Motorcycle specifications Ducati1262 XDiavel Dark 2021 An open file

The XDiavel now begins its run in the Dark version. This allows it to distance itself a little more from the enriched S and Black Star versions.

A name that adorns it in its entirety with matte black paint, an effort on the price tag, and a willingness to go for the essentials: big watts, custom, feel and feet forward.

The Euro5 standard could have calmed its ardor, but Ducati has recalibrated the engine settings to produce even more horsepower than before. There's an abundance of hooves to match the 160hp cavalry. This evolution of the XDiavel can be recognized by its new exhaust system, which is less like an American sports car with an oversized V8, and more like that of the Diavel. With this update, the bike retains its soul, its identity and most of its specific features. Let's take a closer look to fully grasp them.

the XDiavel - a clash of genres.

Why X? Because it's a motorcycle at the crossroads of several universes? Because it's a forbidden genre? Because it's impossible to define exactly which category it belongs in? Everyone is free to make up their own mind about this Xdiavel. It's much more than a variation on Bologna's diabolical roadster. It's a machine that carries the brand's DNA but operates in a multi-category - and above all, American - register.

A striking design. It's sure to please. But everyone? Not at all! Ducati fans won't be as divided as they were over the machines of Pierre Terblanche's day(999 and 749, 1st Multistrada, 900 MHe), but will they recognize themselves in this power-cruiser?! The technology is reassuring, with a sporty twin, desmodromic valve train and steel trellis frame. The silhouette is more appealing, more apt to show off the steel muscles. The exhaust pipes are hidden, the engine overflows, the rage is anguished. We're in the exercise, with effects that jump out at you. A much-shortened rear end, a very compact dual-outlet exhaust, radiator scoops and rear plates detached from the whole - obviously, it's got to look good. And then... advanced foot controls, belt drive and torque-sensitive mechanics. Okay, the Xdiavel is calibrated just right for the Americans.
And that's a good thing. Given the slump in the sportbike market over the past 15 years, Ducati wouldn't have developed its sales much if it had stuck to selling sportbikes, the very models that have contributed so much, and still do, to building its reputation.

We've just looked at some of the Xdiavel's special features. But to limit ourselves to that would be to come to an uninformed conclusion and miss out on its potential. The machine is full of tricks. Starting with its engine, which is even bigger and fatter than the Diavel. First, the engine-makers grafted on the DVT variable valve timing system of the old Multistrada, revised to deliver more torque. Next, a longer piston stroke (from 67.9 to 71.5 mm) boosts displacement to 1262 cm3. The compression ratio rises from 12.5:1 to 13:1. Enough to power the crew? No, just enough to spread the arms. While this twin is almost as powerful as its cousin, it has a major advantage in terms of torque management. The latter has the advantage of kicking in much earlier. We get a maximum of 13 mkg at 5,000 rpm, whereas the Diavel has to wait until 8,000 rpm to deliver the same dose. Poor rear tire, which has to work all that traction almost all the time. Above 2000 rpm, 10 meters after starting, the engine is already sending out 10 mkg. All that's left to do is turn the handle to tear off a piece of road.

The mechanics are plentiful, but not the only ones. It also plays an essential role in the design, purging as much as possible of the peripherals essential to its operation. Try to find a piece of hose sticking out! Everything is stashed away in the casings, and the water pump has been moved to the L-shaped cylinders, so as to be invisible. The steel trellis frame has shrunk since the Diavel, content to hold the steering column, and above all to free up even more visual space around the engine. The left-hand side couldn't get rid of a few spark plug wires and other knick-knacks; on the right-hand side, you'd think you were in a clinic.

A power cruiser is designed to push with style, not necessarily to angle. The Xdiavel attempts to reconcile the values of the category by combining them with its impertinence. Since the Diavel, the wheelbase has increased to 1615mm from 1590mm, the column angle has extended the opening (30° from 28°) but the angle of attack is almost identical, with 40° of inclination announced. Still, you won't be able to turn the X as easily as the Diavel. On the other hand, this stability-enhancing geometry will be an asset under hard acceleration, and the bike is just waiting for it. The suspension set, a large 50 mm Marzocchi inverted fork and Sachs shock absorber, is adjustable for rebound and preload. The shock absorber is pushed above the swingarm to make room for the throttle plenum. By compacting as many components as possible in the central rear area, the XDiavel completely frees up the superb rim attached to the polished aluminum monobracket.

Watts full of cream that's not light at all, and electronics galore. The Xdiavel will choose its owner. Reinforced by Bosch's IMU inertial unit, this custom bike has nothing to envy the latest sports bikes. Riding aids include 8-level traction control, ABS braking with angle control, three riding modes (Sport - Touring - Urban), cruise control and a 3-level Ducati Power Launch (DPL) stop-start assistant. To be consumed in moderation? The electronics switch off the system at 120 km/h or when the third gear is engaged; and above all, they take into account the pace of a drag start to limit the number of successive starts, in order to avoid clutch massacre. Conversely, to calm the beast, Brembo brakes with 320 mm discs and M4-32 monobloc calipers will stop its 247 kilos.

There was a time when Ducatis demanded a certain profession of faith from those who wanted to ride them. The Xdiavel's philosophy is quite different. The footrests can be adjusted to 4 positions, with a range of travel of plus or minus 22.5 mm. Ergonomics can be fine-tuned with 5 seat heights and 3 handlebar positions (+ 25 mm, standard, - 25 mm), for a total of 60 different positions. Dedicated to the rider, the Ducati is less kind to the passenger. Given the space allotted to him, he'll be satisfied... that he's not sitting on the slice of sliced bread that serves as a seat.
The key is in your pocket; no need to take it out. The Xdiavel senses your presence and allows you to start. You're greeted by two instrument clusters, including a handsome little TFT pad hooked under the handlebars, seemingly floating above the fuel tank. Once you've got your hands on the handlebars, you'll be amazed by the color display, but if you're looking at the controls, you'll be amazed by the more-than-average integration of cables and hoses.

Long, low, powerful, expressive in both visual and twin terms, the Xdiavel could be likened to what American brands might have produced in a dimension of sporting technological development (every nuance is up for grabs). A kind of super V-rod, but with a patina of Italian pencil strokes and a taste that's as charming as it is temperamental.
For those who demand even more from their XDiavel, there's also an S version, with better brake calipers, a surface treatment for the engine, more dynamic rims, on-board Bluetooth and other goodies; as well as the Black Star with a 'Muscle Cars' color scheme and lightened forged rims.

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