2019 Ducati Diavel 1260 review

There's a lot of words floating about describing the category in which the Diavel 1260 belongs: power cruiser, sports naked, muscle cruiser, maxi-naked. Even Ducati doesn’t seem quite sure what to call it. Personally, since the demise of the Yamaha V-Max and while we wait for the new Triumph Rocket 3 to land, I'd say it's in pretty much in a class of its own -- so pigeon hole the Diavel as you see fit.

In any case, associating the word cruiser with this bike sends out an almost completely erroneous message. This isn't some lardy, chrome-plated, gin-palace of a bike with weird ergos and wobbly handling like most of the stuff going by that name.

The Diavel 1260 couldn't be further from a regular cruiser than a seaside donkey is from winning the Melbourne Cup. Of course, you can plod up the freeway for miles on it if you fancy, in the same way you can ride a postie bike to Uluru: doesn't make one a cruiser and the other an adventure bike.

The Diavel 1260 as tested here, and its better suspended and more specced variant the 1260 S, may share a very familiar Diavel silhouette but this is an almost entirely new motorcycle, with Ducati going to some lengths to make it way sportier than previous models.

For a start the belt drive of the XDiavel is replaced by a conventional chain which, while requiring more regular maintenance, is more efficient at getting the horses to the tyre. Then there's a host of geometry changes to enhance the handling and manoeuvrability.

The wheelbase, although still a goodly walk from axle to axle, is down 15mm to 1600mm, the rake is three degrees steeper, and the trail 10mm less. The weight has also been reduced by over 10kg, the seat height is 25mm taller and the footrests more centrally located rather than out in front.

These changes have greatly improved the steering on the $29,790 (rideaway) Ducati Diavel 1260, making it quicker and the bike lighter to turn, as well as putting the rider in a more commanding position from which to throw it around. In fact, the 1260 rolls so sweetly and easily from side-to-side it feels half its weight and you can almost steer with just your feet, belying the fact a massive 240-section tyre hangs out the back.

I'd be telling fibs if I said the steering is totally neutral and there is a slight tendency for it to roll around the headstock at low speeds, but that disappears as velocity and commitment go up. Oh, and there's also an extra degree of lean angle before you deck the pegs out, but even with 41 degrees to play with the bike is so planted I'd be happy if there was more.

The Ducati Diavel 1260 S is about five big ones more expensive, but does come with better brakes, different wheels, a bi-directional quickshifter and fully adjustable Öhlins suspension. Having said that, the stock suspenders do a bloody great job of keeping the 244kg curb weight under control and react noticeably to adjustment.

I wound about 5mm of preload into the rear shock (a more fiddly job than I'd imagined actually) and a bit of extra rebound damping which not only made the steering feel better (because the back wasn't sitting down so low) but improved the handling greatly mid-corner and off the turn. That was all without messing up the excellent levels of comfort in a straight line.

That gloriously mental Testastretta, DVT L-twin engine has been tweaked slightly from the previous iteration and still totally dominates the look of the bike. Side-on it acts like a black hole, allowing not a sliver of light to pass through it, and when you dump the clutch it feels like you're caught in one such is the g-force trying to tear you off the back.

A more densely packed and solid engine has rarely been wedged into a motorcycle frame than on the new Diavel, although in truth the engine pretty much is the frame with only a small trellis arrangement at the front to hang the forks off and a metal plate at the rear to facilitate attachment of the single-sided swingarm.

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In a very real way this is simply a massive motor with wheels bolted to each end and, with the broad tank (flanked by imposing twin air-scoops), big belly pan and brushed-metal side panels all contrasting hugely with the chopped-off, and apparently sub-frame-less, rear-end, give the impression the rider is sitting way at the back of the bike. It's a fairly unique look, giving the whole thing an aggressive and futuristic appearance which demands attention.

Despite its imposing demeanour, the Diavel is a surprisingly easy bike to ride and carries its kilos really low. Certainly one part of the Ducati 1260's impeccable low-speed balance can be attributed to the fact that the forward-pointing cylinder is positioned almost at the level of the axles. As such, when you lean the bike over, it’s rotating along its own axis rather than having to be levered up, over and down the other side, continuously changing the C-of-G as a result.

This effectively means a significant portion of the engine's weight almost disappears from that part of the dynamic equation. In addition, thanks to the variable valve timing this bike is as happy crawling through slow moving traffic as it is trying to separate your arms from your shoulders. And it’s silky smooth, too.

At walking pace, on just a whiff of throttle, there's no hunting or indecision from the well-sorted fuelling on the Diavel – but there is a hint of abruptness when getting back on the gas, particularly in Sport mode. That’s as much about the amount of torque being unleashed as anything else, and a small price to pay for being able to put the planet in reverse.

The brakes are utterly impeccable and suit the bike's performance perfectly. The Bosch cornering ABS, where the level of intervention varies according to which engine map the rider selects, offers bucket loads of confidence and the feel at the lever cannot be faulted whether you're just scrubbing off a bit of speed or doing a full-on, tyre-squealing, sweaty-palmed emergency stop (thanks Skippy!).

Talking of rider aids the Diavel comes with a full suite of features including three engine maps called Urban, Touring and Sport – or I prefer to call the latter ‘Prison’! Each map dials up different values for ABS, traction control and wheelie control, as well as throttle response and power.

Within each map, the rider can adjust any or all of these preset parameters and commit them to memory: the Diavel's, not yours. The system also includes cruise control, which is rapidly becoming a must-have these days on any bike that purports to being a mile muncher, as well as three-level launch control – which is downright hilarious. You also get a different style of dash display for each map, or you can simply choose one to be permanent.

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The view from the rider’s perspective is surprisingly minimalist with a small row of idiot lights above the handlebar and the equally small TFT screen below. The tidy view is further enhanced by the fact the ignition is keyless, meaning you only need to have the fob in your pocket to allow the bike to wake up via either the button on the right switch block or the rather bigger one below the headstock.

I was a bit concerned the first time I was paying for fuel that I’d left the bike in a state that would allow someone to jump on and ride off, but thankfully the fob needs to be in very close proximity to the bike for the ignition to work. You will need the actual key to open the fuel cap although not to engage the steering lock: simply turn the handlebar to full lock and hold the power button down.

The handlebar switches are all backlit in red on the Diavel 1260, which looks very cool at night – but unfortunately the lettering on them isn’t transparent so you can see the outline of the switch but not the label on it. Slightly counter-productive. There were also a couple of less than perfect looking bits of wiring, namely on the O2 sensor on the rear pipe and underneath the dash panel.

Both of these looked like they were missing a rubber boot or something similar to hide the ends. Not a massive deal by any standards but on a 30 grand bike I’d expect a bit better. Other than those two foibles the fit and finish elsewhere is immaculate, end even the machined finish on the pillion pegs smacks of quality.

The strikingly shaped seat is way more comfortable for the rider than it looks, and the dramatic rise up to the rear certainly helps keep you on-board when getting frisky on the throttle, especially with the grippy suede-a-like material it's covered with.

My brave passenger reckons the broad pillion perch is the best thing she's sat on all year. Not only that, but as the engine is so smooth at low to medium revs she's given this the overall ‘best bike we've shared this year’ award and was as sad as I when it went back to the shop.

Some bikes, regardless of their performance, spec sheet or components just make you feel great when you're on them, which is how it should be. The Ducati Diavel 1260 is one of those bikes and I'd have to say I formed an almost instant attachment to the thing.

It's so ludicrous in so many ways, from the proportions of the engine, the size of the tyres -- especially on the rear wheel -- and the overall attitude of the thing that you can't help but feel bloody cool tooling about on it: I'd use the phrase king-of-the-road if it weren't so wanky.

But unlike most cruisers this isn't just a show-pony: backed up with insane acceleration, grunt and handling to match it's impossible not to fall in love with the thing simply because it's so brilliant to ride.

Not only that but, despite what its colossal appearance might suggest, it's much less intimidating than you might imagine and also incredibly easy to live with, having a performance envelope ranging from mouse to utterly possessed.

I get to ride a lot of motorcycles doing this job but the Diavel 1260 has instantly blasted its way into my top three road bikes as of now. Jump on one and you'll see why, whatever you decide to call it. And if your budget extends even further, there's always the Ducati Diavel 1260 S...

ENGINE
Type: Testastretta DVT, eight-valve, liquid-cooled L-twin
Capacity: 1262cc
Bore x stroke: 106mm x 71.5mm
Compression ratio: 13:1
Fuel system: Bosch electronic fuel injection with 56mm elliptical throttle bodies, ride-by-wire

PERFORMANCE
Claimed maximum power: 159hp (117kW) at 9500 rpm
Claimed maximum torque: 129Nm at 7500 rpm

TRANSMISSION
Type: Six-speed
Clutch: Slipper and self-servo wet multiplate clutch with hydraulic control
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel trellis frame
Front suspension: 50mm fully adjustable upside-down fork, 120mm travel
Rear suspension: Monoshock, preload and rebound adjustable.130mm travel
Front brakes: Twin 320mm semi-floating discs with radial Brembo monobloc four-piston M4.32 calipers, Bosch Cornering ABS
Rear brake: Single 265mm disc with twin-piston Brembo floating caliper, Bosch Cornering ABS
Wheels: Cast alloy, front 3.50 x 17, rear 8 x 17
Tyres: Pirelli Diablo Rosso III, 120/70 ZR17 front, 240/45 ZR17 rear

DIMENSIONS AND CAPACITIES
Rake: 27 degrees
Trail: 120mm
Wheelbase: 1600mm
Seat height: 780mm
Claimed kerb weight: 244kg
Fuel capacity: 17 litres

OTHER STUFF
Price: $29,790 rideaway
Colors: Sandstone Grey
Bike supplied by: Ducati Australia
Warranty: 24 months unlimited kilometres