Menus
- Fine-tuning in order
- You don’t change a recipe that works. The second generation of the Ducati Diavel therefore evolves only on points of detail while addressing (almost) all the minor faults of the 2011 version..
- Presentation
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Chassis and braking
- Duo and practical aspects
- Consumption
- Conclusion
Fine-tuning in order
You don’t change a recipe that works. The second generation of the Ducati Diavel therefore evolves only on points of detail while addressing (almost) all the minor faults of the 2011 version..
Ah, product marketing! In summary, this great tool focuses not on what you sell but who you sell it to.. Once you have defined your target, you have to understand it, know how it buys and identify the springs that trigger the buying reflex. This is what prompted Nestle to launch Nespresso, Porsche to build SUVs and BMW to produce improbable machines like the X5 Coupe (and they sold whole wagons of them). Ducati followed the same reasoning when they unveiled the Diavel in 2011. The target? The entrepreneur, in his forties, very wealthy and a fan of luxury products. In short, an extrovert guy who succeeded and who wants to show it … At the time, Ducati did not necessarily present it like this, preferring to emphasize the values at the heart of its philosophy such as design, technology and sportiness. Since then, the Diavel has sold more than 20,000 copies! A success for the Bologna firm, totally foreign to this new market segment, which is more famous for being a micro-niche. Admittedly, the detractors of Diavel and the purists castigated its very ostentatious look and its astronomical price. But we have to admit that the Italian power cruiser did not only appeal to quadra a little bling-bling, also attracting sober athletes and a lot of bikers. Some tired of wearing their toe clips on each roundabout, others annoyed at being smoked by the first T-Max at each red light.
Presentation
For its second generation of Diavels, Ducati has been very attentive to its “new” customers. Rather than upset the fragile alchemy that made its success, the Red staff preferred to work on the strengths and weaknesses of their devil by refining style and character while improving the cruising component, both in the city and over long distances..
On the look side, it goes through a new exhaust taking the design of the adaptable Termignoni sold as an option and a redesigned headlight and now 100% LED. For good measure, the Diavel is also entitled to a new headlight cap, a redesigned handlebar trigger guard, LED front turn signals and enlarged side scoops. As for the saddle, however not cut in solid oak, it has been redesigned to improve comfort..
Now let’s move on to the hidden part of the iceberg. Many voices would have been raised to demand a fuel gauge on the dashboard, it is now done. Graduated on a green background in the half dashboard integrated into the fuel tank, it turns orange when you switch to the reserve. Smart! And then finally there is the engine. With 162 horsepower in free version, the Testastretta DS 11 ° was not lacking in power. For torque, on the other hand, we never have enough and Ducati has reworked its twin accordingly by adding new injectors to improve the homogeneity of the air / fuel mixture. With 13.3 mkg obtained at 8000 rpm, the maximum torque only increases by 0.3 but the curve is clearly fuller than in the past and shifted lower in the revs. The other advanced benefit is a significant gain in flexibility of use. Ducati, long crushed for the high cost of its maintenance machines, underlines in passing that its Diavel only requires an oil change every 15,000 km and a valve clearance check every 30,000 km…
Two versions are available in the catalog. A “Dark” matte black version (we dare not speak of entry-level), billed at € 18,090 and a “Carbon” variant displayed at € 21,590 available in red or white. The latter is distinguished by forged 9-spoke rims with a specific design, a trio of saddle cover – tank cover – carbon front fender and a specific surface treatment of the exhaust silencer. As a side effect, this profusion of noble materials allows the dry weight to be reduced from 210 to 205 kg, that’s always what it takes.
In the saddle
To take control of his Power Cruiser, Ducati invited us to Monte Carlo, in order to have a framework in accordance with the target of his machine. While waiting for our convoy – more than 30 journalists from all over the world – to set off, let’s take the time to detail the beast. On, the LED headlight throws a maximum of it and gives the Diavel a "characteristic visual signature" to mimic the press releases Audi, parent company and incidentally the first car brand to have adopted this technology.
And even when turned off, the headlight is much more beautiful than that of the 2011 vintage. The finish of our Carbon versions is also sublime if we confine ourselves to admiring it from the cockpit. From the black anodized handlebars to the master cylinders with diamond-cut reservoirs, chiseled mirrors or the hydraulic adjustment knobs of the huge inverted fork, everything is done to flatter the retina..
By taking a step back, however, several plastic parts are much more inexpensive: wheel washer, engine guard … Curiously, all unsightly parts are available in their carbon equivalent in the options catalog. These are not three week old rabbits at Ducati! But do not sulk our pleasure since we find on this version 2.0 all the salt of the original. The on-board computer with TFT color screen – with high definition and auto-adaptive brightness please – always displays by default the selected driving mode (Urban, Touring or Sport) and the gear engaged as well as several optional data which ” you can scroll via the left stalk on the handlebars: average consumption, remaining range, partial trips, odometer … It also allows access to submenus allowing to deactivate the ABS, to adjust the degree of intervention DTC traction control (8 levels) or even start a stopwatch. Above, a second block displays the speed and engine speed, the time as well as the engine temperature. The key still acts as a transponder and is only used to open the fuel flap or unlock the saddle. No change in the driving position either. The saddle, at 770 mm from the ground, is accessible to very small riders and the triangle formed with the handlebars and the footrests is halfway between that of a roadster and a custom. Well, that’s not all, but we have an appointment in front of the Casino. Pressure on the starter … And the awakening of the V2 of a Diavel always has its small effect as the noise level is impressive. Who allowed such a thing to be approved ?
In the city
Brake and clutch being adjustable, zero gripping problems. We just regret that the left lever is still too hard for prolonged use in town. Too bad because with its low center of gravity, the big Ducati is at ease in evolutions at very low speed. The engine in Urban mode (limited to 100 hp) accepts to descend without flinching to idle speed -1750 rpm in gear, 1250 rpm in neutral, undoubtedly a joke of ride by wire- and even of resume on a trickle of gas on the first three reports. Pal bad for an ex-superbike engine !
The first pulling a bit short, we still tend to stall naturally in second (30 km / h at 1750 laps) while zigzagging between a Rolls and a Ferrari. Admittedly, setting the angle of a beast with a wheelbase as long as a day without bread (1.60 m) and with a 240 mm rear tire is less naturally than with a roadster, but the handling remains surprising in view of the size of the machine. The habit coming, we can even push the vice to attack the roundabouts with the supermotard, which allows the ground clearance. When cold, it is difficult to find the neutral point but once at temperature, the gearbox knows how to be forgotten, mixing smoothness and short travel and if necessary, it is possible to do without the clutch to up the gears. Of course, it will be necessary to deal with the rise in heat of the twin in summer and keep in mind that speed bumps are not his cup of tea. But overall, Diavelli is not a purgatory.
Motorway and expressways
Cutting the road with a Diavel is quite possible. Despite the lack of real protection, the wind pressure only becomes noticeable above 150 km / h and the profile of the saddle-shaped seat makes it easy to wedge the hindquarters for those who would like to go for a ride. the maximum speed, greater than 260 km / h. At legal rate, we can expect a consumption of less than 7 liters (see consumption). Combined with the 17 liters of the tank, the motorway breaks can therefore be spaced every 250 km. And whatever the speed, you can count on imperial stability and mind-blowing pickups, especially with Sport mode offering the equivalent of a short-pull handle. And if necessary, there is an optional mini windshield, as practical as it is unsightly, for very long distances..
Departmental
Without going so far as to say that it is his favorite playground, the Diavel is at ease in the turns. The ground clearance, limited in absolute terms, still allows you to have fun without being afraid and, if necessary, you can gain a few precious degrees by swaying. The angle is set smoothly, without tipping effect despite the large diameter of the rear tire.
The Diavel stiffens up a bit when taking the brake on the angle but overall, it is easy and reassuring. As for the exits of turns, it is the absolute happiness. In Touring mode, you can twist the throttle without a second thought and enjoy the surge of torque and power with your butt stuck in the back of the saddle: the long wheelbase and traction control take care of everything. No understeer on the horizon and the DTC more permissive than in Urban mode ensures a fair compromise to handle the arrival of 162 horsepower, all in a sound environment like La Charge des Valkyries. Then you just have to choose your engine speed with your choice: Tractor from 2 to 6000 revolutions then beyond Rocket to the switch! And that is not enough, Ducati has in its catalog of options a complete line fully coated with ceramic (a first in a motorcycle) improving efficiency by 10%. Be careful though, as standard on the first two gears, the “risks” of naturally lifting the front wheel are already high. And to hit nirvana, just switch to Sport mode for improved throttle response while keeping in mind that DTC is pretty much disconnected. Fortunately, each mode is customizable. and you can adopt the same DTC setting as in Touring or Urban. On more bumpy passages, the Diavel still began to show its limits, pushing its suspensions (adjusted to the most flexible) without however disuniting. In these conditions, we reach the limits of the Cruiser genre. The Diavel only has 120mm of suspension travel, both front and rear, while a Monster 1200 is right at 130 and 152mm respectively..
Chassis and braking
The inverted fork has a generous 50mm diameter and has compression and rebound adjustments. And, good news, the redesigned front finally allows access to the famous dials without resorting to pliers or the hands of your five-year-old niece. Nothing to say about the rear shock absorber, the control of which is carried under the saddle and accessible while driving. No change on the brake side and no one will complain. The double 320 mm diameter front disc combined with Brembo 4-piston radial calipers and coupled with ABS ensures the job without batting an eyelid. Power and feeling are there. Our opener having adopted a very conservative rhythm during our test, it is difficult to comment on endurance but given that the Ducatis have always been irreproachable on this point, do not ask yourself too many questions … The rear brake (265 mm / 2 pistons) is quite a pleasant surprise. It fulfills its dual role of stabilizer and complement to the front brake but lacks feeling at the pedal to be really dosable.
Duo and practical aspects
The space under the seat can accommodate at best a disk pad or a pack of cigarettes. On the other hand, the Diavel has a passenger handle integrated in the retractable rear buckle in a jiffy once the saddle is removed. Its grip is not what we have done best in terms of ergonomics but it has the merit of existing and will prevent you from losing your sandbag at the first start of a red light. On the other hand, on the road, the “elevated” driving position will leave him at the mercy of the wind and the elements much more than the pilot, hidden behind the high handlebars and XXL scoops..
Consumption
During our journey of 160 km and alternating between departmental and urban interludes, consumption varied between 7 and 8L / 100km depending on the pace adopted for an average autonomy displayed on the dashboard slightly greater than 200 km.
Conclusion
This second generation Diavel is reminiscent of automotive restyling in the middle of its life cycle (an idea from Audi?). No fundamentally different, it can rely on updated aesthetics and a more efficient engine to continue to seduce its target. For the promised improvement of the cruising component, however, a softer clutch would undoubtedly have been more relevant than a new saddle. Anyway, the Diavel remains an unclassifiable machine, fun and full of charm with its custom DNA, its standard roadster chassis and especially its thunderous V2 Testastretta. This engine is a real gem, at least in full version. Supple, full everywhere, angry in the towers and endowed with a divine sound, it counts a lot in the capital seduction of Diavel. There remains the design, which is not very consensual, which will probably force all future buyers to afford the total look that goes with it. But something tells me that there is everything you need for them in a Ducati catalog…
Strong points
- -The radical look…
-The best version of V2 Testastretta (in full)
-Sports potential of the chassis
-Electronic aids
-real versatility
Weak points
- -… but too ostentatious ?
-The Premium price of the Carbon version
-Relevance of a 106 ch version ?
The technical sheet of the Ducati Diavel
Competitors: HD VRod, Yamaha VMax
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