Although the Diavel has ABS, mine didn’t kick in unless I really poked it with a big stick. The long wheelbase and low centre of gravity are the main clues as to why the Diavel brakes so well, but its fully adjustable suspension and monobloc Brembo brakes from the 1198 complete the picture. There is more than enough power for single-finger braking and if you want to, you can grab a handful of brakes for every corner, but while the Diavel will deal with it, I’m betting your forearms won’t. And let’s face it; cramp and looking cool don’t mix.
The Diavel is all-day comfortable and despite having the ability to be savage, it is practical too. After a day of hustling twisty roads and long stretches of dual-carriageway, I got over 40mpg. So you won’t be holding up your mates on sportsbikes on the Sunday run, nor will they have to wait for you to fill up as your tank runs dry after 90 miles.
The Diavel’s brain extends its ability too. It features the power modes as seen on the Multistrada 1200; Sport, Touring and Urban. Sport is the full-on experience, Touring maintains the power output but softens off the delivery and Urban limits the output to 100bhp. If you want consistently fast starts, without the danger of flipping the bike, Urban mode works a treat. When you’re on a dual carriageway and you just want to relax, Touring fits the bill. You can switch the ABS off in any mode, and adjust the level of traction control in any mode too. Or turn it off.
The Diavel’s been designed with pillions in mind too. Although it wouldn’t be my first choice if I was heading to the south of France, fit it with a fly-screen and it’d be more than capable. The single seat unit is actually just a cover that when removed reveals the pillion seat. The pillion footpegs are neatly tucked away and can be lowered for when you’ve got two-up duties. Finally, there’s a cunningly hidden grab rail above the brake lights. The only problem you’ll have is finding a pillion who’ll be prepared to perch their bum a few inches from the rear tyre of a bike that’ll beat most superbikes off the line.
After spending a day hustling the Ducati Diavel around some of Spain’s finest twisty tarmac, the sensible option was to return to the hotel, drink 3 litres of water and then chill out by the pool. But I was having too much fun and sensible didn’t get a look in. Ducati claim a 0 to 60 time of 2.6 seconds and I wanted a slice of that action. Trouble was, finding a section of the Ronda road that’s straight enough to fire a Diavel down was a bit of a problem. It’s not often you find yourself pining for a decent stretch of straight tarmac, but that’s exactly what the Ronda road has a shortage of. Especially when you’re on a bike that eats up straights like a Diavel.
Launching it from a standstill is addictive. And quite scary. My advice would be: don’t try and race one from the lights. Even if you’re not really trying, it’ll demolish 60mph with ease. Try a bit too hard and it’ll hoist the front wheel and want you off the back. You can see the Ducati Diavel 0-60mph video here.
The model we tested was the Ducati Diavel Carbon. At 207kg dry it’s 3kg lighter than the Diavel and features a carbon fibre a plenty, from the tank cover, to the front mudguard, black Marzocchi forks and lightweight Marchesini wheels. That’ll be an extra £2,500 to you, sir but if you want the ease of turn in that lightweight wheels afford, then that’s £2,500 well spent.
The Diavel has a 15,000 mile major service interval, which’ll set you back around £600 plus labour and an annual service is around £100 plus labour. Much cheaper than the running costs you’d expect for a bike that’s in all but looks, a superbike.
The Diavel costs £12,995 and the Diavel Carbon Black, £15,495. You’ll pay £15,895 for the Diavel Carbon Red.
Cruising in Bolognese sauce. I’d highly recommend you try it.
