Introduced in 1992, the Ducati M900 – which became more commonly known as the Ducati Monster – is the bike that many consider to be the establishing shot of the naked bike story.
The Monster has seen numerous iterations over the years, and Ducati says its newest addition to the lineup, the Ducati Monster SP, is “designed to enhance fun, thanks to technical equipment perfect for those who love sporty riding and embellish style with the Moto GP-inspired livery.”
EU-spec 2023 Ducati Monster SP
The Monster SP shares the same 937cc 11-degree V-Twin as its stablemates, the Monster and Monster Plus, with all three claiming 111 hp at 9,250 rpm and 69 lb-ft of torque at 6,500 rpm. The Monster SP also shares the throttle-by-wire system, a 6-speed gearbox with a quickshifter, and an assist/slip clutch.
Also standard is Ducati Power Launch, traction control, wheelie control, and cornering ABS. Stopping power for the Monster SP has been upgraded up front to Brembo Stylema monoblock 4-piston calipers on two 320mm semi-floating discs. Braking in the rear comes from a 245mm disc and a Brembo 2-piston floating caliper. While the existing Monster models feature Pirelli Diablo Rosso III, the Monster SP wheels are shod in Pirelli Diablo Rosso IVs.
EU-spec 2023 Ducati Monster SP
The 2023 Ducati Monster SP also adds on Öhlins NIX30 fork and Termignoni homologated silencer, steering damper, dynamic turn indicators, and a lithium-ion battery. The curb weight of the Monster SP also comes in at 410 lb, 4 pounds lighter than its stablemates. The SP also offers a slightly higher seat option, with the high seat accessory raising the height to 33.5 inches, as compared to the 32.3-inch top height of the Monster and Monster Plus.
EU-spec 2023 Ducati Monster SP
The 2023 Ducati Monster SP starts and $15,595 and takes the 2022 colors of the official team’s Desmosedici GP.
For the past 32 years, Rider has selected a Motorcycle of the Year. With the exception of two years when we made a People’s Choice selection by popular vote among readers (the Honda F6B in 2013 and the BMW R 1200 RT in 2014), it has been up to the Rider editorial team to choose a winner based on our collective experience with the year’s eligible contenders.
We ride as many of the new or significantly updated motorcycles released over the past year as possible, and we evaluate them within the context of their intended use.
Since we announced last year’s winner, we’ve tested cruisers, baggers, sportbikes, adventure bikes, naked bikes, minibikes, sport-tourers, luxury-tourers, cafe racers, standards, dual-sports, and even an electric dirtbike for kids.
Narrowing down such a diverse range of motorcycles into a single “best” isn’t easy. Our goal is to identify the one that best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
We haven’t always hit the mark. The BMW K1 we selected as our first MOTY in 1990 proved to be a flop, and the forkless Yamaha GTS1000 we selected in 1993 was the answer to a question no one asked.
Even if some of the selections we’ve made don’t stand the test of time, we stand by them because they were impressive motorcycles within the context of their eras. Others are easier to defend, like the 2001 Honda GL1800 Gold Wing, the 2002 Suzuki V-Strom 1000, the 2005 BMW R 1200 GS, and the 2017 Harley-Davidson Milwaukee-Eight Touring lineup.
For 2022, there were more than 60 eligible contenders. We narrowed them down to 10 finalists and one ultimate winner.
Winner of Rider’s 2012 MOTY award, BMW’s top-of-the-line luxury-tourer got its most significant update yet for 2022. Its ultra-smooth 1,649cc inline-Six makes 160 hp and 133 lb-ft of torque, its full suite of electronic rider aids was upgraded, and it has a huge 10.25-inch TFT, an air-conditioned smartphone compartment, and other new comfort and convenience features.
Competing head-to-head with the Kawasaki Versys 650LT, the all-new 650 ADVentura is powered by a 649cc parallel-Twin that makes 60 hp and 41 lb-ft of torque. It has an adjustable windscreen, a TFT display, LED lighting, a slip/assist clutch, standard ABS, Pirelli Angel GT sport-touring tires, and hard-shell saddlebags. At $6,799, it undercuts the Kawasaki by $3,200.
2022 Ducati Multistrada V4 Pikes Peak. Photo by David Schelske.
The range-topping Multistrada V4 Pikes Peak’s 1,158cc Grandturismo V4 cranks out 170 hp and 92 lb-ft of torque, and its apex-strafing game gets elevated with a new Race mode and revised quickshifter. It’s equipped with a full electronics package (including adaptive cruise control and blind-spot detection), Öhlins Smart EC 2.0 suspension, Brembo Stylema calipers, and more.
2022 Harley-Davidson Nightster. Photo by Kevin Wing.
The spiritual successor to the air-cooled Evo-powered Sportster, the all-new Nightster is a performance cruiser built on Harley’s modular liquid-cooled Revolution Max engine platform, in this case with a 975cc V-Twin with variable valve timing that produces 90 hp. Classic styling cues include a peanut “tank” (actually an airbox cover), a round air intake cover, and exposed rear shocks.
Toeing the line between a twist-and-go scooter and a step-over motorcycle, the all-new Honda Navi borrows the fan-cooled 109cc Single and CVT transmission from the Activa 6G scooter and the Grom’s popular design language. The 8-hp Navi weighs just 236 lb, has a 30-inch seat height, and is priced at just $1,807, making it an ideal gateway to the world of motorcycling.
Indian’s Challenger bagger, powered by the liquid-cooled PowerPlus 108 V-Twin that makes 108 hp and 113 lb-ft of torque at the rear wheel, was Rider’s 2020 MOTY. Touring capability gets a boost on the Pursuit Limited (or Dark Horse), which adds fairing lowers, a tall adjustable windscreen, a Touring Comfort seat, heated grips, and a trunk with an integrated passenger backrest.
2022 KTM 1290 Super Duke Evo. Photo by Kevin Wing.
Known as “The Beast,” the 1290 Super Duke R added “Evo” to its name and was updated with WP Semi-Active Technology (SAT) suspension available with six modes and automatic preload adjustment, a revised throttle-by-wire system, and more. Its 1,301cc V-Twin cranks out 180 hp and 103 lb-ft of torque, and its electronics allow riders to tame or unleash The Beast as they see fit.
2022 Royal Enfield Classic 350. Photo by Brandon Bunch.
The Classic 350 brings back the styling that made the Royal Enfield Bullet – built from 1931-2020 – such an iconic bike and pairs it with a 349cc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox. Available in nine color-style combinations and priced as low as $4,599, the Classic 350 is the embodiment of simple, fun, affordable motorcycling.
2023 Triumph Tiger 1200. Photo by Kingdom Creative.
Triumph completely revamped its Tiger 1200 adventure bike platform for the 2023 model year, shaving off 55 lb of weight, bolting in a 147-hp Triple from the Speed Triple, and equipping it with a new chassis and upgraded electronics. Five variants are available: the street-focused GT, GT Pro, and GT Explorer and the off-road-ready Rally Pro and Rally Explorer.
At the top of Yamaha’s Hyper Naked pecking order is the MT-10, a descendent of the FZ1 that was Rider’s 2006 MOTY. This “Master of Torque” is powered by a 160-hp crossplane inline-Four derived from the YZF-R1. It was updated for 2022 with new R1-derived electronics, upgraded brakes, revised styling and ergonomics, a new TFT display, and more.
And the 2022 Motorcycle of the Year Winner is…
SUZUKI GSX-S1000GT+
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
Here at Rider, we’re big fans of performance. That’s an often overused and general term, but it encapsulates so much of what we love about motorcycles. Powerful, thrilling engines. Strong, responsive chassis – everything from the frame to the suspension, brakes, and tires. And these days, electronic rider aids that allow responses to be tailored to different conditions or rider preferences.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
We’re street riders. We may do the occasional track day or school, but it’s usually to help us sharpen our skills so we can ride more confidently and safely on the street. We want performance that is exciting yet still manageable on public roads.
At the same time, we like to go the distance. Rider was started in 1974 just as the touring segment was taking off, and motorcycle travel has been one of the magazine’s hallmarks. We’ve tested thousands of motorcycles over the years, and we gravitate toward bikes that are comfortable, reliable, and versatile yet still get our performance juices flowing.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
Our 2021 Motorcycle of the Year was the Yamaha Tracer 9 GT, an adventure-style sport-tourer that’s lighter and more affordable than traditional heavyweight sport-tourers like the BMW R 1250 RT, Yamaha FJR1300, and Kawasaki Concours 14 – every one of which has worn Rider’s MOTY crown at some point. In fact, eight of our 32 previous MOTY winners have been sport-tourers.
And now, make that nine. The Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) delivers all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable MSRP of $13,799. It checks all the right performance boxes while also being practical and providing – as George Carlin would say – a place for our stuff.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GSX-S’s 999cc inline-Four is adapted from the GSX-R1000 K5, a bulletproof, championship-winning engine. Tuned for street duty, it churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.
As we said in our road test in the July issue, “The GSX-S engine is a gem with no rough edges. From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably.”
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GSX-S1000GT+ is equipped with the Suzuki Intelligent Ride System, which includes three ride modes that adjust throttle response, power delivery, traction control, cruise control, and other systems. It has the best up/down quickshifter we’ve ever tested, and thanks to its street-tuned, sportbike-spec chassis, the GT+ offers predictable handling, unflappable stability, and impeccable smoothness.
Touring amenities include comfortable rider and passenger seating, 25.7-liter side cases that can accommodate most full-face helmets, and a 6.5-inch full-color TFT display with Bluetooth connectivity via Suzuki’s mySPIN smartphone app. With its angular sportbike styling, the GSX-S1000GT+ looks as fast as it goes, and the side cases can be easily removed for an even sportier look.
As we concluded in our road test, “The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.”
Congratulations to Suzuki for the GSX-S1000GT+, Rider’s 2022 Motorcycle of the Year!
The Pikes Peak is the pointy end of the Multistrada V4 spear, a high-performance, state-of-the-art adventure bike designed to conquer the most challenging of mountain roads. Photos by Mike Levin and David Schelske.
The folks in Borgo Panigale makes the bold claim that the Ducati Multistrada V4 Pikes Peak is the sportiest adventure bike ever produced. And with its 1,158cc Grandturismo V-4 cranking out a claimed 170 hp and 92 lb-ft of torque and a new Race ride mode, the Pikes Peak can walk the walk.
The Multistrada is one of Ducati’s bestselling models, and 1 in 6 sold is a Pikes Peak. The Multistrada 1200 S Pikes Peak was introduced in 2011 to celebrate Greg Tracy’s win on a Multistrada at the 2010 Pikes Peak International Hill Climb, the legendary “Race to the Clouds” in the Rocky Mountains of Colorado.
With premium components and features from the ground up, the Pikes Peak is now the top-of-the-line model in the Multistrada family.
Carlin Dunne claimed a second win on a Multistrada in 2011, setting a new motorcycle record of 11:11.329. The following year, Dunne and Tracy swept the top two positions on Multistradas, with Dunne becoming the first to break the 10-minute barrier on a motorcycle with a new record of 9:52.819 and Tracy close behind at 9:58.262. Ducati Multistradas went on to claim two more wins at Pikes Peak in 2013 and 2018.
To help it feel more surefooted at speed, the Pikes Peak has revised steering geometry and a longer wheelbase than the standard Multistrada V4.
A large TFT display is mission control for changing ride modes, adjusting settings, etc.
In the past, Pikes Peak models were little more than styling variations on the base Multistrada. But for 2022, Ducati pulled out all the stops, moving the Pikes Peak to the top of the lineup by giving it the primo treatment from stem to stern.
Race mode replaces the Enduro mode found on other Multistrada models, and it is joined by Sport, Touring, and Urban modes. In Race mode, the rev limiter kicks in more gradually to allow uninterrupted drive at high revs. A revised quickshifter helps the cause with faster gear changes both up and down.
Öhlins Smart EC 2.0 semi-active suspension responds to changing conditions in real time.
The Pikes Peak’s comprehensive IMU-based electronics suite includes customizable power modes, traction control, ABS, wheelie control, and Öhlins Smart EC 2.0 semi-active suspension with event-based settings that adapt to the user’s riding style. It’s also equipped with front and rear radar that informs adaptive cruise control and blind-spot detection.
As racy as the Pikes Peak is, we got our first ride on speed-limited public roads near Palm Springs, California, including the sinuous Palms to Pines Scenic Byway (State Route 74), which climbs out of the Coachella Valley and into Santa Rosa and San Jacinto Mountains, ascending more than 5,000 feet.
With a spacious cockpit and a wide handlebar, the Pikes Peak’s attack position is much more comfortable than a sportbike’s.
Even at a spirited pace, the Pikes Peak felt like a greyhound on a short leash, eager to dash off at a moment’s notice. The Granturismo is a fireball of an engine, generating a heady mix of power, sound, and sensation that is exciting and engaging. In either Race or Sport mode, where power and throttle response are at their highest setting, the connection between the right grip and the rear tire was direct and fueling felt spot-on.
We’ve tested every iteration of the Multistrada over the years, and the V4 platform represents a high-water mark in terms of performance and handling. Ducati went a step further with the Pikes Peak to give it more stability at speed. Compared to the standard Multistrada V4, its wheelbase was lengthened by 1.1 inches to 62.8, its rake was increased by 1.25 degrees to 25.75, and its trail was increased by 0.7 inch to 4.7. Front wheel travel remains the same at 6.7 inches, but rear wheel travel was reduced by 0.4 inch to 6.7.
The Multistrada V4 Pikes Peak is a fireball and not for the faint of heart.
Ergonomics are sportier too. Compared to the standard Multistrada V4, the Pikes Peak has a narrower, straighter handlebar that’s 0.6 inch lower and footpegs that are 0.4 inch higher and 0.4 inch farther back. But it’s still based on an adventure bike platform, so it’s far more comfortable than nearly any sportbike on the market, especially those in Ducati’s lineup.
Diving into corners, the Pikes Peak clung to the pavement like a mountain goat on the side of a cliff, and it transitioned from side to side with ease. Credit goes to the adaptability of the Öhlins electronic suspension, the grip of the Pirelli Diablo Rosso IV tires, and the lightness of the Marchesini forged aluminum wheels, which shave off a whopping 8.8 lb of unsprung weight compared to the Multistrada V4.
Marchesini forged aluminum wheels save 8.8 lb of unsprung weight compared to the Multistrada V4, and Brembo Stylema monoblock radial calipers with Panigale pads and 330mm rotors are stunning stoppers.
When the go must slow, Brembo Stylema front calipers with Panigale brake pads pinching enormous 330mm discs are like a giant pause button that freezes time and space. These impressive stoppers seem to defy physics.
With motorcycles no longer competing in the Race to the Clouds, the livery of the V4 Pikes Peak was inspired by Ducati’s Desmosedici GP21 MotoGP racebike. Ducati Red paint is complemented by white number-plate graphics with the number “1” in black and a two-tone red and black seat with “V4” embossed on the pillion. Grace notes include carbon fiber accents on the beak and front fender, a dark smoke low windscreen, and a carbon fiber cap on the titanium Akrapovič silencer. And it’s a treat to see Ducati’s signature single-sided swingarm reappear on the V4 Pikes Peak, recalling Multis of the past.
A single-sided swingarm shows off the rear wheel.
As racy as the Pikes Peak is in terms of its capabilities and style, it’s still practical enough to be used as a daily rider or a sport-tourer. It has standard hangers for optional saddlebags, and available accessories include heated grips, a heated seat, a centerstand, and luggage/accessory packs (Touring, Urban, and Enduro). You can also go full hero with carbon fiber front and rear fenders, a racing exhaust system (+10 hp, +5 lb-ft, -11 lb), and a dry clutch kit.
Admittedly, in the 120 or so miles I put on the Multistrada V4 Pikes Peak, I barely scratched the surface of its capabilities. Only on a racetrack or a deserted road far from watchful eyes can the true nature of the Pikes Peak be revealed. That would be a special moment, and you’d better hang on.
The small square between the headlights and the beak is the front radar for adaptive cruise control. A rear radar informs blind-spot detection.
2022 Ducati Multistrada V4 Pikes Peak Specs
Base Price: $30,395 Website:Ducati.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse 90-degree V-4, DOHC w/ 4 valves per cyl. Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Horsepower: 170 hp at 10,500 rpm (factory claim) Torque: 92 lb-ft at 8,750 rpm (factory claim) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 62.8 in. Rake/Trail: 25.8 degrees/4.7 in. Seat Height: 33.1/33.9 in. Wet Weight: 527 lb Fuel Capacity: 5.8 gals.
We got a first ride on the all-new Ducati DesertX in the Rocky Mountains of Colorado. Photos by Gregor Halenda and Scott Rounds.
Ducati knows how to build sportbikes and superbikes. The Italian manufacturer claimed 14 World Superbike championships between 1990 and 2011, and it has finished in the top three in MotoGP every year since it began competing in the premier class in 2003, including two championships. A lot of this racing experience transfers well onto the company’s streetbikes, and even its Multistrada models, which handle more like sportbikes than adventure bikes when ridden hard on pavement.
Enter the Ducati DesertX, the newest machine to leave the factory in Borgo Panigale, with a seemingly heavy penchant for unpaved surfaces. Styling-wise, the DesertX looks like it’s ready to tackle the Dakar Rally with a rally-inspired fairing, long-travel suspension, and off-road friendly wheel sizes.
At the bike’s North American launch held just outside Aspen, Colorado, Ducati reps admitted during the technical presentation that this machine took the company out of its comfort zone. Despite this declaration, Ducati has some off-roading lineage. Back in 1990, Italian rider Edi Orioli won the grueling Paris-Dakar rally aboard a Cagiva Elefant, a feat he repeated in 1994. Ducati was under Cagiva Group’s ownership from 1985 to 1996, and the Elefant was powered by a 900cc Ducati V-Twin.
A concept of the DesertX was first shown at EICMA in 2019, and it was met with a wave of enthusiasm. This prompted Ducati to pursue its development, and although the concept bike was based on a Scrambler 1100, the DesertX is almost entirely new from the ground up. Its engine is based on the Monster’s liquid-cooled 937cc Testastretta V-Twin, not on the Scrambler’s air-cooled 1,079cc mill.
It’s the same engine you’ll find in the Hypermotard, Multistrada V2, and Supersport, though it has been reworked for use in the DesertX. It claims 110 hp and 68 lb-ft of torque, and changes include dedicated ride and power modes. Gearing is shorter from 1st to 5th (6th was left unchanged for highway riding), with the lowest gears made especially short to handle tight off-road sections: 1st is 14% shorter and 2nd is 9% shorter than on the Multistrada V2. Valve-adjustment intervals are set at 18,000 miles.
The DesertX is the first modern Ducati to roll on a 21-inch front and 18-inch rear wheel combo, and the rims are cross-spoked and tubeless. This, of course, works better over rough terrain than other wheel combinations, and it offers a better selection of off-road tires. The Pirelli Scorpion Rally STR tires on the DesertX provide great traction on hard-packed and moderately soft dirt, as well as surprisingly tenacious, vibration-free grip on pavement. From previous experience with these tires, though, they’re not very good in sand and mud, but there are other options for that. You can opt for the aggressively treaded Scorpion Rally for more extreme off-road excursions or for the more street-oriented Scorpion Trail II tires, both of which are approved for the DesertX.
The DesertX is built on a steel trellis frame, with fully adjustable suspension by Kayaba that includes a 46mm inverted fork and a single shock with a remote preload knob located on the right side of the bike just below the seat. Suspension travel is ample, with 9 inches up front and 8.7 inches out back. The tall suspension provides abundant ground clearance, with 9.8 inches of space between the skid plate and terra firma.
Fuel capacity is 5.5 gallons, and a 2.1-gallon auxiliary tank ($1,500) is available. The optional tank is rear-mounted, and it feeds the main tank via a switch. When the fuel level in the main tank drops low enough to accept the additional 2.1 gallons, the rider is prompted to switch on the auxiliary tank through the instrument panel, and the extra fuel is then pumped into the main tank.
Out On the X
The DesertX proved itself more than capable of handling serious off-road excursions during our 85-mile test loop, of which about 85% was unpaved, and a good portion of that was rough, rocky, and in places quite steep. Our hosts had accessorized our test bikes, firstly to showcase a few of the goodies available from Ducati but also to help protect the bikes from damage that might be suffered over challenging terrain. Accessories included crash bars ($700), a larger skid plate ($500, mounted solidly to the frame via brackets rather than to the engine cases), and a Termignoni muffler, among a few other items.
Standard seat height is 34.4 inches, with an optional low seat ($308) dropping that to 34.1 inches. If you require an even easier reach to the ground, you can further drop the perch to 33.3 inches by combining the low seat with a lowering kit, which includes fork and shock springs and a shorter sidestand ($300). A taller seat is also available that raises height to 34.6 inches.
At 6 feet tall, I could get one foot flat on the ground and the other on my toes with the standard seat, which is narrow at the front to ease reach to the ground and widens considerably at the rear to give broad support. Unfortunately, I cannot comment on its long-term comfort since most of the day was spent standing on the footpegs off-road. The fairing protects your torso from most of the windblast, though the optional taller touring windscreen ($230) would probably be a good investment for longer highway stints.
The 5-inch TFT instrument display is mounted vertically, which is said to facilitate reading it while standing up, while also providing a better display when using the optional Bluetooth-enabled turn-by-turn navigation through your phone. Lean-sensitive ABS and traction control, wheelie control, adjustable engine braking, cruise control, and a quickshifter are all standard. The DesertX has four road modes (Sport, Touring, Urban, and Wet) and two off-road modes (Enduro and Rally), as well as four power levels, all selectable via the instrument panel. Enduro mode limits output to 75 hp, sets throttle response to dynamic, shuts off wheelie control, and reduces ABS intervention to level 2 (out of 3, rear ABS disabled) and traction control to level 3 (of 8).
Within minutes after turning off the pavement, the DesertX asserted itself more as a proper dual-sport machine rather than a ponderous adventure bike. My preferred off-road setting was Rally, which drops ABS intervention to minimum (still off at the rear) and traction control to level 2, though even this setting wasn’t ideal for a fast pace. Fortunately, all six ride modes are individually customizable, so I turned traction control off and selected the softer throttle setting than the standard dynamic setting.
My only gripe with the ride modes is how they are selected. You must hold down the mode button on the left-hand switch assembly for a couple of seconds to prompt the mode selection menu on the instrument panel and then scroll to the desired mode, hit the mode button again, and shut the throttle to confirm your selected mode. With practice it can be done in a matter of seconds while riding, but it’s a distracting and tedious process that could be simplified. On the bright side, the bike retains its selected ride modes anytime the ignition switch is turned off and on again.
With this tailored Rally setting selected, the rear end slid at will to ease cornering on dirt, and the front wheel lifted effortlessly to clear obstacles. With elbows up and in attack mode, the DesertX ate up all the rocks, bumps, and ruts that passed beneath its wheels without flinching. It kept a solid, unwavering line, and easily steered around anything I didn’t want to hit. It truly feels like a much lighter bike at speed than its claimed 492 lb wet weight would suggest. The front end feels solid, and the bike never shook its head, even after the front wheel got pounded by successive bumps at speed. The bike is equipped with a steering damper, so the stability isn’t surprising.
The suspension, which had been adjusted for my 220 pounds fully dressed, soaked up big dips and bumps without bottoming – and with dirtbike-like plushness. I did end up bumping up the rebound damping a couple of clicks at both ends since the fork had topped out with a knock a couple of times as the wheel lifted off a few jumps and the rear wallowed a bit when negotiating tight turning transitions. The bike behaved ideally after that.
The DesertX really impressed, however, on a long, steep, rocky climb up a switchback-riddled trail that brought us to the top of a ski hill at an elevation of more than 11,300 feet. This is where the shorter gearing became an asset, especially the bottom two gears. Admittedly, the gap between 1st and 2nd is a bit wide, prompting frequent gear changes when slowing for corner entry, but the bike’s quickshifter made this effortless.
On pavement, the DesertX behaved as a Ducati should. At a modestly quick pace it railed through sweeping turns with confidence-inspiring stability. Its tall suspension does make turning transitions ponderous, as it’s a long way up and then back down into a lean again. And it prefers a deliberate, calculated approach to cornering rather than a point-and-shoot sportbike style. This is due to its 21-inch front wheel and the long suspension travel – nail the twin M50 Brembos hard at corner entry and that long travel gets soaked up quickly. Overall, though, it will easily keep pace with sportbikes, especially if the pavement gets rough.
What’s the Verdict?
While the Ducati DesertX falls into the adventure-touring category due to its engine displacement, it really handles more like a big dual-sport machine off-road. It’s a serious off-roader that can be ridden hard by an expert or more modestly and easily by someone with less experience. It wavers into KTM 890 Adventure R, Husqvarna Norden 901, and Honda Africa Twin territory, which is an unusual place to be for the Italian maker of sportbikes. However, it can easily hold up performance-wise to those bikes both on and off the road and possibly exceed their performance, though only a head-to-head comparison can determine that.
It is pricey, however, retailing for $17,095. The KTM retails for $14,599, the Husky for $13,999, and the Honda for $14,449. That might make the choice a difficult one, but one thing is for sure, while Ducati might be fairly new to this off-road business, the DesertX will not disappoint, especially if you use it as it was designed to be used – off the pavement and on the gas.
2022 Ducati DesertX Specs
Base Price: $17,095 Price as Tested: $19,795 Website:Ducati.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 110 hp @ 9,250 rpm (claimed, at the crank) Torque: 68 lb-ft @ 6,500 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 63.3 in. Rake/Trail: 27.6 degrees/4.8 in. Seat Height: 34.4 in. Wet Weight: 492 lb Fuel Capacity: 5.5 gals.
Child of the ’60s meets Bud Ekins’ 1915 Harley-Davidson in 1978. (Photo by Robin Riggs)
Looking through a file folder named “Cars & Bikes” on my computer the other day, I noticed that in 50 years of riding, I’ve experienced nearly the entirety of motorcycle history. From 1915 Indian board-track racers to a 2022 KTM 1290 Super Duke R Evo, that’s 108 model years’ worth. And in between were tests, rides, or races on more machines from every decade. Hardly planned, this all resulted from simply loving to ride, being curious, and, most of all, saying yes at every chance. Here are some of my favorite moto memories, one apiece covering 12 decades.
1915 Harley-Davidson Model 11-F
In 1978, Cycle magazine gave me an assignment after I joined the staff: Write a feature about anything I wanted. Interested in the history of our sport, I replied that I’d like to ride a really old bike. “Call this guy,” the editor said, handing me the number of Bud Ekins, an ISDT gold medalist and the stuntman in the epic The Great Escape jump scene.
More than a century after its manufacture, this modified 1915 Harley-Davidson 11-F completed the cross-country Motorcycle Cannonball. (Photo by SFO Museum)
In his enormous shop, Ekins reviewed the starting drill for his 1915 Harley-Davidson Model 11-F: Flood the carb, set the timing and compression release, crack the throttle, and then swing the bicycle-style pedals hard to get the V-Twin’s big crankshaft spinning. When it lit off, working the throttle, foot clutch, and tank-mounted shifter – and steering via the long tiller handlebar – were foreign to a rider used to contemporary bikes. But coordination gradually built, and after making our way to the old Grapevine north of Los Angeles, I found the 998cc engine willing and friendly, with lots of flywheel effect and ample low-rpm torque to accelerate the machine to a satisfying cruising speed of about 45 mph. And its rider to another time and place.
On a lucky trip to New Zealand, McIntosh Racing founder Ken McIntosh let me race his special Norton Model 18 in the Pukekohe Classic Festival. Unlike the exotic Norton CS1 overhead-camshaft model that likewise debuted in 1927 – a big advancement at the time – the Model 18 TT Replica used a tuned version of the company’s existing 490cc pushrod Single engine. Its name was derived, fittingly, from the sterling Model 18 racebike’s multiple Isle of Man TT wins. As such, the production TT Replica had as much racing provenance as you could buy at the time.
The author aboard New Zealander Ken McIntosh’s 1927 Norton Model 18 TT Replica, which reached 80 mph on track. (Photo by Geoff Osborne)
I found it surprisingly capable, delivering a blend of strong power (a digital bicycle speedometer showed a top track speed of80 mph) and predictable, confident handling – despite the girder-style fork and hardtail frame. However, lacking gear stops in its selector mechanism, the 3-speed gearbox required careful indexing to catch the correct gear. But once I got the process down, the bike was steady, swift, and utterly magical, like the Millennium Falcon of Singles in its time.
When a friend handed me his 4-cylinder Nimbus, it had big problems. The engine was locked solid, and my buddy wanted to get it running and saleable. Built in Denmark, the Nimbus is unique for several reasons. One is its 746cc inline-Four engine. Rather than being mounted transversely like modern multis, it was positioned longitudinally in the frame, with power flowing rearward via shaft drive. Interestingly, the rocker-arm ends and valve stems were exposed and, when the engine was running, danced a jig like eight jolly leprechauns. The frame was equally curious, comprised of flat steel bars instead of tubing, and riveted together. With a hacksaw, hammer, and some steel, you could practically duplicate a Nimbus frame under the apple tree on a Calvin and Hobbes Lazy Sunday.
Bob Sinclair, former CEO of Saab Cars USA, loved motorcycles. He’s riding a Nimbus Type C sidecar rig with a furry friend as co-pilot. (Sinclair Family Archives)
Anyway, the seized engine refused to budge – until I attempted a fabled fix by pouring boiling olive oil through the spark-plug holes to expand the cylinder walls and free up the rings. Additionally, I judiciously added heat from a propane torch to the iron block. Eventually, the engine unstuck and, with tuning, ran well. But the infusion of olive oil created a hot mist that emanated from the exposed valvetrain, covering my gear and leaving behind an olfactory wake like baking Italian bread.
1949 Vincent Black Shadow
One blissful time, years before Black Shadows cost six figures, I was lucky enough to ride one. Seemingly all engine, the Black Shadow was long and low, with its black stove-enamel cases glistening menacingly, and its sweeping exhaust headers adding a sensual element to an otherwise purely mechanical look.
Unquestionably the superbike of its day, Vincent’s 998cc Black Shadow was simultaneously elegant and menacing, and a big 150-mph speedometer let the rider know it. This is a 1952 model. (Photo by Clement Salvadori)
Thanks to the big, heavy flywheels and twin 499cc cylinders, starting the Vincent took forethought and commitment. And once the beast was running, so did riding it. A rude surprise came as I selected 1st gear and slipped the clutch near the busy Los Angeles International Airport. Unexpectedly, the clutch grabbed hard, sending the Shadow lurching ahead. The rest of the controls seemed heavy and slow compared to the Japanese and Italian bikes I knew at the time – especially the dual front brakes. The bike was clearly fast, but glancing at the famous 150-mph speedometer, I was chagrined to find that I’d only scratched the surface of the Black Shadow’s performance at 38 mph.
1955 Matchless G80CS
Despite not being a Brit-bike fan in particular, I’ve owned five Matchlesses, including three G80CSs. Known as a “competition scrambler,” in reality the CS denotes it as a “competition” (scrambles) version of the “sprung” (rear-suspension equipped) streetbike. Power comes from a 498cc long-stroke 4-stroke pushrod Single of the approximate dimensions of a giant garden gnome. Starting a G80CS requires knowing “the drill” – retarding the ignition, pushing the big piston to top-dead-center on compression, and giving the kickstart lever a strong, smooth kick all the way through. This gets the crank turning some 540 degrees before the piston begins the compression stroke again.
A true garage find, this 1955 Matchless G80CS hadn’t been used since 1966. Now resurrected, the long-stroke 498cc pushrod Single shoves the desert sled ahead like the rapid-fire blasts of a big tommy gun. (Photo by John L. Stein)
Once going, the engine fires the G80CS down the road with unhurried explosions. Then at 50 mph or so, the Matchless feels delightfully relaxed; vibration is low-frequency and quite tolerable, and the note emanating from the muffler is a pleasant bark –powerful but not threatening. It is here, at speeds just right for country roads, that the G80CS feels most in its element as a friendly, agreeable companion. With such a steady countenance, it’s no wonder that G80CS engines powered tons of desert sleds. I just wouldn’t want to be stuck in a sand wash on a 100-degree day with one that required more than three kicks to start.
During Ducati’s infancy, the Italian firm concocted a249cc overhead-cam roadster named the Diana. Featuring a precision-built unit-construction engine like Japanese bikes, it offered an essential difference: being Italian. And that meant all sorts of wonderful learning, as I discovered when, as a teen, I bought a “basket-case” Diana. The term isn’t used much anymore, but it means something has been disassembled so thoroughly that its parts can be literally dumped into a basket. In the case of this poor ex-racer, literally everything that could be unscrewed or pried apart was. The engine was in pieces, the wheels were unspoked, the frame and fork were separated, and many parts were missing.
The author aboard his basket-case 1961 Ducati Diana. (John L. Stein archives)
Its distress repelled my friends but inspired me. Upon acquiring it, a year of trial-and-error work included rebuilding the scattered engine, designing and welding brackets onto the frame for a centerstand and footpegs, assembling the steering, fabricating a wiring harness, and ultimately tuning and sorting. This basket-case Ducati literally taught me the fundamentals of motorcycle mechanics, by necessity. And due to the racy rear-set controls I’d crafted, the machine had no kickstarter, necessitating bump-starting everywhere, every time.
The bike was never gloriously fast, but it carried me through my first roadrace at the Ontario Motor Speedway. After selling it, I never saw it again. Rest in peace, fair Diana. And by the way, the California blue plate was 4C3670. Write if you’ve seen it!
1971 Kawasaki Mach III
Stepping from an 8-hp Honda 90 onto a friend’s Mach III, which was rated at 60 hp when new, was the biggest shock of my young motorcycling life. I knew enough to be careful, not only because of the 410-lb heft of the Kawasaki compared to the Honda’s feathery 202 lb, but because the Mach III had a reputation as a barn-burner. It was true. Turning the throttle grip induced the moaning wail from three dramatic 2-stroke cylinders, and propelled the Kawasaki ahead with a ferocity I’d never come close to feeling before.
Rated at 60 horsepower, the Kawasaki Mach III (officially known as the H1) was the quickest-accelerating production motorcycle of its time. (Photo by John L. Stein)
In those first moments of augmented g-forces, I distinctly felt that the acceleration was trying to dislocate my hips. In reality, it was probably just taxing the gluteus muscles. But regardless, I remember thinking, “I’ll never be able to ride one of these.” That clearly wasn’t true, but the memory of the Mach III’s savage acceleration and whooping sound remains indelible. Additionally, the engine vibration was incessant – there was simply no escaping it – and in those pre-hydraulic disc days for Kawasaki, the drum brakes seemed heavy and reluctant, even to a big-bike novice. Glad I found out early that the Mach III’s mad-dog reputation was real.
1985 KTM 500 MXC
If Paul Bunyan designed a motorcycle, this KTM 2-stroke would be it. For its day, the 500 MXC was extraordinary at everything, such as extraordinarily hard to start; the kickstart shaft was a mile high and the lever arm even higher. At over6 feet tall in MX boots, I still needed a curb, boulder, or log handy to effectively use the left-side kickstarter. The motor had so much compression (12.0:1) that this Austrian Ditch Witch practically needed a starter engine to fire the main one. Once, I was stuck on a desert trail with the MXC’s engine reluctant to re-fire. Not so brilliantly, I attached a tow line to my friend’s Kawasaki KX250 and he pulled me to perhaps 25 mph on a nearby two-lane road. Before I could release the line and drop the clutch, my buddy slowed for unknown reasons. Instantly the rope drooped, caught on the KTM’s front knobby, and locked the wheel, slamming the bike and its idiot rider onto the asphalt. The crash should have broken my wrist, but an afternoon spent icing it in the cooler put things right.
A beast to start and a blast to ride, this 1985 KTM 500 MXC 2-stroke was also comically and maddeningly tall. So was the desk-high kickstart arm. But, oh my, how the Austrian Ditch Witch could fly. (Photo by John L. Stein.)
When running, though, the MXC was spectacular. Capable of interstate speeds down sand washes and across open terrain, the liquid-cooled 485cc engine was a maniacal off-road overlord. The suspension included a WP inverted fork and linked monoshock with an insane 13.5 inches of travel out back. I bought the 500 MXC used for $500, and I had to practically give it away later. But now, I wish I had kept it, because it was fully street-plated – ideal for Grom hunting in the hills today.
1998 Yamaha YZF-R1
On a deserted, bucolic section of Pacific coastal backroads, I loosened the new Yamaha R1’s reins, kicked it in the ribs, and let it gallop. And gallop it did, at a breathtaking rate up to and beyond 130 mph. That’s not all that fast in the overall world of high performance, but on a little two-lane road edged by prickly cattle fences and thick oaks, it ignited all my senses. What had been a mild-mannered tomcat moments before turned into a marlin on meth, but it wasn’t the velocity that was alarming.
Superbike tech leapt ahead with Yamaha’s YZF-R1. Its performance rang every alarm bell in the author’s head. (Photos by Yamaha)
No, the point seared into my amygdala was how hard the R1 was still accelerating at 130 mph. Rocketing past this speed with a ratio or two still remaining in the 6-speed gearbox sounded every alarm bell in my head, so I backed down. Simply, the R1 rearranged my understanding of performance. But simultaneously, it made every superbike of the 1970s, including the King Kong 1973 Kawasaki Z1 – the elite on the street in its era – seem lame by comparison.
2008 Yamaha YZ250F
After 25 years away from motocross, in 2008 I bought a new YZ250F and went to the track. Oh, my word. The dream bikes of my competitive youth – Huskys, Maicos, Ossas, and their ilk – faded to complete irrelevance after one lap at Pala Raceway on the modern 4-stroke. Naturally it was light, fast, and responsive, but the party drug was its fully tunable suspension. By comparison, everything else I’d ridden in the dirt seemed like a pogo stick. Together, the awesome suspension and aluminum perimeter frame turned motocross into an entirely different sport, and I loved it anew.
Contemporary technology turned riding motocross from torture in the sport’s early years to the best workout – like simultaneously using every machine in the gym at maximum effort. Training and racing this 2008 Yamaha YZ250F produced heartrates just shy of running a 10k race. (John L. Stein Archives)
In retrospect, the glorious old MX bikes were dodgy because real skill was required to keep them from bucking their riders into the ditch. But, surprisingly, I found motocross aboard this new machine still merited hazard pay, for two reasons: 1) Thanks to the bike’s excellent manners, I found myself going much faster; and 2) Tracks had evolved to include lots of jumps, sometimes big ones. Doubles, step-ups, table-tops – I later paced one off at Milestone MX and realized the YZ was soaring more than 70 feet through the air.
2017 Yamaha TW200
There’s something about flying low and slow that’s just innately fun. Just ask the Super Cub pilots, lowrider guys, or Honda Monkey owners. After a day in the Mojave, plowing through sand, sliding on dry lake beds, and dodging rocks and creosote bushes, Yamaha’s TW200 proved equally enamoring. Yes, it’s molasses-slow, inhaling hard through the airbox for enough oxygen to power it along. And it’s built to a price, with an old-school carburetor and middling suspension and brakes.
For flying low and slow on a dry lake bed, the fat-tire Yamaha TW200 is righteous. Learn to dirt-track early in life, and the skills last forever. (Photo by Bill Masho)
Nonetheless, its fat, high-profile tires somehow make it way more than alright, kind of like riding a marshmallow soaked in Red Bull. Curbs? Loading docks? Roots, ruts, and bumps? Scarcely matters at 16 mph when you’re laughing your head off. Top speed noted that day was a bit over 70 mph – good enough for freeway work, but just barely. So, actually, no. But throttling the TW all over the desert and on city streets reminded me just how joyous being on two wheels is.
Building from its supercharged Ninja H2 hyperbike, Kawasaki launched the naked Z H2 for 2020. Lucky to attend the press launch for the bike that year, I got to experience this 197-hp missile on a road course, freeways, backroads, and even a banked NASCAR oval. The latter was, despite its daunting concrete walls, an apropos vessel to exploit the bike’s reported power. Weighing 527 lbs wet, the Z H2 has a 2.7:1 power-to-weight ratio – nearly twice as potent as the 2023 Corvette Z06.
Exploiting Kawasaki’s 197-horsepower Z H2 definitely required a racetrack. (Photo by Kawasaki)
Supercharged engines are known for their low-end grunt, and the Z H2 motor was happy to pull at any rpm and in any gear. But it fully awakened above 8,000 rpm, as the aerospace-grade supercharger began delivering useful boost. From here on, the job description read: Hang on and steer. Free to pin it on the road course and oval, I did. And not for bravado’s sake – I really wanted to discover the payoff of having so much power. As it turns out, a supercharged liter bike dramatically shrinks time and space, making it a total blast on the track – and absolute overkill on the road. Watch where you aim this one.
Based in Southern California, John L. Stein is an internationally known automotive and motorcycle journalist. He was a charter editor of Automobile Magazine, Road Test Editor at Cycle, and served as the Editor of Corvette Quarterly. He has written for Autoweek, Car and Driver, Motor Trend, Cycle World, Motorcyclist, Outside, and other publications in the U.S. and abroad.
Claudio Domenicali, Ducati CEO: “2021 was a magical year for Ducati. We delivered over 59,000 motorcycles, a number never achieved before in 95 years of the company’s history. We also won the title of MotoGP Constructors’ World Champion for the second consecutive year, and we started the electric era of our company with the V21L prototype, which foresees the bike that will race in the MotoE championship from 2023.
“The pandemic, which is still underway, in addition to generating so much suffering, has also made activities more complex, forcing us to conduct a continuous internal reorganization. Supply chains created delivery delays for which I want to apologize to all Ducatisti, thanking them for their patience. Despite all these difficulties, the desire to excel of our employees here in Borgo Panigale and in our subsidiaries around the world helped us to achieve these record results.
2021 Ducati Multistrada V4 S
“We are investing in an extremely ambitious growth path that will lead the company to improve even further, by entering new market segments. With the DesertX we will have from this year on an extremely attractive proposal for adventure fans, and other ambitious projects are currently in development. The core values of the brand – Style, Sophistication, Performance, and Trust – are more current than ever. Future growth will take place in compliance with these values, offering our enthusiastic customers products that are increasingly representative with a unique mix of beauty, technology and distinctiveness, such as the best of Made in Italy.”
In 2021 Ducati’s growth came in all major countries, starting with the United States, which regained the place of leading market for Ducati with 9,007 units (+32% over 2020), followed by Italy with 8,707 bikes (+23%) and Germany with 6,107 units (+11%). The Chinese market also grew, with 4,901 motorcycles (+21%), as well as France with 4,352 units (+12%) and the UK with 2,941 units (+30%).
Francesco Milicia, Ducati VP Global Sales and After Sales: “With 59,447 motorcycles delivered to customers, Ducati notches up a historic result and once again underlines its solidity, despite the difficulties encountered across all sectors due to the supplies crisis. Sales grew double-digit in all major countries, from the United States to Australia, where the new subsidiary achieved an increase of 50%. These results are also the outcome of extraordinary work aimed at the continuous improvement of the global sales network both in quantitative terms, with 84 new dealerships, and in qualitative terms, focusing on the digitization of processes and omnichannel to guarantee our Ducatisti an ‘unforgettable’ experience, which fully reflects the company’s values. Now we are starting 2022 with an even more complete range, which is already receiving high praise as demonstrated by the best order portfolio ever at the beginning of the year.”
2021 Ducati Monster
The enormous success obtained during the year is confirmed by the Multistrada V4, which was by far the biggest-selling and most-loved bike for Ducatisti in 2021, with 9,957 motorcycles delivered to customers. The Ducati Scrambler 800 family followed with 9,059 units, and the Monster, with 8,734 motorcycles sold.
These results were achieved despite the unpredictable situation generated by the supply crisis that has been on-going for some time. It is still a very volatile situation and is destined to continue further.
For 2022, Ducati presented nine new models to the public during the Ducati World Premiere web series, helping to create an even more complete range ready to satisfy the desires of every type of motorcyclist. Expectations are particularly high for the DesertX, the Ducati bike designed to tackle the most demanding off-roads with 21-inch front and 18-inch rear wheels, long suspension travel and ample ground clearance.
For more information or to find a dealer near you, visit ducati.com.
Middleweight adventure bikes are hot right now, and Ducati is the latest manufacturer to embrace the trend. Powered by a 110-horsepower version of the 937cc Testastretta L-Twin from the Multistrada V2 in a 492-pound package, the rally-styled 2022 Ducati DesertX is designed for aggressive off-road riding.
Featuring Ducati’s signature desmodromic valvetrain, the DesertX’s liquid-cooled, 937cc Testastretta 11° L-Twin makes 68 lb-ft of torque and benefits from the same updates seen on the Monster and Multistrada V2, including a lightweight clutch, smoother shift actuation, and a 3.7-pound weight reduction versus the previous-gen engine.
The 6-speed transmission has been optimized for off-road riding, with shorter ratios for gears 1st-5th. Especially short are 1st and 2nd gears for use in technical terrain, while 6th gear remains tall for smooth operation and lower fuel consumption at highway speeds
Equipped with throttle-by-wire and an IMU, the DesertX offers four power modes (Full, High, Medium, and Low) and six ride modes (Sport, Touring, Urban, Wet, Enduro, and Rally). Each ride mode alters engine output, throttle response, and electronic rider aids, including engine braking, traction control, cornering ABS, wheelie control, and an up/down quickshifter.
The DesertX has a tubular-steel trellis frame, fully adjustable Kayaba suspension with 9.1/8.7 inches of front/rear travel, and 9.8 inches of ground clearance. Brembo M50 monoblock front calipers pinch 320mm discs, and a Brembo 2-piston rear caliper pinches a 265mm disc.
To meet the demands of off-road riding, the DesertX is equipped with spoked tubeless wheels, with a 21-inch front and 18-inch rear, and they’re shod with Pirelli Scorpion Rally STR adventure tires.
Fuel capacity is 5.5 gallons. A unique feature of the DesertX, available as an accessory, is an auxiliary 2.1-gallon tank incorporated into the tail section of the bike, which would raise total fuel capacity to 7.6 gallons.
Other features include a 5-inch color TFT display with Standard and Rally info modes, and as an option it can be connected to the Ducati Multimedia System via Bluetooth and a smartphone. All lighting is LED, including a daytime running light and a brake light that flashes during sudden braking.
The 2022 Ducati DesertX will be available only in Star White Silk with special graphics. Pricing and availability are TBD.
2022 Ducati DesertX Specs
Base Price: TBD Website:ducati.com Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 110 hp @ 9,250 rpm Torque: 68 lb-ft @ 6,500 rpm Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 63.3 in. Rake/Trail: 27.6 degrees/4.8 in. Seat Height: 34.4 in. Wet Weight: 492 lbs. (claimed) Fuel Capacity: 5.5 gals.
Ducati’s Panigale V4 platform has been pushing the superbike segment forward with cutting-edge tech since it debuted in 2018. The Bologna, Italy, marque hasn’t grown complacent during that time either, revising the flagship sportbike with minor adjustments over the years. The 2022 Ducati Panigale V4 and V4 S receive the most thorough update yet, with revisions to the engine, chassis, electronics, aero, and ergos.
2022 Ducati Panigale V4 S
The Panigale’s MotoGP-derived Desmosedici Stradale engine maintains it’s 1,103cc capacity in 2022, but a new torque management system and dedicated mapping bump the V4 to 210 horsepower at 12,500 rpm and 90.6 lb-ft of torque at 11,000 rpm. Ducati’s new SBK gearbox helps deliver that power to the back wheel thanks to the lengthened 1st, 2nd, and 6th gear. As a result, the Panigale V4 said to deliver slow-speed cornering, harder corner-exit acceleration, and a higher top speed.
The V4’s updated electronics put the Panigale’s power parameters at the user’s fingertips with new Power Modes. In Full Power Mode, riders can access the motorcycle’s full potential, with no electronic filters dulling the engine’s torque curves (except in 1st gear). High and Medium Modes gain a refined throttle-by-wire map management system, which optimizes thrust upon open throttle. Low Mode limits the Desmosedici Stradale to 150 horsepower while a more manageable throttle response maximizes road riding comfort and enjoyment.
2022 Ducati Panigale V4 S
In addition to the Panigale’s Power Modes, the four Riding Modes (Race A, Race B, Sport, Street) also change the superbike’s personality. The reworked dashboard communicates all those settings with new external lights and functions. At the suggestion of Ducati MotoGP riders, technicians developed a new Track Evo info mode. By shifting the tachometer bar to the top of the display, the gear indicator at center, and the rider aids along the right side, the new layout provides the ideal screen legibility for racers and track riders.
2022 Ducati Panigale V4 S
Ducati’s MotoGP team is known for its aerodynamic packages and the 2022 Panigale V4 lives up to that reputation. The new double-profile winglets are thinner, more compact, and more efficient, but still provide 81 pounds of downforce at 186 mph. Of course, V4 engines are known to generate heat, and additional air-extraction gills on the lower fairing enhance cooling. Rider comfort also improves due to a flatter seat. The grippy seat cover also helps lock the rider in place during hard braking while a reshaped fuel tank offers a better anchor point for the user’s legs.
2022 Ducati Panigale V4 S
While the Panigale V4 and V4 S share much of the same equipment, the up-spec S model features electronically controlled Öhlins suspension, with an NPX 25/30 fork, TTX36 rear shock, and steering damper. And it rolls on premium forged aluminum alloy wheels shod with Pirelli Diablo Supercorsa SP tires. The standard V4, on the other hand, opts for a fully adjustable Showa Big Piston fork, Sachs rear shock, Sachs steering damper, and cast aluminum wheels.
2022 Ducati Panigale V4
While the two chassis may employ different suspensions and wheels, both boast premium Brembo braking systems. Each superbike now benefits from a higher swingarm pivot, which increases the Panigale’s anti-squat characteristics under acceleration. Ducati modestly updates the superbike’s cosmetics as well, with both variants featuring the brand’s signature red fairings and new black Ducati logos. However, the V4 S also gains a two-tone seat and red wheel tape.
Available in February, the 2022 Ducati Panigale V4 retails for $23,295 while the 2022 Ducati Panigale V4 S goes for $29,995.
For more information or to find a Ducati dealer near you, visit ducati.com.
For 2022, the Ducati Streetfighter V2 (left) and Streetfighter V4 SP (middle) join the Streetfighter V4 (right).
Joining the Streetfighter V4 and Streetfighter V4 S in Ducati‘s lineup are two new models for 2022. The 2022 Ducati Streetfighter V2, powered by a 153-horsepower 955cc L-Twin (MSRP $16,995), and the 2022 Ducati Streetfighter V4 SP, powered by a 208-horsepower 1,103cc V-4 (MSRP $35,500). Both will be available in February 2022.
2022 Ducati Streetfighter V2
2022 Ducati Streetfighter V2
Take a Panigale V2, strip the fairings, swap the low clip-ons with a tall, wide handlebar and shorten the gearing with a larger rear sprocket, and you’ve got yourself a Panigale streetfighter. Or you could just walk into your local Ducati dealer and pick one up off the showroom floor, in the form of the new 2022 Streetfighter V2.
Ducati says it focused on ergonomics with the Streetfighter V2, giving it a wider, better cushioned saddle and repositioning the footpegs for a more street-friendly riding position. Not to say this new Streetfighter is a slouch; this First Look Review is blissfully free of the word “detuned.” At the Streetfighter V2’s heart is the Panigale V2’s 955cc Superquadro twin, which Ducati says is good for 153 horsepower at 10,750 rpm and 75 lb-ft of torque at 9.000 rpm.
Brakes are nearly identical to the Panigale V2: Brembo M4-32 monoblock radial calipers with 320mm front discs. Only the brake pads are different; Ducati says they offer a less aggressive bite and are ideal for street use. Suspension is a 43mm Showa Big Piston Fork up front and a Sachs shock in the back, both of which are adjustable.
The Streetfighter V2 also inherits the Panigale V2’s electronics, which includes a 6-axis IMU with ABS Cornering EVO with “slide by brake,” Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Quick Shift up/down (DQS) EVO 2, and Engine Brake Control (EBC) EVO. There are three ride modes (Sport, Road, and Wet), and the Streetfighter V2 is compatible with the Ducati Data Analyzer (DDA + GPS) and Ducati Multimedia System.
The 2022 Ducati Streetfighter V2 will be available in Ducati Red starting in February 2022, for $16,995.
2022 Ducati Streetfighter V4 SP
2022 Ducati Streetfighter V4 SP
If only the very best will do, for 2022 Ducati is also introducing the top-of-the-line, individually numbered Streetfighter V4 SP, which it calls “the most adrenaline-pumping sports-naked bike to ever roll…off the production line in Borno Panigale.” The Streetfighter V4 SP, dressed in an understated “Winter Test” livery inspired by Ducati Corse pre-season MotoGP and SBK test bikes, features premium equipment derived from the even more superlative Superleggera V4.
Carbon rims are 3 pounds lighter than the forged aluminum rims on the Streetfighter V4 S, reducing inertia by a claimed 26% at the front and 46% at the rear and resulting in a quicker, more agile ride. Brakes are Brembo, with the exclusive Stylema R front calipers, and suspension is the Öhlins Smart EC 2.0 with event-based variable damping.
The beating heart of the Streetfighter V4 SP, of course, is the 208 (claimed) horsepower 1,103cc Desmosedici Stradale, fitted with the STM-EVO SBK dry clutch for the best performance when pushing to its limits on-track. In fact, Ducati makes it clear this Streetfighter belongs on the track, with features like an open carbon clutch cover and an easily removed and capped license plate holder.
The 2022 Streetfighter V4 SP will be available in single-seat configuration only in the “Winter Test” livery in February 2022, for a starting price of $35,500.
For more information or to find your nearest Ducati dealer, visit ducati.com.
When Ducati launched the Multistrada V4 range in 2021, features like adaptive cruise control (ACC) and 36,000-mile valve check intervals made the platform more touring-ready than ever. For 2022, the Multistrada V4 Pikes Peak takes the model back to its sporting roots with performance upgrades and styling to match.
The brand’s 1,158cc Grandturismo V4 returns with 170 horsepower and 92 lb-ft of torque, but Ducati’s Race Riding Mode now maximizes the mill’s potential. Of course, the Multistrada V4’s Sport, Touring, Urban, and Enduro ride modes remain, but the new option gives the Pikes Peak a personality all its own. In Race mode, the system’s rev limiter kicks in more gradually, optimizing drive during high-rpm operation. A revised quickshifter speeds up those gear changes, both up and down.
Ducati complements the model’s racing spirit with a more aggressive rake angle with its new 17-inch front wheel, sharpening to 25.75 degrees for improved agility. Ducati’s signature single-sided swingarm reappears on the V4 Pikes Peak, calling back to Multis of the past and extending the wheelbase to 62.8 inches for more stability.
A 17-inch Marchesini forged aluminum wheelset helps reduce curb weight to 527 pounds while the multi-compound Pirelli Diablo Rosso IV tires (120/70 front; 190/55-17 rear) deliver sure grip and decent longevity. To take full advantage of the updated chassis, Ducati adjusts the rider triangle with lower handlebars and higher footpegs.
The Pikes Peak adopts Öhlins Smart EC 2.0 suspension with event-based settings that adapt to the user’s riding style. Along with the semi-active suspension, the Multistrada touts superbike-worthy brakes, with twin Brembo Stylema calipers mated to 330mm discs up front and a single-piston caliper biting a 265mm rotor out back.
With the Pikes Peak International Hill Climb no longer featuring motorcycles, Ducati turns to its MotoGP outfit for styling inspiration. Resplendent in Ducati red with number plates at both sides of the tank, the Desmosedici GP21-inspired livery immediately fits in at the circuit. A carbon fiber beak and front mudguard add style while reducing weight, and the smoke-gray plexiglass windscreen streamlines the Pikes Peak’s silhouette. A carbon fiber-capped Akrapovič silencer and a two-tone black/red rear saddle complete the Multistrada’s transformation.
The high-spec trim also features Ducati’s latest-generation electronic suite of rider aids and a 6.5-inch TFT display. Wheelie control and cornering ABS keep the rider safe on a twisty road, while smartphone connectivity provides navigation on the open road. Similar to the Multistrada V4 S, radar-assisted adaptive cruise control (ACC) and blind-spot detection (BSD) come standard.
The 2022 Multistrada V4 Pikes Peak will hit Ducati showrooms in February 2022, with an MSRP of $28,995.
