68,000) is a collaboration between the two iconic Emilia Romagna brands. The model is limited to 630 numbered units plus an additional 63 units (for $83,000) designated for Lamborghini customers who want to customize their motorcycles to match their car. The Streetfighter V4 Lamborghini was specially redesigned by Centro Stile Ducati to resemble the Lamborghini Huracán STO. A lot more than just flashy bodywork and vibrant Verde Citrea and Arancio Dac livery, the motorcycle drips with premium components, including carbon-fiber bodywork.

The $68k Lamborghini edition. The revised bodywork is eye-popping. (Ducati/)

Competition

The hyper naked lineup is chock full of incredible motorcycles, including the BMW S 1000 R (starting at $13,945) and M 1000 R (starting at $21,345), the Aprilia Tuono V4 1100 ($16,199) and Aprilia Tuono V4 Factory 1100 ($19,599), the KTM 1290 Super Duke R EVO ($20,399), the Triumph Speed Triple 1200 RS (from $18,395), plus the MV Agusta Brutale 1000 RS ($29,998) and Brutale 1000 RR (from $37,798).

Competition from Japan includes the Kawasaki Z H2 (from $18,500) and the Yamaha MT-10 SP ($17,199). Riders who want—and can afford—such premium, high-performance offerings are spoiled for choice, and the Streetfighter V4 will be at or near the top of many people’s list.

Illicit content: dry clutch on the SP2. (Ducati/)

Powertrain: Engine, Transmission, and Performance

The Streetfighter V4′s 1,103cc Desmosedici Stradale engine delivers a claimed 208 hp at 13,000 rpm and 90.4 lb.-ft. of torque. The 90-degree V-4 adopts a crankshaft with its two crankpins set at a 70-degree angle to obtain perfect balance without the need to resort to power-robbing balancing shafts. Like the MotoGP racer upon which it’s based, the engine features a crankshaft that rotates opposite the wheels to counteract their rotational inertia and make the bike easier to turn. It also shares an 81mm bore with the MotoGP bike, as if to underpin the relationship.

Testers say: “It’s a delightful engine to ride at any pace, but a monster if you want it to be. Ducati struck gold in balancing its power characteristics, finding an impressive medium between rowdy performance and rideability.”

The Streetfighter V4 and V4 S models are separated by suspension and wheels. S models roll on semi-active Öhlins suspension and forged aluminum Marchesini wheels. (Ducati/)

Chassis/Handling

The Streetfighter V4′s chassis is based on the pyramidal sheet-aluminum structure Ducati calls a “front frame.” This uses the engine as an integral stressed chassis member for a very light construction, rigid overall in terms of both flex and torsion. The chassis geometry has classic road-going sporty numbers: 58.6-inch wheelbase, 24.5 degrees of steering rake, and 100mm (3.9 inches) of trail.

Testers describe the Streetfighter V4′s handling with superlative expressions like “impeccably planted.” The S model uses semi-active Öhlins NIX 30 forks and TTX 36 rear shock, an Öhlins steering damper, and forged-aluminum Marchesini wheels. The base model uses a manually adjustable 43mm Showa Big Piston Fork (BPF), a Sachs monoshock and cast-aluminum five-spoke wheels, and you’d still be hard pressed to describe this version as anything other than nimble.

As one might expect, each tier higher brings with it even more track-focused performance. That culminates in the V4 SP2, with its carbon fiber wheels and performance-tuned suspension that are more at home on the racetrack.

All Streetfighter V4 models come equipped with Brembo front brakes, though SP2 models are upgraded with the ever-impressive Stylema R calipers. (Ducati/)

Brakes

Top-shelf Brembo Stylema brake calipers bring the Streetfighter to a quick halt, aided by seamless intervention of the Cornering ABS EVO system and latest Engine Brake Control (EBC) EVO 2 software. The Brembo Stylema R brakes on SP2 models offer yet another bump in performance, with exceptional braking power that reminds you of the bike’s Panigale V4 SP2 roots.

Fuel Economy and Real-World MPG

The Desmosedici Stradale engine is renowned for being somewhat thirsty. CW hasn’t tested the 2023 model, however. Still, no one buys a 200-plus horsepower super naked for the sake of frugality, so unimpressive fuel economy probably isn’t going to be a deal breaker.

Hard to picture this as the face of a road-legal motorcycle. Menacing! (Ducati/)

Ergonomics: Comfort and Utility

With great horsepower comes a lot of heat. However, since the Streetfighter V4 is stripped bare, all that hot air doesn’t get trapped inside the fairing like it does on the Panigale, making for a far more comfortable ride out in the real world. Like the Panigale, it also features rear cylinder bank deactivation to keep the rider as cool as possible.

Our testers say the Streetfighter has “an ergonomic package worthy of all-day comfort.” A long and low reach to the handlebar gives it an aggressive stance, but not so much that it puts weight on the wrists. Even the saddle is pleasant enough for several hundred miles of riding.

Ducati’s latest fuel tank design is intended to better support the rider during braking and cornering, though testers still found it hard to support themselves under aggressive braking, while testing the Panigale V4, which uses the same fuel tank design.

Ducati spent a great deal of time fine tuning the layout of its TFT display for Panigale models, and that format has been carried over to Streetfighter models. (Ducati/)

Electronics

The Power Modes logic developed for the Panigale V4 and V4 S is carried over to the Streetfighter, with dedicated calibrations for the Desmosedici Stradale engine and the “less extreme” riding conditions. There are four engine delivery strategies: Full, High, Medium, and Low, the latter limiting output to “just” 165 hp.

The Streetfighter V4 uses a Bosch 6-axis IMU to manage its rider aids: launch control, wheelie control, traction control, engine brake control, cornering ABS, quickshifter, and slide control. Rider aids are fully adjustable in each of its ride modes, along with the aforementioned power output and throttle response, as well as suspension settings (on models equipped with semi-active suspension). The 5-inch TFT dash has smartphone connectivity and track-friendly features like a data analyzer and available lap timer. The electronics, which were updated for 2023, have been acclaimed since the model’s release in 2020.

Warranty and Maintenance Coverage

The Streetfighter V4 has a two-year unlimited mileage warranty.

Quality

Our testers have proclaimed: “This may be the most exquisite high-performance naked bike ever made.” This is Ducati doing what Ducati does best: pure performance.

Claimed Specs

	2023 Ducati Streetfighter V4	2023 Ducati Streetfighter V4 S	2023 Ducati Streetfighter V4 SP2
MSRP:	$22,095	$27,595	$37,995
Engine:	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.	1,103cc liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl.
Bore x Stroke:	81.0 x 53.5mm	81.0 x 53.5mm	81.0 x 53.5mm
Transmission/Final Drive:	6-speed/chain	6-speed/chain	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ elliptical throttle bodies	Electronic fuel injection w/ elliptical throttle bodies	Electronic fuel injection w/ elliptical throttle bodies
Clutch:	Wet, multiplate slipper and self-servo; hydraulically actuated	Wet, multiplate slipper and self-servo; hydraulically actuated	Wet, multiplate slipper and self-servo; hydraulically actuated
Frame:	Aluminum alloy	Aluminum alloy	Aluminum alloy
Front Suspension:	43mm Showa BPF fork, fully adjustable; 4.7 in. travel	43mm Öhlins NIX 30 fork, fully adjustable; 4.7 in. travel	43mm Öhlins NIX 30 fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Sachs shock, fully adjustable; 5.1 in. travel	Öhlins TTX 36 shock, electronic compression and rebound adjustable; 5.1 in. travel	Öhlins TTX 36 shock, electronic compression and rebound adjustable; 5.1 in. travel
Front Brake:	Brembo Monoblock Stylema 4-piston caliper, dual 330mm discs w/ cornering ABS	Brembo Monoblock Stylema 4-piston caliper, dual 330mm discs w/ cornering ABS	Brembo Monoblock Stylema R 4-piston caliper, dual 330mm discs w/ cornering ABS
Rear Brake:	2-piston floating caliper, 245mm disc w/ cornering ABS	2-piston floating caliper, 245mm disc w/ cornering ABS	2-piston floating caliper, 245mm disc w/ cornering ABS
Wheels, Front/Rear:	5-spoke light alloy (V4); 17 x 3.50 in. / 17 x 6.00 in.	3-spoke forged aluminum alloy (V4 S); 17 x 3.50 in. / 17 x 6.00 in.	5-split -spoke carbon fiber; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17	Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17
Rake/Trail:	24.5°/4.0 in.	24.5°/4.0 in.	24.5°/4.0 in.
Wheelbase:	58.6 in.	58.6 in.	58.6 in.
Seat Height:	33.3 in.	33.3 in.	33.3 in.
Fuel Capacity:	4.5 gal.	4.5 gal.	4.5 gal.
Wet Weight:	444 lb.	434 lb.	433 lb.
Contact:	ducati.com

Source: MotorCyclistOnline.com

New for 2023, the Monster SP features Öhlins suspension, Brembo Stylema brake calipers, and other up-spec components. (Ducati/)

Ups

• The least expensive model in the Ducati lineup (excluding Scrambler models) is also the best value
• Proven electronic rider aids package
• It’s the Universal Italian Motorcycle—approachable, fast, high-tech, and stylish

Downs

• The least expensive Ducati is still pretty pricey compared to the competition
• The Monster’s new style doesn’t make it an instant icon like the original
• Some Ducatisti may mourn the loss of signature elements, like the single-sided swingarm and trellis frame

Verdict

The Ducati Monster is an icon of Italian motorcycling style. The newest incarnation is a stylistic departure from the original, but by using Borgo Panigale’s latest chassis designs, it’s philosophically truer to the original than it’s been for years. With much of the same tech, less weight, a nice dose of go-fast eagerness, and a cheaper price tag than its stablemates, it’s arguably the best value in the Ducati lineup.

The Monster Plus comes standard with a fly screen and seat cowl. (Ducati/)

Overview

Miguel Galluzzi’s original Ducati Monster was as significant to Ducati’s future trajectory as its championship-winning superbikes. In close to 30 years, Ducati has sold more than 350,000 Monsters. While continually evolving over time, there’s never been a change as dramatic as the 2021 model refresh; in Borgo Panigale, as the superbike goes, so goes the rest of the lineup. As such, gone are the Monster’s phenotypic traits, like the trellis frame and single-sided swingarm. Some may see the technical changes as iconoclasm, but the Monster is a lighter, faster, and more modern motorcycle because of them.

For decades, the Monster lineup comprised motorcycles of various displacements and trim levels to suit rider experience and budgets. Until the addition of 2023′s SP variant, the new Monster had to be a one-size-fits-all Monster for the masses—and it pretty much was. Usurping the 821 and 1200 models in one fell swoop, the Monster uses the workhorse 937cc Testastretta 11° engine found in the SuperSport, Hypermotard, Multistrada V2, and DesertX. The engine map is tuned to be friendly and accessible, and the 366-pound claimed dry weight is matched with a 32.3-inch seat height and narrow waist to make the Monster approachable for a wide range of riders.

With up-to-date electronic rider aids, intuitive handling, a reasonable price tag, and the best power-to-weight ratio of all the 937cc Testastretta 11°–powered motorcycles, the Monster is more than just an entryway into Ducati ownership. No wonder it was Ducati’s second-highest seller globally in 2022.

Ducati describes the Monster’s design as essential. Neat lines, an engine, a seat, a fuel tank, and a handlebar. (Ducati/)

Updates for 2023

For 2023, the Monster pLUS becomes the base model for the US market, and includes a fly screen and seat cowl. The big news is the addition of the Monster SP to the lineup.

Pricing and Variants

The Monster Plus starts at $12,995 for Ducati Red. It’s also available in Aviator Grey and Dark Stealth for $13,195.

The new-for-’23 Monster SP ($15,595) ups the ante with a number of performance-oriented changes. To improve handling, the SP gets an Öhlins NIX 30 fork and Öhlins rear shock. It also comes with a steering damper, homologated Termignoni silencer, a lightweight lithium-ion battery, and reworked electronic settings. It also gets top-shelf Brembo Stylema calipers. Just in case passersby were to overlook the gold anodized fork or chunky calipers, the SP announces its presence with a bespoke “SP” livery reminiscent of the world championship-winning factory GP22 racebike.

The Monster might be designed for the city, but it isn’t afraid of hitting the track. That is especially true of the SP model. (Ducati/)

Competition

The Monster may be a good value in Borgo Panigale-land, but compared to the competition, it’s no bargain. As a sign of the health of the category, most OEMs offer base and up-spec models, comparable to the Monster Plus and Monster SP. From Europe, there’s the KTM 790 Duke ($9,199) and 890 Duke R ($12,949), the Triumph Street Triple R ($9,995) and Street Triple RS ($12,595), and various trim levels of the BMW F 900 R (starting at $8,995).

From Japan, the options include the Kawasaki Z900 ($9,399) and Z900 SE ($10,899), the Yamaha MT-09 ($9,799) and MT-09 SP ($11,499), and maybe even the Honda CB1000R Black Edition ($12,999).

Each model is representative of its brand’s values: from the “Ready to Race” Duke to the well-equipped three-cylinder Street Triple and the I-can’t-belive-it-comes-with-Öhlins MT-09 SP. While these models definitely push back on being categorized as standards—some even tread on hyper-naked territory—the Monster seems less caught up with labels, confident in its own middle ground. All these bikes are the Monster’s direct competition, but not entirely naturally, it must be said. Next to the aggressive visages of some of them, the Monster’s not-quite-round headlight looks downright classic. Perhaps that’s telling. Regardless, the Monster is the only V-twin on the list and the only one with a tricolore sticker on the tailsection.

Powertrain: Engine, Transmission, and Performance

The Monster’s power delivery is linear, building progressively to a claimed peak output of 111 hp at 9,250 rpm and peak torque of 69 lb.-ft. at 6,500 rpm. Unlike the Hypermotard, which is indeed hyper, the Monster is civilized and approachable. It’s just as willing to be ridden around town as it is poised to be flogged down a mountain road.

The Monster comes standard with an IMU-managed up/down quickshifter. The six-speed box is a bit notorious for getting false neutrals between sixth and fifth, but Ducati refined the transmission to alleviate the problem.

The Monster’s new aluminum frame carries on the tradition of using Ducati’s superbike technology. (Ducati/)

Chassis/Handling

For 2021, Ducati gave the Monster a Panigale-style aluminum monocoque frame that saves 10 pounds. The rear subframe is made of glass fiber reinforced polymer, which saves an additional 4.2 pounds. In all, the Monster is 40 pounds lighter than its 821 predecessor. The result is agile handling that makes side-to-side transitions a breeze, and around-town maneuvering effortless.

The base model has nonadjustable KYB suspension (except for preload in the rear), but performance is adequate for the average rider.

SP models use a fully adjustable Öhlins NIX30 fork that’s 1.3 pounds lighter than the fork on the Monster Plus, and have a fully adjustable Öhlins shock out back. Higher-spec Pirelli Diablo Rosso IV tires are used, and the steering geometry is slightly more aggressive.

SP models add Brembo Stylema brake calipers and fully Öhlins adjustable suspension. (Ducati/)

Brakes

The base-model Monster uses 320mm discs up front with Brembo M4.32 radial-mount calipers, and a radial-mount master cylinder. It’s a tried-and-true braking package that offers good feel and power. Harder braking forces squeezed from higher-performing components would quickly overwhelm the suspension. For demons on the brakes, the SP model’s Brembo Stylema and Öhlins suspension are very appealing.

Fuel Economy and Real-World MPG

There are currently no fuel mileage numbers available for the Monster.

The Monster’s headlight: almost round. Styling changes may not be as immediately iconic as the original, but are more conventional than some of the competition. (Ducati/)

Ergonomics: Comfort and Utility

Compared to its predecessor, the Monster’s handlebar is 2.6 inches closer to the rider, and the footpegs are 1.4 inches farther back and 0.5 inch lower. The seat is comfortable for all-day blasts but the slope at the tank can lock the rider in place. The bike feels very compact yet the rider triangle is generous and accommodates riders of various body types.

Navigating the Monster’s TFT dash is intuitive. (Ducati/)

Electronics

The Monster’s electronic rider aids include cornering ABS, traction control, wheelie control, and launch control, all of which are preset in each of the three ride modes (Sport, Touring, Urban). Ride mode settings are customizable. The Monster’s 4.3-inch TFT dash and left-hand switch gear make navigating the menus intuitive. LED lighting accentuates the bike’s modern styling.

Warranty and Maintenance Coverage

Ducati offers a 24-month factory warranty.

Quality

The Monster uses Ducati’s typical premium switchgear and components.

Claimed Specs

Source: MotorCyclistOnline.com

While instantly recognizable as a Diavel, the V4 has entirely new styling compared to previous generations. (Ducati/)

Ups

• Concept bike styling for the street puts even the old Diavel in the shade
• V-4 engine combines brutal performance with thoughtful nods to practicality
• Endless layers of electronic wizardry
• So much lighter than it looks

Downs

• You won’t be able to make a subtle entrance
• V-4 engine lacks the outright torque of old 1260 V-twin
• More expensive than the old Diavel 1260 V-twins

Verdict

If you’re a shrinking violet who shuns attention and would rather blend into the background than gather a crowd, the Ducati Diavel isn’t the bike for you. This is one of the most head-turning two-wheelers ever made and the latest iteration gains Ducati’s high-tech Granturismo V4 engine in place of the desmo V-twin of its predecessors. It’s a bold move from a company that until recently was so wedded to the V-twin format that any other engine was nearly unimaginable, but if the Diavel V4 can combine the remarkable mix of stance, handling, and performance of its predecessor with the success that the V-4 engine has brought to the Panigale, Streetfighter, and Multistrada lines, then it’s likely to be a landmark model in the firm’s history.

A four-exit exhaust is one of the key visual identifiers of the Diavel V4. (Ducati/)

Overview

The Diavel has always been a remarkable machine. Despite appearing like it’s inspired by such bikes as Yamaha’s VMAX, its lack of weight and impressive handling and braking mean it defies preconceptions about being a one-trick pony that can only shine in a straight line.

The latest V-4 version follows in its forebears’ footsteps, but its achievement is even more impressive. Despite two extra cylinders and a substantially bigger fuel tank than the old Diavel 1260, the Diavel V4′s fully fueled weight is 24 pounds lighter than its predecessor.

With styling that evolves the original Diavel’s themes, concentrating the visual mass of the bike even more noticeably toward the front thanks to the densely packed V-4 powertrain, plus standout elements like the four-exit exhaust and taillights made of dozens of tiny LEDs shining through honeycomb-style holes under the tail, there aren’t many bikes that will attract as much attention and have the ability to back up their appearance with real-world performance to match.

Single-sided swingarm and blacked-out, 50mm fork, but there’s no Öhlins-equipped S version. (Ducati/)

Updates for 2023

Despite the evolutionary nature of the styling updates, everything about the Diavel V4 is new for 2023. The engine is a modified version of the spring-valve Granturismo V4 that first appeared in the Multistrada, slung under a new frame and ahead of a redesigned single-sided swingarm.

High tech has become a Ducati calling card over the last few years, and the Diavel V4 is no exception, with an evolution of the cylinder cutout system that first appeared in the Multistrada, so the 1,158cc V-4 can operate as a 579cc parallel twin, running the front cylinder bank only at low speeds to help improve economy, emissions, and prevent heat-soak reaching the rider.

Ducati isn’t afraid to push the limits when it comes to styling, especially on the Diavel. Taillights are made of dozens of tiny LEDs shining through honeycomb-style holes under the tail. (Ducati/)

Pricing and Variants

Initially, there’s just one Diavel V4, and it sits above the holdover Diavel 1260 and Diavel 1260 S in the range (in European markets, the Diavel 1260 models are discontinued, so they may not hang around much longer). The base MSRP of $26,695 is $4,900 more than a Diavel 1260 and $1,800 above the 1260 S, even though the V4 doesn’t have the semi-active, electronically adjustable Öhlins suspension of the 1260 S.

Competition

The closest rivals to the Diavel V4 are within Ducati’s own range, with the V-twin-engined Diavel 1260 offering similar outright performance and the XDiavel lineup adding a lower, more cruiser-style look but with similar themes.

Away from the Ducati family, competition to the Diavel depends on your priorities. If you want to turn heads and enjoy huge globs of torque, Triumph’s Rocket 3 R has to be an option, though it’s a much heavier, larger bike overall. At the other end of the scale, if you prioritize performance, individuality, and handling but are prepared to compromise on appearance, Kawasaki’s Z H2 could be on your shopping list.

Few bikes will attract as much attention as the Diavel V4, and have the ability to back up their appearance with real-world performance to match. (Ducati/)

Powertrain: Engine, Transmission, and Performance

While Ducati has proved it’s more than capable of making insane amounts of power from its V-4 engines, the Granturismo version doesn’t try to set new records for outright performance. At a claimed 168 hp, it makes 11 hp more than the Diavel 1260, while the 1,158cc V-4′s 93 lb.-ft. of torque lags slightly behind the 95 lb.-ft. of the larger 1,262cc V-twin.

Unlike the Desmosedici Stradale V4 used in the Panigale and Streetfighter, the Granturismo V4 uses conventional valve springs instead of the desmodromic system, moving away from a setup that’s been a Ducati signature since the ‘70s, but it gains the same cylinder cutoff system used in the Multistrada V4, extended and expanded for 2023 with the ability to ride at low speeds using just the front cylinder bank (the first version of the system operated only when stationary at idle).

As well as saving fuel, the system helps stop your legs from getting baked by the rear cylinder bank’s heat while stuck in traffic, and while the switchover between two- and four-cylinder modes happens automatically, Ducati has ensured there’s a distinct change in exhaust note as it does so.

It drives through a slipper clutch to six-speed box with a standard up-and-down quickshifter as standard equipment.

The Diavel is built for more than just cruising the open highway. (Ducati/)

Chassis/Handling

The chassis is completely new to suit the V-4 engine format, using an aluminum monocoque front frame section bolted to the top of the engine, which itself doubles as a structural component. At 26 degrees, the rake is steep for this sort of bike—a degree less than the Diavel 1260—and there’s less trail and a shorter wheelbase than the V-twin too. The bike’s physical mass is shifted forward, along with the rider, to put more emphasis on the front wheel.

That wheel is slung between a fat, 50mm fully adjustable USD fork, matched to a piggyback monoshock at the rear, again fully adjustable and acting on a single-sided cast alloy swingarm. At the back, a huge 240-section Pirelli Diablo Rosso III tire carries on the Diavel tradition of using oversized rear rubber to emphasize its accelerative potential. According to Ducati, that means 0–60 mph in under three seconds.

Brembo Stylema four-piston radial calipers are intended to offer all the stopping power needed to get the Diavel V4 slowed down. (Ducati/)

Brakes

With so much acceleration on tap, slowing down is equally important and the Diavel achieves it via Brembo Stylema four-piston radial calipers at the front, acting on two 330mm discs and assisted by cornering ABS. A 265mm disc and two-piston Brembo caliper help at the rear.

Fuel Economy and Real-World MPG

Ducati hasn’t announced US economy figures, but for the European-spec version of the Diavel V4, the numbers (6.4L/100km) translate to 36.75 mpg. With a 5.3-gallon fuel tank, up from 4.2 gallons on the Diavel 1260, that economy would give a potential range of nearly 200 miles between stops.

Backlit, and well-designed switches enable the rider to easily adjust rider-aid and cruise control settings. (Ducati/)

Ergonomics: Comfort and Utility

The Diavel’s upright riding position and wide bar, without the forward-mounted foot controls of the XDiavel, is a comfortable prospect, although the lack of a screen means that as speeds rise you’ll be battling against your own torso’s wind resistance. Despite the bike’s imposing styling, the seat is only 31.1 inches off the ground, making it a more attractive proposition than sportbikes or adventure bikes to anyone with a short inseam. Compared to the Diavel 1260, the shorter Diavel V4 positions you 0.8 inch closer to the bar.

Even passengers aren’t forgotten, with clever, foldaway pillion pegs that hide under the seat unit and a telescopic grab handle at the back, so they don’t mar the bike’s lines when you’re riding alone but are always there when you need them.

A full-color TFT display is well laid out, providing pertinent information in an easy-to-read format. (Ducati/)

Electronics

Ducati has built a reputation for advanced electronics, becoming the first brand to offer cornering ABS as standard on all its models, and the Diavel is predictably packed with rider assists. As well as cornering ABS, there’s lean-sensitive traction control, launch control, cruise control, wheelie control, and a bidirectional quickshifter as standard. A color TFT dash provides access to all their settings—and there are a lot of them—as well as three power modes and four riding modes.

That TFT dash also gives you Bluetooth connectivity for smartphones for media control, with turn-by-turn navigation as an optional extra.

Warranty and Maintenance Coverage

There’s a 24-month, unlimited-mileage warranty, and the Diavel V4 also pursues Ducati’s aim to reduce maintenance costs with 24-month or 9,000-mile service intervals, with the big service for valve clearance adjustment not needed until 36,000 miles.

2023 Ducati Diavel V4 Claimed Specs

MSRP:	$26,695
Engine:	1,153cc, DOHC, liquid-cooled, 90-degree V-4 w/ counterrotating crankshaft; 4 valves/cyl.
Bore x Stroke:	83.0 x 53.5mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	EFI w/ 46mm elliptical throttle bodies
Clutch:	Wet, multiplate w/ slipper action; hydraulic operation
Engine Management/Ignition:	Ride-by-wire
Frame:	Aluminum monocoque
Front Suspension:	50mm upside-down fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Monoshock, fully adjustable; 5.7 in. travel
Front Brake:	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS
Rear Brake:	Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS
Wheels, Front/Rear:	Cast aluminum alloy; 17 x 3.5 in. / 17 x 8.0 in.
Tires, Front/Rear:	Pirelli Diablo Rosso III; 120/70ZR-17 / 240/45ZR-17
Rake/Trail:	26.0°/4.4 in.
Wheelbase:	62.7 in.
Seat Height:	31.1 in.
Fuel Capacity:	5.3 gal.
Claimed Wet Weight:	520 lb.
Contact:	ducati.com

Source: MotorCyclistOnline.com

The DesertX’s retro-modern styling makes it an attention grabber. There’s a lot of performance behind those uniquely designed fairings too. (Ducati/)

Ups

• Chassis isn’t afraid of the dirt
• Excellent electronics for all conditions
• Flexible and fun Testastretta 11° engine

Downs

• Expensive for a “middleweight” ADV
• Lots of menu navigation to get settings dialed

Verdict

Riders looking for a hardcore adventure bike that’s lighter, more agile, and can be ridden much more aggressively than open-class bikes have a great option in the Ducati DesertX. This dirtworthy adventure bike will go places Ducati’s more travel-oriented Multistrada wouldn’t dare.

The DesertX’s suspension is very well controlled, especially on big hits. (Ducati/)

Overview

Ducati’s DesertX fills a void in Ducati’s adventure-bike lineup as a more hardcore middleweight ADV intended to tackle rougher terrain than a street-biased adventure bike. An early design goal was to ensure that the bike came equipped with 21-inch front and 18-inch rear wheel sizes, opening the door to much more aggressive knobby tire options. Chassis dynamics were also intended to align better with the expectations of riders used to off-road enduro machines. Manually adjustable long-travel Kayaba suspension, well-balanced geometry, and a riding position optimized for riding while standing make the bike feel more like a large enduro than a downsized Multistrada.

Ducati’s Testastretta 11° engine is a great fit. This engine is intended to provide an ideal balance between power and tractability. An expansive suite of electronic rider aids ensures that you can find the right combination of power output, traction control, and engine characteristics for every type of terrain from asphalt, dirt, sand, and mud.

A full line of accessories also means that the DesertX can be tailored for any rider’s intended type of adventure riding.

Updates for 2023

The DesertX is a brand-new model for 2023, though it shares an engine with its distant cousin the Multistrada V2. The X was designed to provide a more off-road-oriented adventure model in Ducati’s lineup.

It’s easy to see that the DesertX is designed for exploring and serious off-road adventure. (Ducati/)

Pricing and Variants

The DesertX is priced at $17,095 and comes in a single variant; however, a variety of accessory packages are available to choose from to tailor the bike to a rider’s wants and needs. There’s a $2,805 Touring package, with aluminum side bags and mounts, heated grips, and centerstand; a $1,550 Off-road package, with engine guard plate, radiator guard, steel tube bars, and hand guards; a Sport package, pricing TBA, with homologated silencer, number plate holder, and billet aluminum fuel tank cap; a $1,320 Urban package, with aluminum top case with top rack, handlebar bag, and top-case cushion; and a $1,850 Rally package, with a 2.1-gallon rear-subframe-mounted auxiliary fuel tank, front headlight grille, and rally seat.

Competition

The middleweight ADV category continues to grow in terms of popularity, so there are many great models from multiple manufacturers.

Standout options in this space include: Aprilia Tuareg 660, Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, and the Triumph Tiger 900 models.

The 937cc engine is the same as used in the Multistrada V2, but with revised first and second gear ratios, a lower-ratio final drive, and fresh calibration designed to deliver as wide a spread of power as possible. (Ducati/)

Powertrain: Engine, Transmission, and Performance

The DesertX is equipped with the liquid-cooled DOHC desmodromic four-valve Testastretta 11° L-twin, with 94-by-67.5mm bore and stroke measurements. It’s fed by a pair of 53mm throttle bodies with ride-by-wire control, passing exhaust gases through a stainless steel exhaust system with a single catalytic converter into a single muffler. The engine produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. of peak torque at 6,500 rpm. Valve check intervals are 18,000 miles apart, with 9,000-mile maintenance intervals.

In Cycle World’s First Ride Review, we said, “The Testastretta 11-degree engine is a great choice, providing just the right amount of power while also keeping overall weight down to respectable levels. The DesertX was set to Sport mode to start, as the ride began on asphalt and we wanted to get a feel for the engine’s unmuzzled power and street settings. Power delivery is crisp and responsive with throttle response defaulting to Dynamic, and power at maximum, while DTC is set at a very conservative 5, and wheelie control at 2. The new bike definitely doesn’t have the shove of its big brother the Multistrada V4, but since the DesertX weighs about 40 pounds less, it doesn’t feel that far off. The Touring mode is quite similar to Sport, however; it uses the Smooth throttle response, which would likely be most people’s preferred mode for cruising around at a less aggressive pace.

“Think of Rally as Sport mode for the dirt. The default settings are Full power with Dynamic response, ABS on its minimum setting, wheelie control off, and traction control at 2. This is the most playful setting available on the DesertX. With just a touch of safety net provided with the ABS and TC, the bike can be ridden aggressively with just enough peace of mind in case the rider does something stupid.”

The DesertX has incredible on-road manners for a bike with such a clear off-road bias. (Ducati/)

Chassis/Handling

The core features that engineers focused on to ensure good off-road capability were an off-road-ready chassis with a tubular-steel trellis frame and double-sided aluminum swingarm. Wheel sizes of 21-inch front and 18-inch rear allow the use of aggressive off-road tires. The bike has a near-10-inch ground clearance and long-travel, manually adjustable Kayaba suspension front and rear; the wheelbase measures 63.3 inches between the axles, while front-end geometry is set with 27.6 degrees of rake and 4.8 inches of trail. Ducati’s claimed wet weight is 492 pounds with fuel filled to 90 percent capacity.

The DesertX is very well balanced for off-road riding, with great front-to-rear weight distribution. Hit a jump and the bike flies level and straight without any drama, giving the rider the confidence to tackle technical terrain. What’s more impressive is the bike’s composed attitude while navigating through rocks and chop. Hit an unexpected grapefruit-sized rock and the chassis simply deals with it, snapping the wheels back into line almost instantly. That’s a quality even some enduro bikes don’t have.

Brakes

Braking is handled by a pair of radial-mount Brembo four-piston Monoblock calipers and 320mm discs at the front, while a twin-piston caliper and 265mm disc reside at the rear. The system is managed by Bosch’s lean-sensitive ABS, which gets info from the six-axis IMU.

The DesertX’s Brembos provide very good feel both on and off road, with ample power and progressive, smooth ramp-up. From the ride review: “When combined with the sophisticated ABS, the front brake could be used hard when needed, while the off-road modes allowed good control of the height-adjustable rear brake while allowing riders to switch it off completely and be able to lock the rear wheel for better control in the dirt.”

Fuel Economy and Real-World MPG

Cycle World has yet to put a DesertX through a long-term test and acquire fuel economy numbers.

More signs of Ducati’s serious off-road intent. The DesertX’s footpegs are seriously aggressive. (Ducati/)

Ergonomics: Comfort and Utility

The DesertX’s riding position is a major contributor to the way the bike handles. Ducati spent a lot of time and effort to dial in the layout, especially for standing up on the pegs, and the test riders nailed it. For a 5-foot-11 rider, the reach to the bars feels nearly perfect. Not only does the rider feel totally in command when standing, but the bike reacts with complete predictability, allowing riders to find traction, break traction, or get a better feel while braking.

The DesertX comes with a 5-inch TFT display that’s been turned vertical for easy viewing seated or standing. (Ducati/)

Electronics

In the convenience and comfort department, the bike has cruise control and an up-and-down quickshifter. The DesertX features six riding modes, a Ducati first, with Sport, Touring, Urban, Wet, Enduro, and Rally on tap. All modes have presets for three levels of Engine Brake Control (EBC); eight levels of Ducati Traction Control (DTC); four levels of Ducati Wheelie Control (DWC); three levels plus Off of Cornering ABS; four power settings, Full, High, Medium, and Low; and the ability to set throttle response to Dynamic or Smooth.

There’s a 5-inch color TFT display, cleverly rotated to a vertical orientation so as to be easier to see while the rider is in the standing position. All lighting is LED, and USB and 12V sockets are included.

Warranty and Maintenance Coverage

The DesertX comes with a 24-month, unlimited-mileage warranty.

Quality

The fit and finish on the DesertX is very nice, with its beautiful White Star Matte Silk paint and retro vibe making it stand out instantly.

2023 Ducati DesertX Specifications

MSRP:	$17,095
Engine:	Testastretta 11° liquid-cooled L-twin; 4 valves/cyl.; desmodromic valve train
Displacement:	937cc
Bore x Stroke:	94.0 x 67.5mm
Compression Ratio:	13.3:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	110 hp @ 9,250 rpm
Claimed Torque:	68 lb.-ft. @ 6,500 rpm
Fuel System:	Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate slipper and self-servo; hydraulic actuation
Frame:	Tubular steel trellis
Front Suspension:	KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel
Rear Suspension:	KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel
Front Brake:	Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS
Rear Brake:	Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS
Wheels, Front/Rear:	Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in.
Tires, Front/Rear:	Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18
Rake/Trail:	27.6°/4.8 in.
Wheelbase:	63.3 in.
Ground Clearance:	9.8 in.
Seat Height:	34.4 in.
Fuel Capacity:	5.5 gal.
Claimed Curb Weight:	492 lb.
Contact:	ducati.com

Source: MotorCyclistOnline.com