Spy shots have surfaced of what appears to be the next-generation Ducati DesertX, and the changes are more than skin deep. The camouflaged machine suggests Ducati is preparing a significant overhaul of its middleweight adventure machine, with a new V2 powerplant at its core and a host of chassis and design refinements aimed at sharpening its off-road credentials.

First shown as a Scrambler-branded concept back in 2019, the DesertX drew immediate attention with its Dakar-inspired styling and air-cooled 1079cc L-Twin producing 86 horsepower and 65 ft-lbs of torque. The overwhelmingly positive response convinced Ducati to push the project into production, but with a more serious off-road focus. By the time the production DesertX arrived in 2022, it had shed its Scrambler roots, gained an off-road-tuned chassis, and adopted the 937cc Testastretta 11° L-Twin, delivering 110 horsepower and 68 ft-lbs of torque. It also became the first Ducati to roll off the line with a 21-inch front wheel, signaling its intent to compete directly with the likes of KTM and Triumph in the performance middleweight ADV segment.

Now, Ducati seems ready to take the next step. The test bike caught on camera appears to be running the brand’s next-gen 890cc V2 engine, already in service across the Panigale V2, Streetfighter V2, and Multistrada V2. This engine marks a departure from Ducati tradition, replacing the desmodromic valvetrain with conventional valves. The engine not only offers simpler maintenance but is also lighter and more compact. In the Multistrada V2, the powerplant produces 115 horsepower at 10,750 rpm and 67.9 ft-lbs of torque at 8,250 rpm, with Ducati’s Intake Variable Timing system ensuring a broad, linear torque curve. More than 70% of peak torque is available as low as 3,500 rpm, and it never dips below 75% all the way to 11,000 rpm.

The chassis and bodywork also appear to be heavily revised. The prototype retains the tall rally screen and signature dual headlights, though the lamps are now squared off at the top and bottom edges for a more modern look. A new swingarm design replaces the cut-out style of the current model with a more traditional structure, while the tail section has been slimmed down with minimalist bodywork and a sleeker taillight. The fuel tank appears shorter front-to-back, allowing the rider to sit further forward for improved weight distribution. It also looks slightly smaller in capacity—likely around 4.8 gallons compared to the current 5.54 gallons. A wider design and lower placement should also help centralize mass and improve slow-speed handling.

Weight reduction seems to be a key target for Ducati with this second-gen DesertX. At 492 pounds wet, the current DesertX is on the heavier side of the middleweight ADV class but these new revisions could make it one of the lightest. Ducati’s recent Multistrada V2 redesign resulted in some 40 pounds shed, and if the DesertX follows suit with even a 20-pound drop, it would undercut KTM’s 890 Adventure R and be significantly lighter than rivals like the Triumph Tiger 900 Rally Pro and BMW F900GS.

Despite the changes to the engine and chassis, Ducati appears to be preserving the DesertX’s other standard equipment. The prototype still runs 21/18-inch tubeless wheels, Brembo monobloc brakes, and a full electronics suite will likely be anchored by the familiar 5-inch TFT display with Bluetooth connectivity, cruise control, and quickshifter. Fully-adjustable suspension is expected to remain, though geometry changes may bring revised travel numbers somewhere in the 9” range. Hopefully, with the next-gen model Ducati will continue offering the unique 2.1-gallon auxiliary rear fuel tank, a unique rally-inspired option that set the DesertX apart.

Ducati has yet to confirm details, but given the state of the test mule, the updated DesertX could still be positioned as a 2026 model. If so, it could be a compelling option in the ultra-competitive middleweight ADV segment: now lighter, more compact, with improved CG, and propelled by the latest, more-powerful V2 engine.

Photos by  Bernhard M. Hoehne