Ducati already proved it could build a legit motocross bike with the Desmo450 MX. That bike was the mic drop moment. It showed Borgo Panigale wasn’t just playing around in the dirt. But this new Desmo450 MX Factory? That’s Ducati saying the stock bike was only the starting point. mBecause this one isn’t just “better.” It’s built to race straight out of the crate.
So what actually separates the Factory from the regular Desmo450 MX?
It starts with the hardware. The biggest upgrade is the full titanium Akrapovič exhaust system. This isn’t a slip-on. It’s a complete system with its own engine mapping. Ducati says it drops 3.7 pounds and smooths out the torque curve from 4,000 to 7,500 rpm. On track, that means stronger drive out of corners and better pull through every gear. It also helps push peak output to 63.5 horsepower at 9,400 rpm with 39.5 pound-feet of torque at 7,500 rpm.
Then there’s the suspension. The standard bike already had good Showa components, but the Factory gets the premium treatment. You’re looking at Dark Kashima coating on the fork tubes and shock body, plus titanium oxide finishing on the internals. Translation? Less friction, better small-bump sensitivity, and more consistent damping over multiple laps. The 49 mm inverted fork still has 12.2 inches of travel, and the rear shock gives you 11.8 inches. Same numbers, but with way better feel and control.
Like all motorsports, weight is a big deal in motocross, and Ducati went hunting for grams. The Factory runs billet triple clamps that shave nearly half a pound. Add everything up, and the bike comes in at 229 pounds dry. That’s lighter than the standard model, even with all the extra race parts bolted on.
And speaking of race parts, Ducati didn’t hold back. You get a holeshot device as standard, so you can drop the front end at the gate and launch harder. There’s also a skid plate, front brake disc guard, and an RK MXU O-ring chain. All stuff you’d normally buy after your first race weekend. Here, it’s already there.
The engine itself is the same Desmodromic 449.6cc single, which is still the weird and wonderful heart of this bike. It revs to 11,900 rpm and delivers 70 percent of its torque from just 4,200 rpm. That doesn’t change from the standard bike. What changes is how hard it hits thanks to the Akrapovič system and revised mapping.
Electronics stay trick, but they matter more on a Factory model. Ducati Traction Control actually measures rear wheel slip instead of guessing. It even switches itself off mid-air so it doesn’t freak out over jumps. You can override it with the clutch when you want full power. You also get launch control, engine brake control, a quickshifter, and two riding modes. Everything is adjustable through Ducati’s app using the built-in Wi-Fi module.
Chassis-wise, the aluminum twin-spar frame is unchanged, and that’s a good thing. It only weighs 19.7 pounds and was designed for straight intake routing and easy maintenance. Shock removal is quick, which any racer will appreciate. Braking comes from Brembo with Galfer discs, 260 mm up front and 240 mm at the rear. Tires are Pirelli Scorpion MX32 Mid-Softs, which tells you Ducati actually expects this thing to see dirt, not just Instagram.
Last but not least, there’s the look. The Factory wears a proper Ducati Corse race livery that mirrors the MXGP bikes. It doesn’t pretend to be a weekend warrior. It looks like it belongs under a factory tent.
So if the regular Desmo450 MX is Ducati’s proof that it can play in the dirt, the Factory version is proof it wants to win there. It’s lighter, sharper, and packed with the exact upgrades racers actually pay for. Bottom line? This isn’t a special edition for collectors. It’s a weapon for racers at the top of their game.
Source: Ducati
