Menus
- A power cruiser with Italian sauce. Punch, style, noise, character !
- V2 1262 cm3, 152 hp at 9,500 rpm, 12.8 m / kg at 5,000 rpm, 220 kilos dry, from 23,990 €
- Discovery
- In the saddle
- Engine and transmission
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption & autonomy
- Conclusion
- The video test of the Ducati XDiavel S
A power cruiser with Italian sauce. Punch, style, noise, character !
V2 1262 cm3, 152 hp at 9,500 rpm, 12.8 m / kg at 5,000 rpm, 220 kilos dry, from 23,990 €
Power. Cruiser. Remember these two words because they represent all the quintessence of this machine. The Power Cruiser is a bit like the AC Cobra of the bike. A face apart, a relaxed posture, an unequaled capital to show off on the cafe terrace, but also a great ability to leave traces of rubber on the asphalt with each big acceleration. The Power Cruiser, however, is a sinking category: Yamaha has not renewed its V-Max, Harley-Davidson has not replaced its V-Rod, nor has Suzuki given offspring to its M 1800 R.
The X-Diavel is the power cruiser in Italian sauce. A Ducati recipe with three important ingredients, one of which plays a masterful role, if not essential. First, a V2 full of punch and character, which we also find on the Multistrada 1260 S. Then, a complete electronic equipment. Last but not least, a real light diet. Because the magic asset of this X-Diavel is its lightness. With 220 kilos dry, it is 80 to 90 kilos lighter than all of its potential competitors, mentioned in the first paragraph. 90 kilos of difference, it is a straw (or a muscular assayer and who eats well in the canteen, it is according to …) and that says a lot on the road behavior. This is the conceptual difference between it and the others: M 1800 R, V-Max, V-Rod are just dragsters with downright muddled handling. The X-Diavel, on the other hand, also knows how to guarantee real driving pleasure in bends. And that changes everything.
If the Diavel 1200 had been tried, the X-Diavel had never passed in the "tests" section of the Den. On the occasion of the 2018 vintage, which sees some improvements in the rear shock absorber on the S version, this lack is now filled.
Discovery
If it’s the white, it’s necessarily the S! Understand by this that in the offer of X-Diavel, the "standard" model exists in matte black while the S sees this new color added to the glossy black which was already in the catalog. Note, however, that the white requires a supplement of 300 €.
Compared to the standard X-Diavel, the S adds in finishing and equipment. We recognize, of course, at first glance, the beveled finish of the splendid 8-inch wide rear wheel, as well as the metal elements that underline the V of the engine. The front light is LED, the mirrors are machined in the mass, the swingarm is anodized, the rear part of the saddle has an Alcantara coating® and a Bluetooth module® made his appearance.
On our test model, two elements were optional: the fuel cap designed by the ubiquitous Roland Sands, as well as the small passenger backrest that we can not recommend too much. Finally, the foot controls were placed in a central position: Ducati worked on the ergonomics of this bike and several combinations are possible. By combining the 7 saddles, the 3 handlebars and the 7 possibilities for anchoring the footrests, this makes 147 possible combinations.
In the saddle
At 755mm, the saddle height is really reasonable and while intimidating statically, the X-Diavel is easy to handle. Let’s not forget that it is 90 kilos less than all its competitors and you can feel it as soon as you step on it. We don’t have the anvil side that we feel on a V-Max, for example.
Transponder in the pocket, the power is activated by a button under the dashboard or on the right stalk. The V2 comes to life in a muffled rumble and it then remains to configure, if desired, the machine between its different engine maps (there are three: Touring, which already gives access to 152 horsepower, Sport, which comes with a more direct response to the handle, or Urban, which then reduces the power to 100 hp) or the level of traction control (there are 8 of them; a DTC level is associated by default with each of the engine maps, but we can also make its own settings).
Finally, it should be noted that despite its small size, the color TFT dashboard is complete and ultimately quite readable..
Engine and transmission
Equipped with variable valve timing, the big Testastretta has passed Euro 4 without leaving too much feathers and comes out with figures that are still quite impressive: with 152 horsepower and 12.8 m / kg of torque, the response to the grip is direct. and it’s an understatement to say that the thrills are definitely there. And all the more so since there is a DPL: Ducati Power Launch, which optimizes the cannon starts (it has three levels and is deactivated as soon as we exceed 120 km / h or when we pass the third) . Of course, this block is under strong electronic assistance and is managed by a ride-by-wire accelerator..
The X-Diavel is the first Ducati to be equipped with a secondary belt transmission, yes a belt! The 6-speed gearbox locks well, although neutral was often hard to find. It is perhaps related to the location of the footrests which imposes a different reference link … And all this makes regret the absence of a shifter, which would marry really well with the character of the engine.
In the city
Despite the long wheelbase (1615 mm) and the tires with unusual dimensions, the X-Diavel S is anything but drivable. Too bad, on the other hand, that the handlebars are so wide: that’s a bit of a handicap when going up the line. On the other hand, the V2 is relatively flexible, but since it has a lot of reach, we stay in third to cruiser at 50 km / h on the boulevards. The turning radius is quite correct, even if the dimensions of the machine mean that we must still be a little careful when maneuvering. Obviously, we will put the lock around our neck, because we must recognize that this sculptural machine has an effect !
On motorways and main roads
How much does it take, thoroughly, an X-Diavel S, with its poor pilot hanging on the handlebars like a flag by force 7? We will not know because it is forbidden but by framing a little, we find videos on the internet with X-Diavel at 250 km / h meter, which must give palpitations and redness to all being normally concerned about road safety issues.
What you should know is that this engine really deposits, with a crazy stretch between 6 and 9,500 rpm and that by insisting a little, not only do you quickly become illegal but in addition it becomes a physical challenge, because the driving position is not really made to fight against the wind effectively.
Back to legality, we appreciate the cruise control and the big V2 purrs at just over 5000 rpm at 130 km / h. Obviously, stability isn’t a problem, but comfort ends up feeling a bit firm in the long run..
On departmental
Forget the idea that a power cruiser is only used to shoot balls in a straight line, preferably in front of an assembly of cagoles desperate to have a little recognition. Because the X-Diavel takes a new weapon out of its hat: 40 ° angle grip, it gets serious. So yes, we end up touching the footrests on the ground by insisting, but that still leaves a good margin and there is no photo, question of road behavior, between this X-Diavel S and the others. Lightness and precision are on the program and that’s absolutely new in the genre. So we are not going to say that we are going to seek misery from the pilots on sporty roadsters, but between the rigidity of the chassis, the good braking and the potato of the V2, there is already something to be greatly pleased and not to be ridiculous while adopting a behavior which is a little bit straightforward. Admittedly, when exiting the attack, you end up feeling chassis reactions and the rear shock does what it can to channel the power, especially since the big 240mm wide Pirelli Diablo Rosso II is not the type to abdicate in front of the magnitude of the task.
You can also take advantage of the flexibility of the V2 to walk around with your nose in the wind, which the X-Diavel does very well, too….
Part-cycle
In addition to the extraordinary dimensions, the X-Diavel S is based on a chassis that is also well dimensioned. We have already talked about the 8 inch wide rear wheel paved by an imposing 240 mm tire! We can also recall the caster angle of 30 °! The difference between the X-Diavel and this S version lies in the fact that the fork of 50 mm in diameter (and which debates on 120 mm) receives a DLC treatment on the S. The compression and the preload are adjustable on the tube of left, the one on the right being devoted to relaxation.
As for the rear, which debates on 110 mm, it receives a new shock absorber for 2018. Admittedly, the first Diavel of the name was really rough from the rear, with painful strokes on a bad road. Here, Ducati cannot go against the nature of this machine: with the shock absorber placed in a horizontal position, just under the saddle, you cannot really achieve miracles and certainly, if there is an improvement, it remains a little steep despite everything…
Brakes
Brakes, there are front and rear. Forget the rear, it’s just non-existent (besides being hard to fetch, in the footrest configuration that was on my test bike). That’s not much of a problem as the front does the job for two, thanks to a device made up of two 320mm discs bitten by M4.32 monobloc radial calipers, all under the control of a Bosch 9MP ABS with cornering function. In short, the X-Diavel S has braking in line with its performance, which was not necessarily the case with the rivals mentioned above. Again, in addition to the quality of the device, 90 kilos of difference, it makes sense, once again !
Comfort and duo
Considering the power of the machine, the purchase of a sissy bar is more than advisable if you want to do a duo. Then, we appreciate the fact that the driving position is quite relaxed, but the fact remains that the comfort ends up becoming a little firm over the kilometers..
Consumption & autonomy
18 liters of gasoline and a consumption which, during this test, turns to 5.8 l / 100 on average: it is reasonable and it allows to get the 300 kilometers of autonomy. A fuel gauge and an autonomy indicator complete the range.
Conclusion
The X-Diavel is totally unreasonable and that’s why we love it. There is a force (barely) contained in his posture, in his dimensions, his wheelbase, the size of his rear wheel. There is power, barely masked, in this big V2 underlined by its polished casings, its rumbling, deep sound. However, the X-Diavel S is relatively easy to access, thanks to its really contained weight and its fairly flexible engine, almost round at low revs. But select the "sport" map and open the throttle fully and you enter another world.
The arms lengthen, the thrust is instantaneous, the horizon narrows quite quickly … And unlike other representatives of the genre, the driving qualities of this X-Diavel do not vanish after the first run and the one can clearly envisage to make kilometers with it, in spite of its rather radical posture or even of its price. In this context, the contribution of the new color or even the rear shock does not fundamentally change the situation: the X-Diavel is brutal. And that’s good !
Strong points
- Sculptural line
- Driving sensations (strong!)
- State-of-the-art equipment
- Engine that unloads its mother !!!
- Handling
- Braking
- Lightness
Weak points
- Handlebars a bit wide in town
- Rear brake does not exist
- Comfort always a little firm
- Neutral point difficult to find with footrests in central position
- No shifter
The technical sheet of the Ducati XDiavel S
Test conditions
- Itinerary: One week of daily use in Paris and a ride in Chevreuse
- Motorcycle mileage: 2200 km
- Problem encountered: none
The competition: used: Harley-Davidson V-Rod, Yamaha V-Max, Suzuki M 1800 R
The video test of the Ducati XDiavel S
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