First ride: 2015 Ducati Diavel Carbon

It’s a sportsbike, it’s a cruiser, no it’s a Ducati Diavel, one of the most badass motorcycles out there and the updated 2015 model takes it to a whole new level

I am going to start off with a quick science lesson --one directly related to the 2015 Ducati Diavel. A somewhat smart guy named Albert Einstein theorised that the faster you travel the slower you age, so after a week with the updated Diavel I feel bloody good for my age -- it really is that fast.

Back in 2011 when Ducati released the Diavel it was a very bold move, as people weren’t sure what category it would fall into, and if you were going off the specs it was most likely going to take on some pretty established motorcycles such as the Yamaha V-Max and Harley-Davidson V-Rod.

Ducati nailed the original Diavel, and three years on the Italian engineers have managed to improve on what is one of the most badass whatever-you-want-to-call-it type of motorcycles out there. There are two Diavels to choose from in 2014: the base model Diavel Dark and the visually up-spec but mechanical identical Diavel Carbon, the latter being the test bike.

The updated Diavel is a mid-life cycle facelift with a host of cosmetic upgrades, but don’t be fooled -- Ducati has also done quite a bit of tinkering with the engine. The aim was to produce more horsepower and torque down low than the previous engine.

Peak power remains at a claimed 162hp, but it comes in 250rpm earlier (9250rpm down from 9500rpm). Torque peaks at the same 8000rpm level but is up 3Nm (130.5Nm from 127.5Nm) on the previous donk, however this engine now makes more power and torque throughout the entire rev range.

To get this improvement the engineers revised the intake and exhaust ports, tweaked the cam timing and increased the compression ratio to 12.5:1 (up from 11.5:1) thanks to new 1198 Superbike-style pistons. All of this is fed by relocated injectors that now target fuel onto the rear of the hot intake valve instead of the relatively cold surface of the intake port wall. The advantage of this is the dual-spark cylinder head (two spark plugs per cylinder) now creates a cleaner and more efficient combustion burn in a shorter period of time. The distance between major service intervals (valve clearance check) has also been increased to 30,000km.   

Twist the throttle in Sport mode (one of the three default riding modes) and the earth physically rotates under the rear tyre as the front wheel leaves terra firma in the bottom two gears. The faces you get from onlookers when a cruiser-styled motorcycle is on the back wheel is absolutely priceless. Power in Sport mode is the full 162 ponies, but the way the engine makes its low-down power and with the help of a fat 240-section rear tyre it feels as though it is producing twice that. The only thing out there short of a drag bike that would keep the Diavel honest up to 150km/h is a Yamaha V-Max, but its relatively thinner 200 width tyre lacks grip on initial takeoff; roll-ons would be closer.

Power delivery is ferocious, but at the same time predictable, the extra low-down torque makes it pull harder than the previous Diavel -- if that is at all possible. Throttle response is ultra-sharp and precise, and fueling is good down low all the way up to the soft-action rev-limiter. It still has the Ducati low-down shudder, but is the smoothest out of all the big Ducati V-twins and better again than the outgoing Diavel.

After frightening myself a couple of times and wearing out the rear brake in ‘Sport’ mode I switched it via the indicator-engine mode button on the left side of the handlebar to ‘Touring’. All Ducatis use this system to change riding modes, which I am not an absolute fan of as I am a compulsive indicator canceler and always find myself in the engine mode options. All modes can be changed on the fly with the close of the throttle and release of the brakes.

‘Touring’ mode produces the same 162hp as ‘Sport’, but does it in a gentler rider-friendly way -- mind you it will still loft the front wheel. This mode is perfect if you want a relaxing cruise; throttle response is softer without being doughy and takes away the harsh initial punch of the Testastretta 11° engine. If you open the throttle quickly in this mode there is a very slight delay from throttle twist to engine pick up that is not noticeable in the other modes.  

The eight-level traction control (DTC) and three-level anti-lock braking system also change according to the riding mode. ‘Touring’ mode has more intervention than ‘Sport’ mode and Urban mode more than ‘Touring’ again.

I did have a week of glorious sunshine, but not once did the traction control system cut in, admittedly aided by the smooth power delivery and the ultra-wide rear tyre. Even in marginally damp corners all 162hp made its way cleanly to the ground through the Pirelli Diablo Rosso II tyres. One thing I do like about Ducati’s traction control system is that it doesn’t harshly cut power when the front wheel leaves the deck like some other motorcycles.      

After spending a few days riding it through the country to the south of Sydney I had to head into the heart of the CBD, what better way to test the final riding mode ‘Urban’. The name is pretty self-explanatory and has been developed for inner city navigating. Power is reduced to a modest 100hp while traction control is increased to level five. The ride-by-wire throttle which has done away with throttle cables, instead relying on a control unit to open the throttle body butterflies is ultra-smooth and the instant gung-ho engine pickup is more sedate. Power delivery is very linear in this mode, while on-off throttle is very gentle for such a big V-twin.

All of these systems can be changed independently of each other through the split-level instrumentation. The top back back-lit LCD screen provides your speed and rpm, while the full colour display (on the tank) which has a gear indicator and riding mode is now fitted with a fuel gauge and sidestand indicator.    

At a claimed dry weight of 205kg (210kg for standard), it is quite manageable at slow speeds. Most of the weight is low and, coupled with a seat height of 770mm, it fills you with an abundance of confidence in traffic.

Once you venture out into the faster twisties the Diavel seems to defy the physics of what a motorcycle with this styling should handle like. The fully adjustable 50mm Marzocchi forks, which are carry-over parts, are perfectly sprung. The wide handlebar makes tip-in effortless, and once in a corner the forks hold their line and composure, bumps are soaked up peacefully and mid-corner adjustments don't unsettle the bike.

The rear is supported by the same fully-adjustable Sachs monoshock with 120mm of travel. The updated extra cushiony rider seat makes the rear shock feel softer over sharp bumps than the previous Diavel. Ground clearance is good, but when you move your feet up on the pegs the exhaust cover just niggles your right foot.  

Braking is handled up front by dual 320mm discs clamped by four-piston radially mounted Brembo monobloc calipers, while the rear 265mm disc is pinched by a two-piston caliper. Unlike the top of the range M50 Brembos fitted on other Ducatis, these brakes don’t have the same slightly harsh initial bite but still offer almost identical retardation -- I prefer these for the road on this type of bike. The slipper clutch also keeps the rear wheel from chirping in fast and aggressive down changes.      

The Diavel is now fitted with a full LED headlamp that complements the LED vertical front blinkers and vertical rear brake lights. The new mufflers are now shorter and the Diavel Carbon comes with contrasting black and aluminum nine-spoke forged Marchesini wheels that save 2.5kg. The carbon fibre work of the Carbon model is top notch and is enough to make anyone drool.    

The fold-up pillion pegs and tucked-away-when-not-in-use pillion grab handle keep the lines of the Diavel clean and tidy. The keyless ignition system also allows the key to remain in your pocket unless filling up for fuel.

At 23,990 (plus on-roads) the Diavel Dark undercuts the Carbon by a massive $6000 ($29,990), making it very attractive. If you weren’t fussed on the carbon fibre fairings or Marchesini wheels save your dough and splurge on a set of Termignonis. If money is not a problem then buy the Carbon and you can appreciate the carbon work every time you swing a leg over it just as much as envious on-lookers.

Just like the Yamaha V-Max, the Diavel has what it takes to become a cult hero. With its mind-bending acceleration and sportsbike-like handling it’s one of the best all-round sport-cruisers on the market. All I can say is have a ride of one and I dare you to say to me you couldn’t own one.   

PERFORMANCE
Claimed maximum power: 162hp (119kW) at 9250rpm
Claimed maximum torque: 130.5Nm @ 8000rpm
Economy: 7.9 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

DIMENSIONS AND CAPACITIES
Claimed wet weight: 234kg (239kg Diavel Dark)
Rake: 28 degrees
Trail: Not given
Seat height: 770mm
Wheelbase: 1590mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $29,990 ($23,990 Diavel Dark)
Colours: Red or white
Bike supplied by: Ducati Australia & New Zealand, www.ducati.com.au
Warranty: 24 months, unlimited kilometres