| Engine | 19./20 |
| Suspension/Handling | 13.five/15 |
| Transmission/Clutch | 8.5/ten |
| Brakes | 9./10 |
| Instruments/Controls | five./5 |
| Ergonomics/Comfort | eight.5/ten |
| Appearance/Quality | 9.25/10 |
| Desirability | 9.25/ten |
| Value | 8.five/10 |
| Overall Score | 90.five/one hundred |
What do the Diavel and the XDiavel have in frequent? According to Ducati, aside from six letters in their names, only brake calipers and tires. So, in spite of the similarities of the names – and even in profile – Ducati calls the 2016 XDiavel the company’s first correct cruiser. Don’t think of this as a boardroom construction meant to fill in a specific check mark on a manufacturer’s list of necessary items. As Claudio Domenicali, the Ducati Motor Holding SpA Chief Executive Officer, mentioned just this morning over breakfast, Ducati doesn’t concentrate-group its bikes to death. As an alternative, the organization builds the bikes it wants, the bikes that scratch a creative itch, and lets the chips fall where they may possibly.
2011 Ducati Diavel Evaluation
The XDiavel is a perfect example of the Ducati style strategy. Very first, the designers decided what constitutes a cruiser as noticed by way of its investigation of the American market. Next, the designers processed the data by means of the filter of Ducati styling, technology and functionality to settle on what the crucial characteristics would be. In the case of the XDiavel, the cruiser traits are relaxed, low-speed riding, the contact of travel, and a feet-forward riding position. On the Ducati half of the DNA, signature Italian style crafted with the most recent engineering and delivering a hefty dose of performance. This folding with each other of the somewhat contradictory style objectives is what puts the X in XDiavel.
The Heart of a Champion
Even though the engine is often crucial in a motorcycle, in cruisers it is the crown jewel, the centerpiece of the bike’s style while simultaneously getting the heart of its functionality. The Ducati Testastretta DVT 1262 requires this to the extreme – in a most optimistic way. With the Multistrada 1200 engine as its beginning point, Ducati’s engineers massaged and reshaped the L-Twin to a kind far more acceptable for Ducati-style cruiser duty. The 1262cc displacement comes courtesy of a longer stroke, yielding bore and stroke dimensions of 106.0mm x 71.5mm.
The DVT moniker in the name stands for Desmodromic Variable Timing, which very first appeared in the Multistrada 1200 last year, exactly where it varies the timing of both the intake and exhaust camshafts independently, allowing the engine to provide the seemingly not possible bottom-finish grunt and prime-finish oomph. (To find out about DVT, our 2015 Ducati Multistrada 1200 And 1200S Initial Ride Review has all the particulars – including video.)
The machined belt covers of the XDiavel S highlight the L-shape of the cylinders. The trellis frame and the swingarm pivot assembly use the engine as a stressed member.
Cruiser riders do not typically spin their bike’s engine up to the rpm limit. Rather, they usually rely on the bottom-finish torque as the main motivating element. Ducati have clearly studied this phenomena and have moved to address this with the XDiavel. The outcome is a claimed torque peak of 95 lb-ft at five,000 rpm. While that rpm level may possibly be a bit higher for classic cruisers – in truth, on many cruisers, that would be approaching the rev ceiling – the peak is considerably lower than on the prior Diavel and then remains fairly flat till 7,500 rpm.
Nevertheless, what cruiser riders typically have not skilled is the soul-stirring, deep intake howl emitted as the Testastretta’s superbike roots come online, thrusting the XDiavel forward with such force that they’ll be thankful for the bolster at the back of the seat, since the feet-and-hands-forward riding position provides the rider quite small with which to combat the acceleration other than upper body strength. But I’m obtaining ahead of myself.
Spy Shots: Ducati Diavel Gets A Makeover!
Compression was bumped from 12.5:1 on the MTS to a healthful 13:1 on the XDiavel. Even though the Bosch electronic injection system utilizes the exact same 56mm elliptical throttle bodies, the ride-by-wire (RbW) has, not surprisingly, been entirely reworked. Ducati getting Ducati, the engine also has a host of electronic goodies to give the rider with a assortment of power delivery possibilities. The three riding modes are: Sport, Touring, and Urban – each and every of which also attributes distinct Ducati Traction Control (DTC) and ABS settings.
The TFT display is easy to study in all lighting conditions, relaying all the information required at a glance.
From a power delivery point of view, the Sport mode naturally brings all 156 horses into play with the relationship between the right grip and the throttle’s butterflies a 1:1 ratio, giving the most direct connection with the rider. The DTC is also set to its least intrusive preset level. In Touring mode, the entire stable is nevertheless obtainable, but at reduce rpm the throttle response is softened by lessening the ratio of wrist input to throttle opening. Nonetheless, as the rider opens the throttle further, the ratio modifications to the point that, in the widest portions of throttle opening, it ultimately returns to the 1:1 ratio of Sport mode. Urban mode drops power output to one hundred hp and further softens the throttle inputs to civilize the savage in the confines of the city – and presumably slippery situations. DTC gets progressively more assertive with Touring and Urban modes.
Here’s where normal readers, who are familiar with my penchant for smooth throttle response, may be in for a surprise. In my quest for bobble-free of charge on-off-on throttle transitions on the street, I am usually willing to sacrifice a bit of energy on the altar of smoothness. Frequently, I really feel that RbW Sport mode is shorthand for abrupt mode, and Normal is in fact the most streetable setting. Properly, the XDiavel lays that belief to rest.
The old Diavel employed scrambler-styled mufflers, but the XDiavel tucks its exhaust system below the engine and in front of the rear wheel to let the engine and single-sided rear wheel to be displayed.
I started my day in San Diego’s morning visitors in Urban mode and discovered it to be friendly. As soon as the ride breached the city limits, Touring presented a lot of energy with no feeling of disconnection among the grip and the rear wheel. I was content to ride like this for really a even though. Nonetheless, when I switched to Sport, I was amazed at how smooth throttle transitions have been. Deliberately shifting from acceleration to neutral throttle to acceleration to deceleration and back on the gas – mid-corner – were greeted with buttery-smooth energy modulation with nary a hint of abruptness. The XDiavel stayed in Sport for the remainder of the day with the only exception being fast trips into the other modes to verify their efficiency when we encountered different riding scenarios.
Whilst we’re on the subject of power, let’s take a moment to think about the XDiavel’s output. Although Ducati’s reps made a lot of the improve in torque in the bottom end of the rpm range when compared to the old Diavel – and it was there – the XD nonetheless does not clear its throat until the tach clears 3,500 rpm. Below that, the engine will accelerate, but it also shudders as the cylinders attempt to deliver thrust from each and every power stroke. Above 4,000 rpm, it’s prepared to rock. The Testastretta’s superbike powerplant provides riders the luxury of selecting two riding tactics. One particular can loaf along in a single gear rolling among four,000 and six,500 rpm content material to use the engine as a giant rheostat, or if you’re in the mood for some shenanigans, drop down a gear or two and let the L-Twin pleasure you aurally. Nonetheless, the genuine joy of the XD comes from turning the loud tap to 11 and holding on for dear life.
The forward thrust provided by the linear powerband up to these 156 horses is fascinating. Add in the clamshell riding position in which your grip and upper physique strength (plus an appreciated assist from the seat’s bolster) are the only things holding you on the bike, and you are in for the ride of a lifetime. I’ve ridden a ton of hopped up cruisers, which includes a dual-supercharged Valkyrie, and no factory cruiser has ever widened my eyes to such an extreme. A single of my compatriots topped the ton in third gear. In one particular instance, I saw a speed (with way more on tap) that would trigger my father to get in touch with me with the reminder that I have young young children that need me if I incorporated it in this post.
Taming the Beast
The new electronic feature that has been the topic of much discussion amongst the MO staff is the DucatiPowerLaunch (DPL). This special launch mode is so cool that it gets its own button safely tucked away behind the front brake reservoir. Pressing the DPL button directs the rider to a screen with three alternatives. The first provides the least intervention in the form of DTC and Wheelie Control, while the third gives the most. As soon as the level of protection is chosen, a screen tells the rider to place the transmission in 1st and crank the throttle WFO. After you are underway, the electronics take over to save your butt till you either reach 74.six mph (120 km/h) or you shift to third gear. Also, it disengages if your speed drops to three.1 mph (five km/h). Other than stating that the DPL would only let 3 launches prior to a prescribed cool-down period was enforced, the press briefing covered absolutely nothing else about this mode.
The switch gear involves red LED lighting for straightforward night access.
Throughout one of the photo stops, I asked a ride leader if there was a location scheduled for us to attempt DPL for ourselves and was shocked to uncover that we have been not going to test it. The thought that I wouldn’t get to test DPL began to eat away at the back of my brain, like a rat gnawing on wiring inside a wall. Who had been they to say that I shouldn’t fully test their new motorcycle’s capabilities? I’m a expert. Our readers deserve to know.
A handful of minutes later, right after a photo pass, I found myself at a quit facing an eighth-mile of empty pavement and no Ducati officials in a position to quit me. Now, what would a MOron do in this situation? Yeah…
The XDiavel S characteristics a stylish LED daytime running light.
If you have spent any time at dragraces, you’ve observed racers crank the throttle to the quit, and, when the beginning tree shows amber, dump the clutch. As my buddy, former coworker, and erstwhile editor for a dragracing magazine, Peter Jones puts it, in the classes that let you run multistage lock-up clutches or launch manage, if you are modulating your clutch at all, you have currently lost. The parameters for the launch are programmed into the program in the pits. It was in this spirit that I selected DPL Level 3 for the most intervention (Hey, I’m not entirely stupid!), pinned the throttle, and dumped the clutch.
DPL is not that kind of launch control.
Witnesses said, when they heard the engine roar, they turned their heads to see a cloud of tire smoke as the XDiavel’s rear tire instantaneously snapped to the appropriate. Even though DPL is not correct launch handle, I can firmly say that the DTC interceded on my behalf. Upon realizing my mistake, I immediately pulled in the clutch, but with out the electronic help, I would have began the 2016 testing season with a bang. An oops. And, I’m sure, a bunch of explaining. As an alternative, it was just a stratospheric adrenaline hit and a vigorous finger shaking by the Italian ride captain telling me that a second attempt would not be tolerated. Suitably chastened, I got back in line for yet another photo pass.
In summary, DPL needs human intervention on launch. When it detects that the bike is moving, the DTC and wheelie control take over. The true perk that DPL brings to the party is holding the engine rpm at a preset level prior to launch. (For those who care: eight,500 rpm for Level 1 and eight,000 rpm at level 3.) Otherwise, the XDiavel owner is launching their bike the same way we did on our Sixway Street Suberbike Shootout: attempt not to bog the engine off the line then hold it wide open.
With the water pump moved from the alternator cover to the space among the cylinders, the cooling hoses are virtually invisible tucked up against the radiator rather of covering the side of the engine.
So, the Testastretta DVT 1262 is claimed to pump out 95 lb-ft and 156 hp (rated at its crankshaft) with transcendent throttle manage, but cruiser engines are about far more than the production of energy. They are also hugely-styled objects of worship, and Ducati expended tremendous effort to polish the mill to its jewel-like finish. 1st, the ugly cooling hardware covering a large portion of the engine’s left side was relocated. The water pump moved from its former location on the alternator cover, a place that placed the numerous hoses necessary for routing the coolant in plain sight. Now, tucked in the center of the L, the water pump is driven by an further belt and even had its output enhanced. The numerous pipes and hoses distributing the coolant have been repositioned, largely out of sight.
The finish of the engine varies based on whether it is a normal or S model XDiavel. The normal receives an all-black engine, while the S has machined highlights breaking up the engine’s glossy black belt covers. Moreover, other select S model pieces, like the peg mounting brackets and the outdoors edge of the 11 spokes on the alloy wheels, are machined to contrast the black paint. The S also receives a glossy black paint, as opposed to matte black, and a snazzy but understated textured grey and accenting red racing stripes down the center of the tank and front fender. Two other visual specifics round out the cosmetic characteristics of the S: the LED daytime running light wrapped about the prime of the headlight and the gold of the Brembo M50 brake calipers.
The XDiavel is the initial Ducati to use a belt final drive. Note the removable forged piece connecting the trellis and the cast reduce portion of the swingarm. This is needed to replace the belt.
Functionally, the standard and the S are the same with the sole exception of the front calipers. The regular sports Brembo M4 32 radial monoblock calipers. Both bikes use 320mm semi-floating front discs. When utilised in anger, each sets of calipers give lots of usable performance, but if you want to see E-i-C Duke swoon, get him talking about his adore of the M50s. The same holds correct of the XDiavel S. But wait, there’s more: All XDiavels benefit from the Cornering ABS provided by the Bosch Inertial Measurement Unit (IMU), which “dynamically measures pitch and roll angles plus the speed of relative variations in attitude,” enabling the ABS unit to tune its response to the chassis’ present orientation and state of modify.
A Ducati by any other name
Although we’ve hinted at the XDiavel’s styling, we haven’t but turned our complete focus on it. The principal style criteria were to embody the cruiser elements of a long, low stance and the almost omnipresent teardrop shaped tank then couple these with a feet-forward riding position. Although the original Diavel had a sportbike-like bulbous-topped tank, the XDiavel displays a vestigial hump on its cruiser-styled teardrop. Even so, the abbreviated seat and pillion share a lot more resemblance to a Monster seat than that of any cruiser. The best way to approach the XD’s relationship to cruiser aesthetics is to appear at the broad strokes. The bike’s lines largely taper down towards the back. The engine is displayed in a frame made to show its beauty and muscularity. The LED headlight is a minimalist unit that flows into the fork.
The seat is quite firm but surprisingly comfy, even though it does lock the rider in one position. If I asked my wife to ride on this pillion, she’d laugh – with murder in her eyes.
If the overarching lines are cruiser-ish, the execution is modern muscle. Even though this broadening of the cruiser palette to contain reinterpretations of classic cruiser lines is not unheard of (look at numerous of the Victorys or the Vulcan S or even the Indian Scout, to a lesser extent), the XDiavel is Ducati efficiency concentrate laid over a cruiser profile. And then there are the forward controls that are so frequently the bane of cruiser cornering.
Ducati’s claim of a 40° lean angle and a relatively low 29.7-in. seat height with forward controls raised some eyebrows, but Ducati appears to have pulled it off. Moreover, the pegs can be moved roughly one particular inch forward and aft of the regular position to accommodate distinct leg lengths. Also, the extenders essential to lengthen the shifter linkage to suit the varying peg positions are integrated with the bike. Accessory mid-mount pegs are obtainable for those who want the XD to have the same foot placement as the Diavel. In accurate cruiser style, upper body strength is essential for the rider to lift the glutes skyward when large bumps are encountered.
At lean angles that would have several cruisers dragging pegs, floorboards, or a lot more, the XDiavel nevertheless has cornering clearance in reserve.
Speaking of bumps, the XDiavel’s suspension does a exceptional job of impersonating a sportbike in cruiser’s clothing. The ride is sporty firm which assists with the lean angles the XD can attain. The fully-adjustable inverted fork feels just about perfect for this bike, but the preload and rebound adjustable shock can get harsh more than larger bumps (an issue standard of fat and therefore heavy rear wheels and tires –Ed.) – which wouldn’t be a difficulty if peg location permitted the rider’s legs to be utilised as auxiliary shock absorbers.
The notion of Ducati generating a feet-forward cruiser, on its surface, defies logic. How could a firm identified for generating technologically sophisticated, narrowly focused sporting machinery even contemplate the function-defying riding position? Nonetheless, what we get in the XDiavel is a modern interpretation of a functionality cruiser that corners like a sporty bike and is capable of heart-thumping acceleration followed by hair-on-fire braking.
| 2016 Ducati XDiavel | |
+ Highs
| – Sighs
|
Cross-breeding Ducati’s vision of the American cruiser with the important components of Ducati has created a bike that, in a lot of ways, thwarts description. The XDiavel has a stunningly gorgeous engine that looks significantly cleaner with the cooling plumbing tucked away from sight. Any other manufacturer would most probably have study-grouped the character out of the XD. Nonetheless, Ducati, by pursuing the organization goal of developing the kind of bikes that it as an entity desires to produce, has produced an thrilling bike that is a single component cruiser to two components efficiency machine.
Will the cruiser industry accept the XDiavel? Only time will tell. The XDiavel and the XDiavel S will be available early March 2016 for a MSRP of $ 19,995 and $ 22,995, respectively.
| 2016 Ducati XDiavel and XDiavel S Specifications | ||
|---|---|---|
| XDiavel | XDiavel S | |
| XDiavel | XDiavel S | |
| MSRP | $ 19,995.00 | $ 22,995.00 |
| Engine Type | Ducati Testastretta DVT (Desmodromic Variable Timing), L-Twin, Dual spark, Liquid cooled | Ducati Testastretta DVT (Desmodromic Variable Timing), L-Twin, Dual spark, Liquid cooled |
| Displacement | 1262cc | 1262cc |
| Fuel Method | Bosch fuel injection system, Complete ride-by-wire system, 56mm oval throttle bodies | Bosch fuel injection method, Complete ride-by-wire technique, 56mm oval throttle bodies |
| Valve Train | four Desmodromically actuated valves per cylinder | 4 Desmodromically actuated valves per cylinder |
| Horsepower | 156 hp @ 9500 rpm (claimed) | 156 hp @ 9500 rpm (claimed) |
| Torque | 95. lb-ft @ 5000 rpm (claimed) | 95. lb-ft @ 5000 rpm (claimed) |
| Transmission | 6-Speed | six-Speed |
| Final Drive | Belt | Belt |
| Front Suspension | 50mm inverted fork, adjustable for preload, compression, and rebound | 50mm inverted fork with DLC therapy, adjustable for preload, compression, and rebound |
| Rear Suspension | Single shock absorber, Adjustable preload and rebound, Remote reservoir, Single sided swingarm, 4.7 in. travel | Single shock absorber, Adjustable preload and rebound, Remote reservoir, Single sided swingarm, four.7 in. travel |
| Front Brake | Dual 320mm semifloating discs, Radial Brembo monobloc four-piston M4-32 callipers and radial master cylinder, Bosch cornering ABS | Dual 320mm semifloating discs, Radial Brembo monobloc 4-piston M-50 callipers and radial master cylinder, Bosch cornering ABS |
| Rear Brake | 265mm disc, two-piston floating calliper, Bosch cornering ABS | 265mm disc, 2-piston floating calliper, Bosch cornering ABS |
| Front Tire | Pirelli Diablo Rosso II, 120/70 ZR17 | Pirelli Diablo Rosso II, 120/70 ZR17 |
| Rear Tire | Pirelli Diablo Rosso II 240/45 ZR17 | Pirelli Diablo Rosso II 240/45 ZR17 |
| Wheelbase | 63.six in. | 63.six in. |
| Seat Height | 29.7 in. | 29.7 in. |
| Weight | 545 lb. (claimed) | 545 lb. (claimed) |
| Fuel Capacity | 4.75 gal. | 4.75 gal. |
| Available Colors | Matte Black | Glossy Black |
| Warranty | Two years, unlimited mileage | Two years, unlimited mileage |
2016 Ducati XDiavel S First Ride Assessment
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