Ducati XDiavel 2023 — Specifications

Imagine an engineer from Bologna who spent six months in Santa Monica, staring at the American customs cruising down the Pacific Coast Highway. He returns to Italy, settles down at his drawing board, and produces something unexpected. The Ducati XDiavel is the result of this thought experiment, a machine that refuses to be put in a box and, precisely for that reason, divides as much as it fascinates.

The 1262 cm³ Testastretta DVT engine is at the heart of the matter, and it deserves attention. Ducati didn't simply reuse the L-twin from the Diavel and drop it into a different frame. Piston stroke has been extended to 71.5 mm, the DVT variable distribution inherited from the Multistrada has been recalibrated, and the compression ratio climbs to 13:1. The result is 156 horsepower at 9500 rpm, six less than the original Diavel, but more importantly, 126 Nm of torque available from 5000 rpm. The difference with a classic American V-twin is that this torque arrives early, very early, almost aggressively early. From 2000 rpm, the throttle responds with a frankness that pushes your shoulders back. The rear tire, a 240/45-ZR17 with proportions reminiscent of gas-guzzling muscle cars, will moderately appreciate this constant mechanical generosity.

On the road, the Ducati XDiavel’s technical specifications reveal its productive contradictions. The wheelbase of 1615 mm and the rake of 30 degrees clearly place this machine in the register of large American bikes stable on the highway rather than nimble in twisties. The 755 mm seat height, the forward controls, and the belt final drive confirm the orientation. Nevertheless, 40 degrees of rake and radial Brembo brakes with four-piston monoblock calipers on 320 mm discs recall that this is still a Ducati. The 247 kilograms fully fueled don’t fly away, but they steer with a precision that American customs generally don’t know. The 50 mm adjustable inverted fork and the rear shock working above the swingarm bridge two philosophies that seemed irreconcilable.

The onboard electronics represent what the Ducati XDiavel S 2020 has most seriously to offer against the competition. The Bosch IMU inertial platform supervises an eight-level traction control system, ABS that takes into account the lean angle, and three riding modes. Ducati Power Launch with its three settings transforms every start into a measured exercise, even if the system politely cuts out at 120 km/h to protect the mechanics. Faced with an Indian Scout Bobber or a Harley-Davidson Softail Slim, the technological gap is abysmal. The XDiavel plays in a different league, that of power-cruisers with sporting pretensions, a segment that only Yamaha has brushed against with the VMAX without ever truly convincing over time.

The ergonomics deserve a special mention. Sixty possible combinations between the five seat heights, three handlebar positions, and four footrest adjustments make the Ducati XDiavel a motorcycle that you configure to your build with an unusual precision in this category. The rider of 1.70 m as well as the one of 1.90 m will find their position. However, the passenger must absolutely have an altruistic soul: the rear seat is more of a symbol than a seat. The color TFT screen under the handlebars is pleasing to the eye, the keyless start is practical for everyday use, but some cable routing on the left side betray a finish that does not quite reach the level displayed by the price of 21,290 euros. For those who this price convinces to go further, the Ducati XDiavel S 2020 price justifies its supplement with superior Brembo calipers, more elaborate rims, and Bluetooth connectivity.

Target audience? The experienced rider who wants to ride a custom without sacrificing their riding pleasure, who appreciates American aesthetics but refuses the rustic mechanics that usually accompany it. The Ducati XDiavel used is negotiated well below this new price, which makes it a coherent proposition on the used market. A Ducati XDiavel test ride remains essential before any purchase, because the physical experience of this torque available from the bottom of the dead center is not translated in any technical specification, and constitutes the most honest commercial argument that Bologna has produced for a long time.