INMOTO TEST: Ducati X Diavel 1260 - Cruiser Eater! (Video review)

Ducati, like all other companies, definitely wants to make a lot of money... a lot. What is needed for this in the motor market? That's right - to get into a new segment, and it is desirable that it be one of the best-selling ones, and in the case of the Ducati X Diavel 1260 - these are cruisers.

Absolutely all manufacturers of road motorcycles, young and old, have gone through this path sooner or later or are still going through it, but only a few succeed. Ducati and the X Diavel 1260 also did NOT work out. More precisely, it wasn’t exactly a cruiser, but as they call it at Borgo Panigale, Sport Cruiser, it turned out quite well! So what's the difference...

So, what should a candidate have if he wants to be on par with the popular cruisers and what does the Ducati X Diavel 1260 have on this list?

• Forward Control (driver's footrests and controls are moved forward) - yes
• V-Twin engine - yes (L-Twin in this case)
• Long wheelbase - yes (1615 mm)
• Comfortable saddle height even for a midget - yes (755 mm)
• Belt drive - yes
• Good power reserve - yes (tank 18 l.)
• Brutal appearance - yes
• Correct rear tires 240 mm - yes
• Impressive price tag - yes (from RUB 2,056,000)

So far everything is fine, and for now it’s still a cruiser, but something is clearly missing and in order to understand the essence and where the “Devil” and the “Sport” entry in the classification have to do with it, you need to dig deeper, and not read a piece of paper with TTX...

As a result, the 1262 cc L-Twin Testastretta DVT engine with variable valve timing takes you straight to blood pressure, fully justifying the name of its owner. This is not surprising, since the first version of this engine (without variable phases) was once installed on the Ducati Panigale 1198 superbike.

Here it is of course derated and produces 152 hp. and 126 Nm, which is also an excellent indicator, and the fact that the torque is available in full already at 5000 rpm makes driving the X Diavel quite predictable and comfortable even at the lowest speeds, because it does not force you to constantly click the gearbox.

For fast acceleration, this engine tuning is also perfect, because the motorcycle wakes up instantly when you open the throttle, spinning the engine up to peak performance very quickly, which is nice.

It’s also nice that in order to travel with all the money and livestock, you don’t have to dump a suitcase of money into it, you don’t have to buy stage 1, 2, 3, direct flows, firmware and everything else that gives you a headache every night all owners of his unfortunate classmates.

Although, to be honest, it’s still impossible to directly put anything against the X Diavel 1260 today, and that’s the point, it’s the only one! One, with exceptional Brembo M4-32 radial brakes, advanced electronics based on Bosch 9.1 and all the necessary electronic assistants with the ability to turn them off, excellent steering despite the 240 rear wheel, an engine that really carries you, and tolerable ergonomics.

By the way, regarding ergonomics. As a former adherent of sportbikes, and now naked riders of all stripes, I was not disgusted by the placement of the IKS’s footpegs. In addition, they can also be adjusted closer/further and even higher/lower, but with the participation of accessories.

In general, reviewing the Ducati X Diavel was not a very easy task. It's always easy to write a lot of letters and say a lot of words about a product of an average and below-average value or about something truly outstanding, but the X Diavel 1260 is stuck somewhere in the middle...

However, I have very few complaints, because the test subject is really, if not good, then certainly above average in many ways. Yes, without any special emotions, yes, a rigid, knocked-down chassis based on a supporting motor and a Trellis frame, but it couldn’t be any other way...

Yes, the Brembo slows down, but the L-Twin is lucky. Yes, the 247 kg curb weight feels like feathers due to the low center of gravity. It’s just a given all around... The result of using good proven technologies, and even under the Ducati flag. It shouldn’t and can’t be any other way...

In fact, I have only 2 questions left for the Ducati X Diavel: the first is about the design. Here I am convinced that for 2+ million it definitely could have looked clearly more interesting, but this, as usual, is a matter of taste and color.

And the second - why is it and for whom? And perhaps the answer is this: It's for those who love assembled, drivable motorcycles, and whose wife is forcing them to sell their sportbike or hypernaked.

Because now you can actually sell them, say you bought a cruiser and still drive it straight to HELL!

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Test drive DucatiDiavel Carbon, YamahaV-Max

This time we got our hands on two motorcycles that can be called exclusive and unique without any discounts. When creating these monsters, which shock classification specialists, the designers rejected all boundaries and stereotypes, embodying the quintessence of pure creative thought in metal. So, one corner of the “ring” is occupied by the already familiar heavyweight fighter, gas and rear tire hog – Yamaha VMAX. In the second corner stands a little-known but extremely ambitious heavyweight fighter who can present his opponent with many unpleasant surprises - the Ducati Diavel.

Let's begin with the sound of the gong!

To compare two such unusual motorcycles with each other - for some reason this is the first thought that comes to the minds of motorcycle journalists around the world. Of course, we were no exception, so when the opportunity arose to combine the Yamaha VMX1700 VMAX and the Ducati Diavel, presented in Ukraine in a single copy, in one test, we did not hesitate for a minute.

The external similarity of these motorcycles, which is expressed in the layout, dimensions and landing, recently misled the motorcycle press, giving rise to many rumors that the manufacturer from Bologna decided to release the “killer” VMAX. Looking ahead, I will say that I thought about the same. But soon my opinion changed greatly...

In order not to reveal the intrigue ahead of time, I will talk about the participants in our test in chronological order. So…

Big Max

The legendary ancestor of the modern VMX 1700 appeared in 1985 and introduced a new word into the lexicon of the motorcycle community - “sledgehammer”. It was created on the principle of “maximum engine - minimum chassis” and, in fact, was a “rolling” of some medium-sized cruiser, into which a 1200 cc V4 was mistakenly inserted, producing a fantastic 145 hp at that time. The motorcycle handled exactly like a sledgehammer in flight. That is, no way. When I first got behind the wheel of the VMX 1200, I was shocked by the principle of its control: you point the nose of the motorcycle in the desired direction, unscrew the gas and teleport, without any guarantee of stopping at the chosen point. Oddly enough, such an imbalance between a powerful engine, weak brakes and a frail chassis made the motorcycle look like a crazy, but damn charismatic leader. And as you know, they love people like that. For almost a quarter of a century, this bike excited minds, but soon, even among the most avid fans, whispers began to arise that, they say, the patriarch had aged... And then its successor, the VMX1700, was released onto the scene.

It was not a restyled model, but a completely new bike. The designers took into account all the shortcomings that the previous VMAX suffered from and freed the descendant from these ailments. The presentation of the model in 2008 created the expected sensation. Of course - now the motorcycle had a rigid aluminum frame, a powerful front fork with a 52 mm diameter of stays, front brakes from the new R1 and... (at this point the drum roll begins) a 1680 cc 200-horsepower V4, stuffed with electronics right down to the air filter, which accelerates 330 kg of curb weight to 100 km/h in approximately 2.5 seconds!

Despite all the technical innovations, the VMAX remains recognizable and its main feature is the aluminum inertial boost “nostrils” located on the sides of the false tank. The tank itself, as before, is located under the saddle. Well, in the place where you can see the fuel filler neck on conventional motorcycles, the VMX1700 has an LCD screen showing the remaining fuel, engine temperature, time, mileage and gear number.

Placing my “butt” on the wide saddle with lumbar support, I immediately felt the enormous weight of the bike. Well, the next minute I had to mince my legs in a very uncool way, pushing the heavy VMX1700 backwards out of the parking space. This pointless action somehow blew away all the awe and reverence, forcing me to soberly evaluate the motorcycle.

The landing is typical of a dragster, with a slight tilt of the body forward. The steering wheel is somewhat reminiscent of a stick, above which grows a huge dial tachometer with a built-in digital speedometer framed by indicator lamps, from which a round blinker sprouts. Below, the eye stumbles upon the false tank panel with the aforementioned LCD display, sandwiched between two massive bulges of air intakes. By the way, it is extremely difficult to read anything on this screen while driving. For example, it’s uncomfortable for me to lower my gaze almost to the crotch area while drawing a “snake” between the cars.

Taking the key out of the special “cone case” (another reason to show off) and turning it in the ignition, I pressed the starter button. After a two-second bubbling, the engine came to life, emitting a bass pulsating sound from four short titanium mufflers that set off the alarms of nearby cars. As the engine picks up speed, it begins to “play” a low-frequency rumbling “sound”, turning into a thoroughbred roar, which is characteristic only of the V4.

In order to get moving, you just need to release the clutch - the VMX engine has “breaking” torque already from idle and enviable elasticity. When maneuvering at low speed, the VMAX desperately tries to “fold” into the turn and puts a fair amount of strain on the pilot’s hands, but when reaching 40-60 km/h, its considerable “three-hundred-plus” feel seems to disappear.

Not sharply, but confidently, I unscrew the throttle. The 1700cc V4 instantly wakes up, giving rise to the roar of a pack of lions. The rear wheel, shod with a grippy Bridgestone roller (200 mm wide), slips, drawing a long black ribbon of burnt rubber on the asphalt. Before I know it, the blinker lights up and the speedometer begins to count down the second hundred. I quickly put it into second gear and turn off the gas again! Wild acceleration tries to tear your hands off the steering wheel and presses the motorcycle journalist’s butt into the “step” behind the seat. The blinker blinks again - the speedometer is already 160. In third gear, the acceleration weakens a little, but the wind begins to be felt, trying to help the engine get rid of the rider.

The gearbox works great, in no way confirming the stereotype about noisy and tight Yamaha gearboxes - the shift paw moves moderately softly, has a short stroke and responds with a clear “clack” when shifting.

As before, the engine of this “king” has only one goal - the maximum possible acceleration. While the pilot is twisting the throttle, a lot of invisible processes are happening in the engine aimed at increasing acceleration dynamics. For example, the YCC-T system, or Yamaha Chip Controlled Throttle (electronic throttle controller), monitors the precise dosing of the fuel-air mixture entering the insatiable throats of the cylinders. The YCC-I system, or Yamaha Chip Controlled Intake (electronic intake controller), controls resonance in the intake manifold by changing the length of the latter using a servomotor.

But at 240 km/h (according to the speedometer), acceleration ends gently, but somehow unexpectedly. "What the hell?" – I thought. I will never believe that this is the “ceiling” for a 200-horsepower 1700 cc engine! But then I remembered that the VMX1700 has an electronic limiter that stops all attempts to accelerate beyond 220 km/h.* But where does 240 come from then? As you know, speedometers overestimate the actual speed by 7-10%. This is where the “bonus” 20 km/h comes into play. If we recall the careful comments of the development team on this matter, we can come to the conclusion that this limiter can be removed quite simply.

Well, what about braking? In theory, everything should be pretty decent, since the VMX1700 has two 320mm discs up front with 6-piston calipers from the R1 and a 298mm vented rear disc with a massive 1-piston caliper. However, the theory has already failed so many times... Pressing on the brakes, I felt that the heavy colossus, rushing at great speed, began to quickly lose momentum. Wild acceleration gave way to powerful and informative deceleration at the level of large-scale neoclassicals. Thanks to the 52mm front fork and rigid frame, the process is surprisingly stable and without the inherent “yaw” of the VMX1200. A source of additional confidence was the standard ABS, which works a little rough, but, nevertheless, will 100% justify the “€” or “$” paid for it.

After some time, the pace of traffic on the Stolichnoye Highway fell first to a “fast drag”, then to a “slow” one, and after another few hundred meters the cars were packed into a dead traffic jam... I believe that some readers at this point will gloatingly rub their hands, saying: “Well what, did you pop? Now hang out, my dear, in a traffic jam on a heavy motorcycle, heated by the heat of its engine!”

Contemplating the dense rows of cars stretching over the horizon, I painted bleak pictures of my future existence. But VMAX surprised me again. As it turned out, this “dreadnought”, in addition to a 1700 mm wheelbase, also has a huge (by the standards of the class) steering eversion, thanks to which I was able to squeeze this colossus into the same cracks into which the “liter” streetfighter riding in front climbed. At one point I even rushed after him to avoid the traffic jam on the fairly muddy side of the road. Do you think the VMX1700 is stuck, skidding and kicking mud at those around you? Kukish! This time he showed what delicate gas dosing coupled with an informative clutch means: the 310-kilogram vehicle, without noise or splashes, “made” a rut in the mud, after which it easily climbed out of the deepening ditch back onto the road.

The above-mentioned qualities allow you to feel good when driving in a traffic jam, “flowing” from one “window” to another. If you remember the cubic capacity and power characteristics of the engine, the clutch can be called amazingly soft. At these moments, the engine resembles a heavyweight boxer caring for an old lady. But, despite all the achievements of the designers, they failed to completely overcome physics. When driving slowly or standing for a long time, such heat begins to emanate from the engine that you immediately understand how scrambled eggs feel in a frying pan.

But now, a wide gap appears between the cars, in which a more or less clear highway with sparse traffic is visible. I open the gas... The tone of the exhaust instantly changes, and the bass pulsation turns into a furious roar. The motorcycle does not accelerate, no – thanks to the well-heated tires, it jumps forward! This process can only be compared with teleportation. Thanks to the long wheelbase, the bike exhibits acceleration values ​​at which a lighter and shorter sportbike would already roll over due to the front wheel overtaking the rear wheel.

Having escaped into operational space, I try VMAX in turns. I remember that his revered ancestor refused to take seriously the curves of the road and the driver’s attempts to follow them. Well, the VMX1700 to some extent inherited this feature of its obstinate predecessor. No traditional body movements can “tuck” this carcass into a turn. But that is until you remember the counter-steering technique - in which case the Max dives into turns with the agility of a large-capacity neoclassic. However, it does not exhibit any of the instability that plagued the VMX1200.

Now we get to the chassis. As I mentioned above, the 2009 VMAX has replaced the "bicycle" front fork with a powerful multi-adjustable one, with a diameter of 52 mm stays and a carbon-coated "mirror". The flimsy steel frame has also sunk into oblivion - now in its place is a spinal structure made of aluminum alloy with variable stiffness. Well, two racks of simple shock absorbers turned into a fully adjustable monoshock absorber with remote “twists” for better access to settings.

After driving around the narrow old streets with chipped asphalt, I was very pleased with the standard suspension settings. The VMX1700 handles small-to-medium irregularities so flawlessly that you stop noticing them. Large ones are also digestible quite well: approaching the next speed bump, I deliberately did not slow down, but only stood up on the running boards. The VMAX passed this man-made bump without a hint of suspension breakdown or loss of stability. Bravo!

Let's talk about practicality? In the configuration provided for testing, the VMX1700 had original semi-rigid micro cases. Of course, stuffing even a sleeping bag into them is a difficult task. However, they free the driver from thinking about where to put the makeup bag of the young lady sitting behind her, as well as where to put her miniature glamorous dog.

The motorcycle's headlight fluctuates between "I think I see a sharp turn ahead" and "I think I'm already flying off a cliff." However, the resulting minus for the lack of lighting is somewhat compensated by the plus in the form of a good view in the mirrors, although the latter are in complete dissonance with the appearance of the “king”. Well, as for fuel efficiency, know that in urban mode this figure is 15 l/100 km. So you can safely write “Fuck Fuel Economy” on the side and be proud of it.

Devil in the flesh

Now let's focus on the second and most mysterious object of today's test - the Ducati Diavel. This bike is causing classifiers to have new gray locks because it doesn't fit into any existing class. However, they dug their own hole. Well, who asked them to call all bikes that deviated at least a little from the canons of “correct” technology sports cruisers? But the term “sports cruiser” suits the new Ducati very well, you must agree.

In technical terms, this is nothing more than a high-tech streetfighter, which was pretty blown apart in length. Or maybe this is still a cruiser, created under the slogan “down with oldstyle”? However, let’s not delve into the jungle of classification - even there the devil will break his leg. Or rather, Diavel.

When describing a motorcycle, journalists often use the phrase “the first thing that catches your eye...”. But in this case, absolutely everything catches your eye – the entire bike! A short “tail”, a wide rear tire, a humpbacked round tank flowing into the headlight housing, a scarlet “birdcage” frame, a dual muffler and a noble matte shine of titanium pipes. Everything about this bike is too unusual to consider any element as dominant.

We can spend a long time spreading our thoughts over the tree, but let’s still look at the Ducati Diavel from the inside. The entire structure is assembled on a tubular steel frame, which was created in the same department where the Superbike 1198 was created. The already familiar L-Twin Testastretta 11, which was previously installed on the Multistrada 1200, neatly fits into it. Only now, thanks to a massive-looking exhaust system and different ignition/injection settings, it is removed by 12 hp. more. All this rests on the multi-adjustable Ohlins suspension, which is topped with brake kits from Brembo. Moreover, the front monoblock 4-piston calipers belong to the most expensive category - each of them costs more than one thousand euros (so in the word “Brembo” you can safely change the “e” to “€”).

A fair portion of the Ducati Diavel’s cladding is made of carbon, so you still need to look for a piece of “natural plastic”. A color TFT display is built into one of the plastic panels that make up the outline of the tank, which displays secondary information such as mileage, instantaneous fuel consumption, time of day, gasoline remaining in the tank and engine temperature. More important information, namely: engine speed and revolutions, is displayed on a monochrome LCD display, which is mounted above the steering wheel and framed by a “crown” of indicator lamps.

As soon as I sat in the saddle, I felt the unprecedented lightness of the motorcycle, which in no way matched its immodest dimensions. Compared to the heavy “opponent”, the Ducati seemed like fluff to me.

There were some difficulties with starting at the beginning... Having examined the cockpit, I still couldn’t find the ignition switch. Only the triangular ignition button loomed under my eyes, not reacting in any way to pressing. The owner of the motorcycle came to my aid - he handed me a rectangular box that worked with a key (based on the principle of an active tag). And after pressing down the “red button” (aka the ignition switch), when the “brains” of the motorcycle exchanged a series of codes with the key, the bike came to life, greeting me with a scattering of lights on the instrument panels and scrolling through the branded screensaver on the color screen. Only when I tilted this button up did I see the starter button, which I pressed.

Having read the day before about the “stunning exhaust sound, similar to the sound of the classic Termignoni pipes of Troy Bayliss’s 1198 superbike,” I was frankly unprepared for the sounds that the Diavel emitted from itself. I immediately remembered all the epithets like “bucket of bolts”, after which I came to the logical conclusion that Bayliss’s Ducati 1198 sounds the same. With that I calmed down. However, Diavel still bothered my ears for a long time with its sharp bubbling and rattling “sound” with metallic notes. Compared to the representative of the Japanese motorcycle industry, the bike from Bologna dictates to the driver a slightly more sporty riding position with a greater forward tilt of the body. Like most Ducatis, it feels like you're sitting in, rather than on, the bike. The controls, which seem to say “we cost a lot of money,” deserve special admiration. If the finish of the VMX1700 could be compared with a representative Japanese car of the highest price category, then the Diavel in this regard is a hot South European sports car that focuses on aluminum and carbon fiber. But, despite the fact that the Italian ergonomists did a great job, I found something to complain about: the thermal casing of the muffler noticeably protrudes to the side, resting against the boot and preventing you from achieving complete nirvana from unity with the bike.

Having become accustomed to the VMAX's throttle response, I generously unscrewed the Ducati's throttle and almost flew off the saddle! It turned out that the Diavel has a razor-sharp reaction to all the pilot’s actions, and to a large extent this applies specifically to the gas. Unlike the VMX1700, the bike from Bologna does not smooth out the rider's sloppy actions, but highlights them even more. The 1200 cc L-twin spins up noticeably faster and follows the throttle better than the 1700 cc V4 of the Japanese bike. Sharpness, sharpness and sharpness again - this is how you can characterize this power unit.

Another shock is that the engine, which has “only” 162 hp and 128 Nm in reserve, accelerates the Diavel to the first hundred almost as quickly as the four cylinders of the “Japanese”. But, if you think about it, there is no mysticism here. The reason lies in the significantly lower weight of the Ducati.

Now comes the fun part. Having adjusted to the VMX1700, I performed the same movements for cornering the Diavel. Imagine my surprise when the bike, without any resistance, dived inside the trajectory I had planned, beginning to make a turn with half the radius. And this is with a wheelbase longer than some purebred cruisers! As a result, I was even forced to straighten the curve so as not to “fit” into the hospitable curb. After that, I had to quickly change the driving program in my head from “riding around on a chopper” to “riding on a sport.” And things immediately went much better.

It turned out that in order to shift this colossus from one turn to another, the power of thought and a slight movement of the body is enough. Of course, in the area of ​​the apex, the Diavel does not have the same freedom of maneuver as a light sportbike or streetfighter (you can’t argue against physics), but it miraculously holds its trajectory and is contemptuous of all external factors that try, against the will of the pilot, to lead it off the intended path.

The multi-adjustable suspension has rigid factory settings by the standards of the class (let's say that this is still a sports cruiser) and creates a reliable feedback bridge between the wheels and the rider. When turning, I couldn’t shake the feeling that I was holding on not to the steering wheel, but directly to the axle of the front wheel. Such information content, complemented by a high-quality Brembo braking system, allowed me to start or finish braking at a fair angle, without any fear of losing the grip of the rubber on the asphalt. This is also due to the standard Pirelli Diablo Rosso II tires (the Italians are definitely on the “devilish” theme). In particular, the profile of the 240 mm rear tire was developed specifically for this motorcycle. At the end of the day, this gave the feeling of handling a much lighter and shorter bike than it actually was.

Having pulled out onto a free straight section of the road, I unscrew the gas in first gear. There are no burnt rubber effects like on the VMX1700 - the Ducati turns up its nose, suspending the front wheel ten centimeters above the asphalt, and shoots forward with pistol-like sharpness. The rushing roar of the “bucket of bolts” flies away somewhere back, leaving only the chopping “helicopter” sound. I click off second, then third gear... After 160 km/h, the acceleration weakens, but the acceleration is still trying to move me into the passenger seat, covered by the fairing. At the same speed, a headwind begins to be felt, forcing you to lie down on the tank “in a brace”. Thanks to the wide cockpit and streamlined shape, up to 200 km/h you can live quite tolerably, but beyond that, 90% of the driving turns into an uninteresting fight with the wind. I press on the brakes and feel like a brake parachute has opened behind me. Or maybe a couple! The front 4-piston Brembo monoblocs alone with 320mm discs and reinforced hoses are the kind of kit that you can't say anything bad about. But there is still a passably functioning standard ABS... Therefore, my rating is “four”. Of the three possible.

As the speed slowed down, the surrounding landscapes turned from a blurry gray “corridor” into residential buildings, office centers, shops, gas stations and alleys, and blurry multi-colored shadows suddenly became pedestrians. Turning my head around, I decided that I also liked this look, and switched my brain to “imposing defile” mode. In addition, now I was able to appreciate the good visibility in the mirrors of chopped shapes, which were not in demand in the “they won’t catch us” mode. But Diavel had his own opinion... It turned out that he was not delighted with this pace of movement and treated slow driving with arrogant contempt. As soon as the engine speed dropped below 3 thousand, the nature of the engine became jerky. Later I realized that moving in traffic jams at a speed of 15-20 km/h is only possible with the help of constant clutch pressure, otherwise the 1200 cc L-twin began to shake from convulsive jerks. Yes, there is no smell of “lower” and elasticity here... Another minus in the treasury of its “anti-traffic” abilities was the rather modest eversion of the steering wheel - it was no longer possible to squeeze into the “gap” that opened on the side the first time. Nonsense! Don't think that an Italian bike, which is supposed to have excellent maneuverability, lost in cutting through traffic jams to a clumsy-looking Japanese heavyweight!

The checkpoint of the bike from Bologna left me bewildered. Shifting of “working” gears occurred, although a little tight, but clearly. But the search for neutral... If at a traffic light I managed to catch it in less than the third attempt, then I considered it not any kind of luck. And once I managed to see a green light only on the eighth try!

When resetting and adding gas while driving, “gremlin pickaxe” sounds could be heard from the box. Or is this the sledgehammer-wielding gnome who used to live in the air engines of Harleys? Have Italy really forgotten how to make checkpoints?

But don't worry, Ducati fans. Diavel has an ace up its sleeve. Even two working in pairs. This is an eight-speed DTS (Ducati Traction Control) system and three types of throttle response: Sport, Touring, Urban. Before this, I was driving in Sport mode, which delivers all 162 hp. and the most severe reaction of the entire “herd”. In this case, trajectory control almost does not interfere with the pilot’s actions. Touring mode does not reduce the number of horses, but makes the engine response a little softer. DTS in this case is located on the island. But the Urban mode famously cuts off the power curves, leaving only 100 hp in reserve, smoothes out the response as much as possible and switches DTS to mode “5”. However, if you are not satisfied with the degree of intervention of the traction control system, then each of the three modes can be adjusted manually. In the city crowd, turning on the latter mode is even very justified. This reduces the Diavel's "nervousness" during low-speed tacking and puts less stress on the pilot. This process can be compared to shaving. For example, careless handling of the machine can result in a fresh cut appearing on your face. At the same time, an electric razor allows you to crawl sleepily across your cheeks, without the risk of chopping something off. Of course, the quality of removing stubble is a little less... but the effort required is also less!

A few words about the practical. Despite all the exclusivity of the motorcycle, the owner may still need to take a passenger on board or drive ten kilometers along an unlit, broken road. This can be done. Quite. But it's not necessary. Using the Ducati Diavel as a “motorcycle for every day” is the same as driving a Lamborghini Murcielago under your own power to Vladivostok. As for fuel appetites, on the instantaneous consumption indicator I observed quite reasonable figures from 7 to 10 liters. per hundred. But who cares? Let's summarize. If we draw parallels, VMAX seemed huge, incredibly strong, but at the same time, a gentle giant. Or the aforementioned heavyweight boxer courting an old lady. He is a worthy descendant of the legendary VMX1200, preserving the family traits, but getting rid of a host of shortcomings of his ancestor. Diavel, in comparison, is a young, inexperienced, but very strong and ambitious fighter who does not shy away from the show-off of his youth. He is sharp and has a truly hot Italian temperament. During your initial experience, the size of this bike can give you a false impression of bulkiness and awkwardness, which disappears after the first ride. Yamaha VMX1700 is not a competitor, but, at the same time, an alternative to Diavel.

Opinion: Valery Chuikov

(Height: 186 cm, weight: 125 kg)

In 2008, I first saw the new VMAX. And not only me, but also journalists from many earthly motorcycle publications - a world presentation of the reincarnated legend took place near Madrid. I remember that back then this muscular and high-tech beauty made a deep impression on me not only with its appearance, but also with its carefully crafted details. He was harmonious. Yes, yes, this is exactly the word I want to use when considering VMAX. The combination of shades of noble brown on the engine with the overall color of the motorcycle, as well as the careful execution of all small details - from the bolts on the engine covers to the steering controls - clearly makes it clear that this is not just a motorcycle, but the king of motorcycles. Claimed 200 hp allowed to call it that - it was an incredible figure for a production model. In 2009, after the VMAX went into production, Suzuki's B-King, which had previously occupied the throne, was dethroned. Unfortunately, I was able to try VMAX in motion only now, when a new contender for the title of “king” appeared. This time, the attempt to “change power” was launched by the Italians from Ducati. Was it easier for them to create a new “sun” on the motorcycle sky? Yes and no. Behind the new VMAX, its predecessor, the VMX1200, which has become a legend, looms like an unshakable block, while Ducati has no one. On the other hand, designers and constructors had a free hand and imagination. Ducati is not as rich as Yamaha, so the Diavel uses many previously tested units and parts, unlike the VMAX, which was almost completely developed and equipped from scratch. The first I tried was Ducati (by the way, this is the first Diavel registered in Ukraine!).

In the saddle

The first thing that struck me was the ease of fit. After all, looking at the motorcycle from the side and seeing the deep “drank” of the driver’s seat, it seems that you will have to sit in this “bucket”, bending forward strongly, almost like on a sportbike. Nothing like this! As they say: “I sat down like a glove.” The arms are relaxed, the back is also relaxed, the knees do not rest against anything. I don’t understand how its creators managed it, but after me a short guy rode the Diavel and... also praised the landing! What about VMAX? Not bad either, but still worse. Remember the song from the cartoon “The Bremen Town Musicians”? There was this text: “I can’t sleep against the wall - my knees are resting!” That's where they run into me - against the air intakes. Even when stopping, the too wide seat interferes with the hips and because of this, the legs have to be spread wider. Otherwise, everything seems to be in order, but it’s still more comfortable to sit on the Dukas.

And the heart is a fiery engine!

Despite the fact that the Diavel is objectively weaker than the VMAX, this difference in “maximum speed” in terms of power is almost unnoticeable for two reasons: first, the “Italian” is much lighter, second, they are not sportbikes and no one will buy them just to achieve maximum speed (which is also artificially limited). But they are different in character. The “Japanese” has such a huge torque that a sharp turn of the throttle leads to two options: if the wheel grip is excellent, then the motorcycle “jumps” forward. If not, then a slight slippage follows. The Diavel is also capable of producing smoke from under the tires, but the pilot can choose one of three engine operating modes, and, accordingly, the degree of activation of the traction control system. In addition, the engine of the “Italian”, although sharp, follows the handle like a jeweler, which cannot be said about its counterpart, whose handle showed considerable free play. What's annoying about the Ducati is its inability to crawl at low revs in traffic. Above the 2500 mark this is still somehow possible, but below it is only tormenting the clutch lever. The cranking torque of the Yamaha “four” allows the “Max” to crawl at idle with the throttle closed, even in third gear. But the VMAX pleases with a deep and rich, “masculine” sound, but the Diavel clearly requires replacing the entire exhaust system or at least the mufflers.

Rulez-z-z!

When driving around the city, I liked the Diavel for its lightness. Moreover, not only in terms of its own weight (although it is easier to maintain balance on it when squeezing through a traffic jam), but also in terms of steering. To register the intended trajectory, you do not need to make unnecessary movements on it. A slight shift of the body, and it obediently writes the desired arc. “Max” loves to be “persuaded”, and at low and ultra-low speeds it rolls frighteningly, but at medium speeds (up to 80 km/h) it is tamed by counter-steering, and only on the highway is it possible to control the body.

Are we slowing down?

With such fast engines, these two-wheeled contenders for the throne must have powerful brakes. And indeed it is. Four-piston monoblock calipers on the Yamaha and six-piston ones on the Ducati cooperate with ABS, quite effectively slowing them both down, but the Japanese system intervenes in the process a little earlier, and the Italians have tuned theirs so that the rider feels the limit of the tires' grip. Moving along a steep cobblestone descent on the V-Max, I managed to catch an interesting effect when the frequency of ABS operation coincided with the frequency of the front wheel passing the gaps between the stones - I got a lot of fresh thrills! I was unable to achieve a similar effect on the Ducati. And Diavel's brakes allow you to more accurately dose the force on the handle and the process of extreme deceleration on it is more confident.

Who are they for?

Definitely not for me, although in 2008, fascinated by its rugged beauty, I even ordered a VMAX for myself, but the crisis struck and I had to abandon the order. So it seems like the question in the title is “not mine,” but I’ll try to answer it. If you have several motorcycles of narrow functionality in the garage (for example, a tourer, enduro or sport), then both devices are suitable for the role of “VIP-moto” for “showing off” and pleasing your own private self-esteem. Both are brutally beautiful and very powerful, but... different. If we talk not only about pretentiousness, but also about some utilitarian application, then for me the Ducati Diavel is more functional, like a street bike, and the Yamaha VMAX is more like a power cruiser. And sales statistics will eventually show who will retain the throne...

* This is an advanced and more expensive modification of the Diavel, which uses carbon fiber panels instead of plastic.

Text: Sergey Kuznetsov

Photo: Andrey Shlenchak

Ducati Diavel Concept

According to the team of developers of the “Bolognese Devil”, their task was to create a powerful motorcycle with a frankly racing engine .

In addition, the car was supposed to have the features of both a superbike and a cruiser , and its design, as conceived by the designers, had a futuristic aesthetic.

It is obvious that the engineers were able to fully implement their plans.

With a modest weight (210 kg), the Devil has the strength of 162 horses, the agility of which is helped by the latest active safety systems.

The power and aggressive character of the motorcycle are correctly emphasized by its sophisticated design , smooth lines and stylish coloring .

A stable influx of adrenaline and a feeling of incredible power, as well as complete control over it, are guaranteed to you.

The main devilish magic is that your appearance will never go unnoticed .

Individuality:

The Ducati Diavel Carbon Edition embodies everything new and diabolical from the Italian brand. Its style has received varied reviews from critics around the world, but no one can deny the exclusive nature of this model. The highlight is that the base model may look like a typical Ducati, but the Carbon Edition is truly a blow to your mind. The glossy and matte Carbon finish on the front fender, fuel tank panels immediately catches the eye, making the appearance very bold and It also lightens the weight of the standard Diavel by three kilograms. It is worth adding that the dashboard of the Ducati Diavel Carbon Edition is equipped with two displays. One of them is a full-color TFT screen with a fairly high resolution, which ensures pleasant and convenient reading of information in driving mode. In turn, the 2nd display, LCD, displays basic information such as revolutions, speed, time and temperature.

Video

Ducati Diavel

– one of the first representatives of the new class of sports cruiser. The motorcycle has a technical layout similar to very powerful streetfighters, but with a longer wheelbase of 2230 mm. “Diavel” also features a comfortable fit, and its appearance contains notes of “oldstyle”.

The 1.2 liter Testastretta 11 engine has added 12 hp in power. due to the installation of an exceptionally advanced exhaust system. The Diavel engine is more pleasing to the ear than any Ducati with a basic edition. The ECU settings allow easy acceleration in any gear with mid ranges from 4000 to 7000. On the power graph, the torque curve rises steadily and reaches a peak value at 130.5 Nm and 8000 rpm, and the power curve has a maximum value of 162 hp. With. at 9250 rpm.

The design of the Ducati Diavel is based on a tubular Trellis "birdcage" steel space frame, in which the engine is mounted. Developed jointly with Ohlins, the suspension with electrically adjustable stiffness and damping is topped by the most powerful Brembo monobloc brakes with four calipers.

Design and safety

The Ducati Devil is assembled on a unique Trellis steel frame, a tubular space type.

This design is called the “Birdcage” because the car’s engine is located inside it.

The adaptive suspension, developed by Ducati in collaboration with Ohlins, features electrically adjustable damping and stiffness.

The braking system uses the most powerful Brembo brakes available at the moment, equipped with four calipers.

In addition to the above, the Ducati Diavel boasts a proprietary Traction Control (DTC) traction control system, high-quality Pirelli Diablo Rosso tires on durable 14-inch 14-spoke alloy wheels, LED optics, and ABS.

All this allows you to “fly” not only quickly, but also as safely as possible. The combined and streamlined operation of DTC and ABS is called the Ducati Riding Safety Pack.

To complete the picture, we note that the motorcycle can be started “without a key”, is equipped with an immobilizer, an informative and stylish LCD display, as well as other modern “bells and whistles”.

The relatively low weight of the motorcycle allows it to demonstrate unprecedented maneuverability, and comfortable leather seats allow you to get maximum riding pleasure.

In addition, the driver is given the opportunity to choose a driving mode, between sports, city and tourist, obtaining ideal handling in each specific case.

Presented model range

Ducati Diavel begins its review of its models with 4 classic types. Each is described below.

Ducati Diavel Carbon 1200

Ducati Devil Carbon has a 4 valve engine of 1198 cm³ with 162 horses. The 2022 Ducati Diavel Carbon differs from the Ducati Diavel Carbon model in the absence of electronic filling - multimedia, LCD screen, Abs, and so on. Only DTSbRbW systems are present on board this bike.

Ducati Diavel Carbon 1200

Ducati Diavel 1260S

The Ducati Diavel 1260S is equipped with a V-shaped 159 horsepower engine with a volume of 1262 cubic centimeters. Otherwise, the Ducati Diavel 1260 is not much different from its counterparts, even the length and height of the body are exactly the same. Ducati Diavel S is the same classic.

Ducati Diavel 1260S

Ducati XDiavel/S

The Ducati X Diavel has virtually no differences from the classic 2010 model. Same engine, same suspension, gearbox and braking system.

Ducati Diavel AMG SE

The Ducati Diavel AMG has been produced since 2012, it has a shorter wheelbase and lighter weight, which did not affect the technical characteristics of the engine. The same 162 “horses” with 1198 mm3 engine capacity.

Ducati Diavel AMG SE

Advantages, disadvantages and estimated cost

The undeniable advantage of the Ducati Diavel bike over its classmates is the flawless interaction of the powerful Testastretta engine with a six-speed gearbox.

We also note that the level of controllability of the Bologna devil is ahead of its time, which, coupled with the highest possible safety of the car, allows you to feel absolute control over the speed and road.

In addition, the owners of the Devil praise the performance of the electronic injection system and the oxygen sensor mechanism, as well as the aesthetic perfection of the motorcycle. The downside is its cost, nothing more.

Ducati iron horses, due to their perfection, have never been publicly available or cheap. What can we say about elite, thoroughbred horses, which is Diavel.

At the moment, official dealers are asking from one and a half million rubles for such a “stallion”.

For those who want to get maximum pleasure with a minimum investment, there is a secondary market for motorcycles, where the Italian Devil can be purchased at a bargain price, starting from 300,000 rubles.

Specifications

Most of the design features of the model have already been described above. One has only to add that the dimensions of the “Devil” are:

• Length - 223.5 cm;
• Width - 86.0 cm;
• Height (at the saddle) - 119.2 (77.0) cm;
• Ground clearance - 13 cm.

Detailed engine characteristics are summarized in the table below.

Start of motorcycle production

The first production products were engines, designed by engineer Aldo Farinelli. As soon as Farinelli returned to designing sports cars, Ducati celebrated its rebirth. Their first velomobile was called Cucciolo (Russian puppy), and differed from existing velomobiles on the market with an engine capacity of 50 cc. see and excellent traction at low speeds.

Already in the early 1950s, Ducati conquered half of the Italian motorcycle market. By this time, light motorcycles were becoming increasingly popular. And already in 1952 the Cruiser model was released. The new motorcycle was equipped with an engine with an electric starter. With an engine capacity of 175 cc. see the motorcycle's power was 8 liters. With. The only negative was the automatic transmission, since at that time they could not evaluate it properly. But a little later, 3-speed Cucciolo with an engine capacity of 55 cc appeared on the market. see and Cruiser with a volume of 98 cc. cm. These were the first motorcycles that had a telescopic fork, a spinal frame and a rear swingarm.

A little later, Ducati decided to try their hand at sports and released the 98 Sport model. The first sports model accelerated to 95 km/h with a power of 6.5 hp. With.

Superbike powertrain

The heart of the Ducati Devil is the proprietary two-cylinder 1200 cc V-twin L-Twin Testastretta11° engine, equipped with a unique gas distribution mechanism called Desmodromic, as well as liquid cooling.
The maximum power of this engine reaches 162 horsepower, and the maximum torque is 127.5 Nm.

Note that when tuning the Ducati Diavel power plant, attention is focused specifically on torque at middle and lower speeds.

Perfect control of engine power is achieved thanks to the Ride-By-Wire system, which makes it possible to accelerate to “hundreds” in just 2.6 seconds.

Among other things, the motorcycle engine has an electronic fuel injection system from Mitsubishi , equipped with RBW and Mikuni elliptical throttle valves, as well as twin oxygen sensors.

The exhaust system of the Ducati Diavel is crowned with twin mufflers made of aluminum.

The predatory appearance of the BRP Renegade 500 is enhanced by the rounded front bumper and headlights, and the ergonomic structure of the body inspires confidence.

The concept of this scooter combines everything you need: comfort, durability and speed.