Cycle World heads to Southern Spain to test the 2019 Ducati Diavel 1260. Does the newly redesigned power cruiser have what it takes to blur the lines between sportbike and cruiser?
The Ducati Diavel is a mirror. Cruiser riders will see a beefy power-cruiser capable of comfortably blasting down the highways with a passenger on the back, easily passing just about anything on the road with a little twist of the throttle—and they're right. Aggressive riders who see a 159-claimed-horsepower roadster ready to get low in the canyons and challenge some sportbikes? They're right too. Comfortable and versatile ergonomics pair with high-performance components like Ducati's incredible 1,262cc Testastretta DVT engine to make the 2019 Diavel S a bike that you can ride any way you want, at almost any skill level.
This bike is an absolute beast, but that doesn’t mean it’s untamable. Three ride modes, each customizable, allow riders to change up the ride; get as much or little of the traction control, throttle response, wheelie control, and quickshifter as they want. Sport mode is the most responsive with the least rider-aid intervention; Touring smooths out throttle response without limiting power, and reigns in the wheelies; and Urban mode limits power output to 100 hp with smoother throttle response, as well as maxed-out wheelie control, traction control, and ABS. The modes can be customized on the bike but will reset when the motorcycle cycles power. The alternative is to build and save custom setups on the app, which Ducati promises will be available shortly.
Ergonomics on the new Diavel 1260 are similar to those of previous years, but with a little more handlebar pullback. Mid-mount controls allow you to weight the footpegs and position your body when cornering aggressively. Aiding this cause is the large, comfortable seat, which is welcoming when you want to plant yourself there and gets narrower toward the front, allowing a lot of freedom of movement.
The overall design is unmistakably Diavel, but sleeker and more refined than previous years, highlighting some of the 1260’s more striking features. There are fewer plastic pieces, leaving a clearer view of the engine and chassis. A shorter muffler ends before the rear wheel, allowing a clear view of the cast 17-inch rear rim and the Pirelli Diablo Rosso III tire specially developed for this bike. The engine has been moved rearward in the frame 60mm for more equal weight distribution. Rear turn signals that previously stuck out of the bodywork are now flush and smooth under the seat; front indicators are a long LED light blade like the ones utilized on new Audis—a cool benefit of having the German carmaker as Ducati’s parent company. Passenger security and comfort have been addressed through the addition of a retractable handle that extends from the rear of the passenger seat–a surprisingly good-looking and functional addition that will surely help convince many riders’ significant others to get on board with their desired purchase.
Ducati claims the S model made up roughly 80 percent of XDiavel sales, so that variant will now be produced in higher numbers. This also explains why this is the model available for us to test. This model year, the S designation moves beyond the mostly aesthetic upgrades of previous years and is now aimed to be more representative of the true Ducati “S” sport-inspired nomenclature. To that end, a 48mm fully adjustable Öhlins fork and fully adjustable Öhlins monoshock grace the top model. Base bikes get Marzocchi components, a 50mm adjustable unit up front and two-way-adjustable monoshock at the rear. While both come equipped with dual front 320mm brake discs, the S model gets M50 Brembo calipers and a PR16/19 master cylinder, compared to the base model’s M4.32 calipers and PR18/19 master.
The Diavel S model’s standard quickshifter was a little rough in operation before we altered our technique. Best performance came upshifting above 6,000 rpm and downshifting below 4,000. And while we simply used the clutch for up- and downshifts outside of these parameters, other DQS-equipped bikes like the Multistrada have worked better.
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