Rennie Scaysbrook | January 3, 2023
The midsize ADV market has a new and very potent player in the Ducati DesertX. How does it go against the established class king, the KTM 890 Adventure R?
Photography by Kit Palmer
We’ve said it a million times before here at Cycle News—the midsize ADV sector is the game to be in if you’re a manufacturer worth its salt.
KTM has known this for a few years with the 790/890 Adventure series, as has Triumph with its Tiger 850 and BMW with the 750/850 GS line. Yamaha recently joined with the Tenere 700 and Aprilia has done likewise with the fantastic Tuareg 660.
But there was one Euro manufacturer missing—Ducati. The Italians have made more noise than any of the aforementioned companies of late, releasing a deluge of new or revised models since 2019. That was the year we saw our first glimpses of the bike Ducatisti have longed for, a machine we finally got this year in the brilliant DesertX.
Far from being a trumped-up scrambler like the prototype that we saw in 2019 at EICMA, the DesertX was a ground-up job designed for serious sports adventure riding. And Ducati had one bike in mind it wanted to topple upon release, its Austrian neighbors to the north, KTM and the 890 Adventure R.
We’ve tested the 890 R against pretty much every other midsize ADV machine over the last few years and guess what? It’s won every time, so you think you’d be safe to say the KTM is going to win against the Ducati and go back to whatever it was you were doing before reading this test. Well, you might be very wrong.
Face Value
Ducati DesertX vs. KTM 890 Adventure R
Just for equal footing, we put both bikes on a set of new Metzeler Karoo 4 tires, the hoops we rode on in Iceland a few months ago and loved. You can check out the full Metzeler Karoo 4 tire test here.
The Ducati and KTM are quite different beasts designed for arguably different riders, but there’s no denying the sporting intention of both machines. You can read our full review of the DesertX here and the KTM ADV 890 R test here, but there are some key areas we should highlight before we get going.
The first is price. At $17,095, the Ducati is 8.7 percent more expensive than the KTM at $14,199. That’s a substantial chunk of change but one thing that must be considered with the Ducati is you can only buy one spec of motorcycle. That gives you the 110 horsepower at 68 lb-ft of torque out of the 11° Testastretta L-twin, a tubular steel chassis, KYB suspension and all the electronic trimmings, including six Riding Modes, four Power Modes, Ducati Wheelie Control (DWC), Engine Brake Control (EBC), cornering ABS with off-road mode, Ducati Quick Shift up/down (DQS), cruise control, full LED lighting system, Daylight Position Lamp (DRL), Ducati Brake Light (DBL that flashes for emergency stops), USB power socket, 12V socket and self-canceling indicators. Whew.
The KTM subscribes to the company’s model of gradual spec upgrades after purchase, but it’s really only the Rally Pack for an extra $500 you need. Rally Pack gives you the Rally throttle mode to go alongside the Street, Off-Road, and Rain modes and also unlocks nine-stage adjustable traction control—as opposed to the regular on/off traction control the KTM comes with as standard. There’s also KTM’s Motor Slip Regulation, which works with the slipper clutch and opens the throttle valves just slightly to give a more controlled deceleration if you chop the throttle hard or if the grip levels are low—like out on a trail.
On top of that, the KTM has the raucous 889cc parallel-twin pumping out 100 horsepower at 74 lb-ft, a tubular steel chassis with the low-mounted fuel tank near the rider’s knees, 12V power socket, cruise control, and 0.74 inches more rear suspension travel at 9.4 inches (front is also 9.4 inches, versus the Ducati’s 9.06).
Not Same, Same
Ducati DesertX vs. KTM 890 Adventure R
A closer look at the spec sheet reveals one of the major differences between the two bikes. With a wheelbase of 63.3 inches, a steering rake of 27.6° and a wet weight of 492 pounds, the Ducati has far more relaxed dimensions compared to the KTM’s 60.2 inch/26.3°/464-pound numbers, and this is something you really notice on the trails.
The Ducati is slower in the steering than the KTM, but it’s also more stable. This translates not only to greater confidence for an average off-road rider like myself compared to the expert-level my fellow tester Jesse Ziegler is, but the rangier riding position was also more comfortable for long periods in the saddle compared to the compact nature of the KTM.
The Ducati’s stability is one of its selling points, that long swingarm helping the chassis track beautifully over rough terrain without sending undue stresses to the front of the bike, while the KTM’s twitchier and snappier chassis suits a higher grade of rider that’s willing to screw it on a bit harder.
However, the KTM’s WP Xplor fork and shock combination are clearly superior to the Ducati’s KYB units when the going gets really rough. KTM’s spent years developing this fork and shock in conjunction with the 790/890 Adventure itself, perfecting it to the point where Jesse and I both agree it’s the best ADV suspension package on the market today.
But again, KTM’s Ready To Race mantra starts to shine through as the ride is stiff and taught compared to the softer base setup of the Ducati. In turn, this makes the Ducati nicer to deal with on tarmac, something we’ve got to take into account given how many tar miles these bikes do—we’re not all doing our own off-road Long Way Round tour.
The seat heights are near identical between the two bikes, the Ducati measuring only 0.2 inches less at 34.4. Brakes are the same in the Brembo monobloc radially mounted four-piston calipers and off-road ABS. And, weights are within two pounds fully fueled at 492 for the Ducati and 490 for the KTM. The fuel capacities are close at 5.54 gallons for the Ducati and 5.3 for the KTM.
However, Ducati has scored an ace over KTM in the travel department by designing the back of the motorcycle to carry the company’s accessory auxiliary gas tank that pumps the capacity up to a massive 7.9 gallons, the same as the BMW R 1250 GS Adventure. Whether you actually need eight gallons of gas is debatable, and we didn’t test the Ducati with the extra tank, but long-range riders will be happy to have the option for the Ducati.
KTM’s low-slung gas tank has always been one of its selling points, the low center of gravity by way of keeping the fuel low ensures that the 890 has plenty of stability over rough terrain even while the fuel load gradually decreases. You can ride over pretty much anything on an 890 R as the combination of this weight placement and the excellent WP suspension with a little extra travel makes for a seriously impressive machine. As does that parallel-twin motor.
KTM’s created one of the best engines on the market today for any type of motorcycle in the 100 horsepower 889cc unit. Mated to all the electronics the Ducati has, it’s smoother on the initial touch of the throttle compared to the Ducati when in full power mode and has more than enough top-end for highway use.
The Ducati’s 937cc L-twin still retains a tiny bit of hesitation (tiny) when in full power mode but when it’s dialed back for the dirt-level 75 horsepower, the throttle application is idyllically smooth. It’s rare you need more than 75 horsepower on dirt, even at the best of times, so at least for me, off-road mode was where the majority of my dirt time was spent.
However, Ducati missed a trick with the ease of use with the electronics. The phone-style dash can be a pain to navigate, and it’s more difficult to find and adjust the areas you want than the KTM.
KTM has kept the same dash for five years now and although, yes, we’re now used to it, the simple fact is everything is just easier to navigate with and adjust. That being said, it’s unlikely you’re going to require more than two individual preset maps on either bike—one for the road, one for the street—but the KTM’s ease of electronics use was still a win over the Ducati.
Which One Is Best?
Ducati DesertX vs. KTM 890 Adventure R
The answer to that is very much up to the individual and what you want out of your adventure riding.
I’ve got to be honest and say I was so impressed by the Ducati against the established star of the field in the KTM that—I can’t believe I’m saying this—I would take the Ducati for my personal bike if I were given the choice.
The combination of a rangy ride position, excellent stability thanks to the extended wheelbase over the KTM, that lovely engine (although not as nice as the KTM) and the fact I could (if I really wanted) put a couple of extra gallons on the back makes for a very persuasive argument, regardless of the cost. I also think it looks way prettier. I’m shallow, looks matter.
The KTM is indeed a sharper tool than the Ducati, which is absolutely undeniable. The racier suspension setup, low-slung fuel tank and the tighter confines of the cockpit suit a more aggressive rider than me, hence the reason Jesse is such a convert.
Unlike the hyper naked bike class, where everything is so damn fast, it only really matters what color you like your bike, the middleweight ADV sector represents very personal choices for the rider. For me personally, that makes the Ducati the winner. For Jesse, it’s the KTM. Horses for courses… CN
VIDEO | Ducati Desert X vs. KTM 890 Adventure R Comparison
Jesse’s Take
Ducati has stomped its way into the “midsize” ADV segment with the undoubtedly attractive and cool DesertX. This isn’t a hospitable place. It’s aggressive. Competitive. Tough. With established contenders covering the gamut across the performance-value-style spectrum, it’s quite possible a new face could get shunned and mocked and simply beat down by the pinnacle do-it-all weapons in this class.
I’ll admit it, I judged the DesertX bike before it arrived. I assumed it would be geometrically awkward with an unrefined power delivery for what ADV riders really want and need. Sort of like a hipster influencer’s ADV bike dream that doesn’t work but looks super cool. I mean, Ducati doesn’t have a ton of experience developing off-road focused, sub-1200cc travel bikes. They are Multistrada V4S people. And as brilliant as that bike is, I wouldn’t follow a KTM 890 Adventure R on one.
The KTM 890 Adventure R is on the opposite end of this spectrum. It was developed to be unbeatable in this class. With the best handling off-road manners, fantastic weight distribution, substantial tech pack of easy and effective rider aids, fantastic power and performance, and upward capability that will match any rider, it should be rightfully confident. It is very hard to beat.
So, we rode them together. DesertX vs. Adventure R. And a funny thing happened; the Ducati was awesome. Really awesome. It delivers a more stable ride, less precise maybe, than the tight and crisp KTM, but offers massive chassis control under power and while braking off-road. Stable is the word you’ll hear a lot of when describing this bike and to many that is a gigantic advantage. It’s just confidence inspiring to rip on.
The traditional “top-mounted” fuel tank straddling nearly a liter of Ducati L-twin power somehow hides its weight effectively when the tip-over gremlins appear. And the power is great. Easy to go slow with, easy to slide around like a teenager with, easy to rip down the pavement with. Ducati’s L-twin delivers more buzz than the parallel Austrian engine does at all rpm, but the power delivery to the rear tire is buttery smooth—a compliment to the dynamically stable chassis.
It’s hard to beat a KTM in off-road performance, and the Ducati is coming damn close. Suspension performance isn’t as over-built for the biggest obstacles, but for as rowdy as you likely want to get, it’s very good. KTM holds the advantage in extreme cases here.
So, if we’re keeping score. The Ducati is more stable, has easy-to-love power, handles nearly as well and arguably looks a whole lot better than the undisputed king of midsize ADV land. Pretty freakin’ great start. The one place Ducati has faltered is in the electronics. The navigation and visibility of its dashboard and all the systems it controls is weak. Like, tragically non-intuitive and complicated to get to the settings you want to change. Also, the narrow vertical dash screen is too phone-like and not immersive or easy to read as KTM’s fantastic display. It’s hard to tell what mode you’re in on the Ducati. KTM makes the information you want to know obvious, and its settings are remarkably easy to change in comparison.
The other chink in the armor of Ducati is the price tag. It’s going to be expensive. Ducati’s are and probably should be because they’re Italian and freakin’ cool. It’s a brand that demands a premium price. If you’re not into brands and just want performance, cost will be a negative for the Duc’.
I’m honestly hung-up on a winner here. Ducati hasn’t run the gauntlet of growing pains KTM has here. And KTM had a few with this model. So, the durability and dependability question—combined with the electronics confusion and cost premium—makes me resist giving a head-to-head victory to Ducati. But the fact that I’m considering it is a gigantic compliment to the DesertX and a surprise to me. I think it might be my favorite ADV bike right now.
It only comes down to the unknown keeping Ducati from beating KTM here in the long run. But from what I do know, I’m really impressed with the DesertX.~Jesse Ziegler
2022 KTM 890 Adventure R Specifications
MSRP: |
$14,199 |
Engine: |
Parallel twin |
Valvetrain: |
DOHC, 8 valves |
Displacement: |
889cc |
Bore x Stroke: |
90.7 x 68.8mm |
Horsepower (claimed): |
100 hp |
Torque: (claimed): |
74 ft-lb |
Cooling System: |
Liquid |
Fuel System: |
EFI Dell’orto w/ 46mm throttle body |
Transmission: |
6-Speed |
Frame: |
Chromoly Tubular steel trellis |
Front Suspension: |
WP Xplor, fully adjustable |
Rear Suspension: |
WP Xplor, single shock, fully adjustable |
Front-Wheel Travel: |
9.4 in. |
Rear-Wheel Travel: |
9.4 in. |
Front Brake: |
Radially mounted 4-piston calipers, dual 320mm discs w/ ABS |
Rear Brake: |
2-piston floating caliper, 260mm disc, w/ABS |
Front Tire: |
Continental TKC 90/90R-21 in. |
Rear Tire: |
Continental TKC 150/70R-18 in. |
Rake: |
26.3/26.2° |
Wheelbase: |
60.2 in. |
Seat Height: |
34.6 in. |
Fuel Capacity: |
5.3 gal. |
Weight (dry, claimed): |
432 lbs. |
2023 Ducati DesertX Specifications
MSRP: |
$17,095 |
Engine: |
Ducati Testastretta 11°, L-Twin cylinders |
Valvetrain: |
Desmodromic valvetrain, 8 valves |
Displacement: |
937cc |
Bore x Stroke: |
94 x 67.5mm |
Horsepower (claimed): |
110 hp |
Torque: (claimed): |
68 ft-lb |
Cooling System: |
Liquid |
Fuel System: |
EFI Bosch, w/ 53mm throttle body |
Transmission: |
6-speed |
Frame: |
Tubular steel trellis |
Front Suspension: |
KYB 46mm fork, fully adjustable. |
Rear Suspension: |
KYB shock, fully adjustable |
Front-Wheel Travel: |
9.06 in. |
Rear-Wheel Travel: |
8.66 in. |
Front Brake: |
Radially mounted, 4-piston calipers, dual 320mm discs w/ cornering ABS |
Rear Brake: |
2 piston, fixed caliper, 265mm disc, w/ cornering ABS |
Front Tire: |
Pirelli Scorpion Rally STR 90/90-21 in. |
Rear Tire: |
Pirelli Scorpion Rally STR 150/70-18 in. |
Rake: |
27.6° |
Wheelbase: |
63.3 in. |
Seat Height: |
34.4 in. |
Fuel Capacity: |
5.54 gal. |
Weight (curb, claimed): |
492 lbs. |