Power cruiser Ducati XDiavel S and Victory Octane in the test

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Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

Power cruiser Ducati XDiavel S and Victory Octane in the test

Power cruiser Ducati XDiavel S and Victory Octane in the test

Power cruiser Ducati XDiavel S and Victory Octane in the test

Power cruiser Ducati XDiavel S and Victory Octane in the test

18th photos

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

1/18
Picture gallery, power cruiser comparison: Victory Octane and Ducati XDiavel S.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

2/18
Admittedly, the duel between the new Victory Octane and the Ducati XDiavel S is not at eye level.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

3/18
With the XDiavel, it is not just felt to be sitting directly over the fat 240 mm rear tire. That looks mega-important – and after all, a bit of chic hasn’t hurt anyone – but otherwise has only disadvantages.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

4/18
Strength is enough for rebellion, there is no need for chrome or other frills.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

5/18
What a mighty and complicated construction: fat single-sided swing arm.

Power cruiser Ducati XDiavel S and Victory Octane in the test
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Picture gallery, power cruiser comparison: Victory Octane and Ducati XDiavel S.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

7/18
From 4000 tours, there is life in the hut, the fun really starts.

Power cruiser Ducati XDiavel S and Victory Octane in the test
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8/18
Anyone who turns off the V2 needs tough nerves – and a motorway.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

9/18
High-tech or low-tech, the full range or purism, what more bangs? Without question, the XDiavel S is ultimately the more exciting, faster and more modern bike. On it you are without a doubt the boss in the ring. …

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

10/18
Full-color TFT cockpit that remains easy to read even in sunlight.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

11/18
The illuminated switches look classy, ​​even a cruise control is on board.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

12/18
The Ducati lives up to its reputation. Her fantastic V2 staccato can heal wounds even while standing, and makes every affliction blaser into euphoria.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

13/18
Despite the outsider status, the Victory makes big pants. Because this bike is bad. Everything black, everything simple, all around reduced to the bare essentials.

Power cruiser Ducati XDiavel S and Victory Octane in the test
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14/18
Picture gallery, power cruiser comparison: Victory Octane and Ducati XDiavel S.

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

15/18
Simple steel swing arm construction meets conventional stereo shock absorbers.

Power cruiser Ducati XDiavel S and Victory Octane in the test
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16/18
Trip distance, gear indicator, engine speed and speed: still questions?

Power cruiser Ducati XDiavel S and Victory Octane in the test
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17/18
What do we want to show with it? That’s how puristic the Octane is!

Power cruiser Ducati XDiavel S and Victory Octane in the test
www.bilski-fotografie.de

18/18
… And the Octane? It has a Japanese quality feel, a high-revving motor, better handling, a dark appearance and a seating position that can be used for more than two hours in the saddle.

Ducati XDiavel S and Victory Octane in the test

No duel on equal terms

High-tech furnace versus purism file, Ducati XDiavel S versus Victory Octane. Not a duel on equal terms, especially not when it comes to price and performance. But endorphins both flip into the brain.

At the latest when the twenty-year-old coffee machine, which regularly had the early shift with her parents, no longer makes a sound, it’s time to show your colors: filter coffee or fully automatic? Portafilter or capsule swallower? Puristic or high-tech? And then it starts, the weighing up, listing all the advantages and disadvantages. And at the end? The price usually decides. It’s kind of annoying. Fortunately, this is not about coffee, but about power cruisers. Even if the matter is similarly difficult. Granted, the duel between the new Victory Octane and the D.ucati XDiavel S is not at eye level. The Bologna bike alone costs an extra 10,000 euros. That is precisely why it is a struggle for principles. Rocky meets Apollo Creed, a mean enforcer from Italy meets an underdog from America.

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Power cruiser Ducati XDiavel S and Victory Octane in the test

Ducati XDiavel S and Victory Octane in the test
No duel at eye level

Victory mighty on thick pants. Because this bike is bad. Everything black, everything simple, all around reduced to the bare minimum. Strength is enough for rebellion, there is no need for chrome or other frills. Accordingly, no part of the VictoryOctane can break that is unknown. Injection, bucket tappets, single-disc brake, telescopic fork: if in doubt, a Leatherman is enough to straighten things out. In complete contrast to this, the Italian stallion, the Ducati XDiavel S. It brings technology to the start that leaves you spit away. Variable valve control including desmodromics, colored TFT dashboard, curve ABS, powerful single-sided swing arm, milled engine cover: you can really feel how the Duc wants to be the boss at any price.

Longest rolling burnout of all time

But at the end of the theory lesson, you have to lick these quarter-mile burners over the tank with your tongue to check whether the spark jumps. If it tastes of freedom, at the same time smells of power, the sovereignty of the bike becomes flesh and blood, then endorphins flicker through the beet so that the corners of the mouth tickle the earlobes.

Up on the Victory Octane: The Americans set a world record with it a few weeks ago. A stunt driver skillfully let go of the nominal 104 HP and 99 Newton meters of the 1200 V2 on the narrow 160 rear tire. With success: over a distance of 3.6 kilometers, the tire whimpered, screeched, glowed miserably spinning through the Motodrom in Orlando, USA. The result: longest rolling burnout of all time. No coincidence, because Victory is serious.

If the starter gets the ten centimeters thick pistons of the Victory Octane going, the four-stroke beat sounds bassy, ​​bubbly, bearish from the matt black twin mufflers. This is accompanied by a fluctuating idle speed, which creates a variety of acoustics. The clutch lever is amazingly easy to pull, and first gear engages without a hitch. It’s amazing how smooth it works. Sure, some people prefer it hard and direct. Such people will have little use for the Octane. If you sit on the comfortable single seat, put your feet on the simply rubberized footrests, take the comfortably cranked handlebars in your hands, you feel at home in the leather armchair. No pinching, no bending. None of that. You sit casually and sufficiently active on the command bridge. The measly 12.9 liter tank turns out to be narrow and tentatively spreads its legs. One would not have expected this kindness.

And the Ducati XDiavel S shows at this point how you can torture your trainer. With the XDiavel, it is not just felt to be sitting directly over the fat 240 mm rear tire. That looks mega-important – and after all, a bit of chic hasn’t hurt anyone – but otherwise has only disadvantages. After just a few meters, you believe that the model for this posture with the arms pulled far forward was a stretching bench. The feet can be placed on a three-way horizontal adjustable footrest that is positioned far forward. Even in the middle position you will look in vain for the boot rack after starting off. There it is again, attracting attention at all costs.

Victory Octane tries understatement

Meanwhile, the Victory Octane continues to attempt understatement. At 73.6 millimeters, the Octane’s V-Twin, which is rather short-stroke, purrs gently from walking pace, allowing the Victory to glide smoothly over the asphalt without significant vibrations. The 60-degree two-cylinder shines with a smooth throttle response (ride-by-wire) and well-damped load change reactions (belt drive). If you didn’t know better, you would think you were sitting on a Japanese motorcycle. But rightly the question arises: This cruiser should shoot the quarter mile in under twelve seconds? Should a real tough dog be a bad bastard? Up to 3000 tours, the unit does not uproot any trees, it presses rather cautiously. You can live with it in the city, especially since below 2000 revs it is neatly attached to the gas. But to sniff out a car on the outskirts of town, you step into at least third, or even better, second gear. Sure, that is whining at a high level, because after 4000 revs there is real life in the hut and the fun finally starts.

From then on, the twin of the Victory Octane turns very enthusiastically and frees up to the speed limit of 8000 revolutions, while between 4500 and 7500 tours over 90 Newton meters on the crankshaft. That is easily enough for relaxed cruising – but also for rolling burnout.

V2 of the XDiavel S is the epitome of a printing press

The Ducati XDiavel S lives up to its reputation in this regard. Her fantastic V2 staccato can heal wounds even while standing, and makes every affliction blaser into euphoria. Thanks to the variable valve control, this steam hammer, which has been bored out to 1262 cm³, has become a little tamer compared to the old Testastretta drive, but still not a child of sadness. The response behavior and the load changes are now smoother, but the smoothness remains an issue. However, one that can be seen as a trait. The Desmo-Twin tingles all body parts over the entire speed range. That’s good, because on the Ducati XDiavel S you always have to be on your toes. This V2 is the epitome of a printing press. As soon as the speed is over 3000 rpm and the fat belt drive is no longer unsuspectingly poked around, the Italo-Cruiser shoots forward as if the Sicilian mafia was chasing it. No wonder that the bike with traction control, cornering ABS and powerful Brembo M50 brake calipers has been given all the technology and engineering that the art of engineering has to offer. This engine has so much thump that you want to cry with happiness when you fire it through.

If you want to turn off the engine, you need to have strong nerves, a motorway and, better still, a replacement driver’s license. The beast pulls and pushes and works. 120 Newton meters are already present at 4500 tours. If you let the gas stand still, the Ducati XDiavel S will shoot you into another galaxy. The limiter only puts an end to the brute acceleration at 10,000 revolutions. There are already 190 km / h on the speedometer in third gear. Sure, strictly speaking, nobody needs that. But that also applies to beer and wine. But let’s be honest: These things just tickle your earlobes more.

Driving dynamics? Better than expected.

And what about the driving dynamics? Better than expected. If both opponents fail in terms of the response behavior of their suspension elements, they each show with tight damping characteristics that they have a true sporting spirit. The Octane, which weighs just 254 kilograms, is easy to ride like a bicycle and is never overwhelmed. In combination with the neutral steering behavior and up to 32 degrees incline, you can drive up the pass lively without being stressed. On the Victory Octane you can enjoy life, the smell of freedom and sovereignty in your nose. So what more could you want?

Perhaps a 40 degree lean angle, adjustable upside-down fork and Sachs shock absorber? Then back to the Ducati XDiavel. With its fat 240 mm rear tire, it per se brings with it the less favorable periphery for the brisk bottom line. But as with previous tests, it has been shown that the tire, specially developed by Pirelli for the Diavel, remains extremely inconspicuous thanks to its round contour, only tends to stand up on the asphalt with holes. Otherwise, the Duc is motivated to lean and, with its 250 kilograms, can also be easily turned over.

High-tech or low-tech, the full range or purism, what more bangs? Without question, the Ducati XDiavel S is ultimately the more exciting, faster and more modern bike. On it you are without a doubt the boss in the ring. And the Victory Octane? It has a Japanese quality feel, a revving motor, better handling, a dark appearance and a seating position that can be used for more than two hours in the saddle. It may be that it doesn’t tingle as much as the Duc, but for the 10,000 euros that it costs less, even the finest Italian portafilter machine is still quite easy.

Technical specifications

Here you can see an extract of the technical data. If you would like the complete measurement values ​​determined by us, including all consumption, torque and acceleration values, you can buy the article as a PDF for download.

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