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Why X? Because it’s a motorcycle at the crossroads of several universes? Because it wants to be from a forbidden register? Because we cannot define exactly in which category to place it? Everyone is free to form their opinion on the Ducati 1200 Xdiavel. It is much more than a variation of the diabolical roadster of Bologna. A machine carrying within it the DNA of the brand but officiating in a multi-card register … but above all American.
A striking design. No doubt it will please. To all ? Not sure ! The ducatists will not be as divided as for the machines of the time of Pierre Terblanche (999 and 749, 1st Multistrada, 900 MHe) but will they recognize themselves in this power-cruiser?!? The technique is reassuring, with a sporty twin, the desmodromic distribution and the steel trellis frame. The silhouette is more appealing, more apt to show the muscles of steel. The exhaust pipes are hidden, the engine overflows, the rage is anguish. We are in the exercise, with effects that jump in the face. A well shortened rear, an exhaust similar to American muscle-cars stuffed with the V8, radiator scoops and rear plates detached from the set – obviously, it has to throw. And then … advanced foot controls, a belt transmission, a mechanism that favors torque. Ok, the Xdiavel is calibrated right away for the Americans.
And it is well seen. Given the tumble of the sports market over the past 10 years, Ducati would not have developed its sales very much if it had remained to sell sports cars, models which have nevertheless contributed a lot, and still today, to building its notoriety..
We have just seen some specificities of the Xdiavel. But to limit oneself to that would be to conclude without knowing, to miss out on one’s potential. The machine is full of mischief. Starting with its engine, even bigger, fatter than that of the Diavel. First of all, the engine manufacturers began by grafting it with the Multistrada’s DVT variable distribution system, revised to offer more torque. Then, a longer stroke for the pistons (from 67.9 to 71.5 mm) inflates the displacement to 1262 cm3. The compression ratio rises from 12.5: 1 to 13: 1. Enough to power the crew into orbit? No, just enough to stretch my arms. The twin cylinder of the Xdiavel is less powerful than that of the Diavel, posting 156 horsepower against 162. But it is other curves which swell. The couple gained a small tenth of a mkg, with the big advantage of being at the cleat much earlier. We obtain a maximum of 13.1 mkg at 5000 rpm when the Diavel has to wait 8000 rpm to send 13 mkg. Poor rear tire, which is going to have to work all that traction most of the time. Above 2000 rpm, or 10 meters after starting, the engine already sends 10 mkg. Just turn the handle to tear off a piece of road.
The mechanics are abundant, but not only. It also plays an essential role in the design, purifying as much as possible the peripherals essential to its operation. Try to find a piece of hoses that stick out! Everything is stashed in the casings, and the water pump has moved to the L of the cylinders, just to be invisible. The steel trellis frame has shrunk since the Diavel, contenting itself to hold the steering column, and above all to free up more visual space around the engine. The left side could not absolve itself of a few threads of candles and other trinkets; right side, it feels like a clinic.
A power cruiser is designed to push in style, not necessarily to take an angle. The Xdiavel tries to reconcile the values of the category by combining them with its impertinence. Since the Diavel, the wheelbase is on the rise with 1615mm against 1590, the column angle extends the opening (30 ° against 28 °) but the angle taken is almost similar, with 40 ° of inclination announced. However, you will not turn the X as easily as the Diavel. This geometry favoring stability will, on the other hand, be an asset during heavy acceleration; and the bike is waiting for that. The suspension set, large 50mm Marzocchi inverted fork and Sachs shock absorber, is adjustable for rebound and preload. The shock absorber is pushed over the swingarm to make room for the gas plenum chamber. By compacting a maximum of elements in the rear central part, the XDiavel completely frees the superb rim attached to the polished aluminum single-sided spoke.
Watts full of cream not light at all, and electronics galore. The Xdiavel will pamper its owner. With the reinforcement of the Bosch IMU inertial unit, this custom has nothing to envy to the latest sports cars. The driving aids are on call: 8-level traction control, ABS braking with taking into account the angle, three driving modes (Sport – Touring – Urban), cruise control and a standing start assistant called Ducati Power Launch (DPL) with 3 levels of adjustment. To consume with moderation ? The electronics cut the system from 120 km / h or when the third is engaged; and especially takes into account the pace of departure in dragster to limit the successive number, in order to avoid a massacre of the clutch. Conversely, to calm the beast, a Brembo brake consisting of 320 mm discs and M4-32 monobloc calipers will be executed to stop its 247 kilos..
There was a time when the Ducati demanded a certain profession of faith on the part of those who wanted to settle on them. The Xdiavel is of a completely different philosophy. The footrests can be adjusted to 4 positions, with a common travel of plus or minus 22.5mm. It is possible to fine-tune an ergonomic design with 5 saddle heights and 3 handlebar positions (+ 25 mm, standard, – 25 mm); or 60 different positions. Dedicated to the pilot, the Ducati is, on the other hand, less pleasant for the passenger. Considering the place which is allotted to him, this one will be satisfied … not to climb on the slice of bread which serves as a seat.
The key is in your pocket; no need to take it out. The Xdiavel senses its presence and lets you go. Two instrumentation blocks welcome you, including a beautiful little TFT pad hanging under the handlebars, seeming to float above the tank. Once the hands are placed on the handlebars, the eye is amazed by the color screen but if it deviates towards the controls, the enlightened enthusiast is surprised by the more than average integration of cables and other hoses..
Long, low, powerful, expressive in the visual as in the twin, the Xdiavel could be similar to what the American brands could have manufactured in a dimension of sports technological development (each nuance is to be grasped). A kind of super V-rod, however patinated with the stroke of an Italian pencil and with a charming taste as much as character.
For those looking for even more finish and requirement, the XDiavel is also available in S version, with better brake calipers, surface treatment for the engine, more dynamic rims, Bluetooth on board and other goodies..
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Replaces
1262 XDiavel 2017
Model marketed in
2016
2017
2018
2019
2020
Performances
-
Max speed:
250 km / h odometer
The technical aspect
Ducati 1262 XDiavel 2018
- Frame
- Frame: Steel tube trellis
- Tank: 18 liters
- Seat height: 755 mm
- Wheelbase: 1,615 mm
- Dry weight: 220 kg
- Weight in running order: 247 kg
- Train before
- Telehydraulic inverted fork Ø 50 mm, deb: 120 mm
- 2 Ø 320 mm discs, Brembo M4-32 4 piston monobloc radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by belt
- Rear axle
- Mono-shock absorber, deb: 110 mm
- 1 disc Ø 265 mm, 2 piston caliper
- Rear wheel:
240/45
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- injection Ø 56 mm
- 2 ACT, desmodromic
- 4 valves per cylinder
-
1,262 cc
(106 x 71.5 mm) -
156
ch
at 9,500 rpm -
13.10 mkg
at 5,000 rpm - Weight ratio /
power
: 1.41
kg / hp - Compression: 13: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Indian 1133 SCOUT Bobber 2018
Harley-Davidson 1870 SOFTAIL BREAKOUT FXBRS 2018
Gallery
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