2011 Ducati Diavel First Ride — Motorcycle USA

22 Апр 2015 | Author: | Комментарии к записи 2011 Ducati Diavel First Ride — Motorcycle USA отключены

2011 Ducati Diavel Ride

Watch the all-new Diavel in action during our ride appraisal in this Review Video ,

Cue to the public at EICMA and spec sheet confirmed as much. This ain’t a cruiser, power or at least not one we’ve ever

The power cruiser label a lot of weight, literal and figurative. like the V-MAX, M109R and III boast impressive power but also sport portly weights. The Diavel is a different

While monstrously powerful, not a monstrosity. Having taken the new Duc out for a at the international press launch in Spain, Motorcycle USA can vouch for the true nature, and sooth any fears for the Ducati devout.

a leg over the living, breathing and it’s far less imposing the hype or photo images This is not a “big” bike. to the ground is unintimidating, thanks to a seat height.

Flip up the and the Diavel balances its 463 pounds effort. That’s the claimed dry for the regular model with the Carbon claiming 456 pounds Figure an extra 50 pounds for the curb weights and the Ducati weighs in hundreds of pounds than its proposed power rivals (Triumph Rocket III 809 Yamaha V-MAX 689, M109R 778, Harley-Davidson 620).

The Ducati Diavel blistering acceleration from its 1198cc L-Twin powerplant.

not until the Ducati Twin to life that notions of big to play. Powering this new rig is the liquid-cooled Testastretta L-Twin, four-valve heads and, of Ducati’s signature desmodromic system. The Diavel mill all the familiar internal dimensions, 160mm bore, 67.9mm and namesake displacement of the 1198

But the Diavel makes use of the Testastretta 11 the 11 referring to degrees of crankshaft during valve overlap a interval at the end of the exhaust … intake and exhaust valves are open. The Superbike engine 41 degrees of overlap, delivering engine performance but at the expense of

The Testastretta 11 made its production in the redesigned Multistrada, but Ducati unfettered an extra 12 ponies on the mill courtesy of a freer exhaust. This is one of the most motors ever put on the public by Ducati (remember, we are dealing a company that produced a MotoGP replica). Peak claims are 162 horsepower at 9500 rpm and 94 of torque at 8000 rpm.

Every bit as potent as the 1198 on the end, it isn’t until the revs where the Superbike the better of its high-performance kin. equates into vicious and Ducati claims the Diavel 0-60 in 2.6 seconds.

The Diavel out 162 horsepower, with its bottom end the of anything in the Ducati lineup.

the starter button and the Diavel’s steel exhaust sings Ducati Twin harmony, a pleasant growl coming at and after rolling off the throttle. the grip and the Diavel flies. Our ride started with a hop on the where the Andalusian countryside blurred. Impressive 0-60 ring true based off our performance testing, but from 60 mph on up the keeps screaming at an exhilarating

Getting up to 200 km/h on the dash no time at all. Certainly than it took our American to compute the felonious 125 mph conversion. And brief high-speed blip on a stretch of the Autostrada was just a of its true potential, with more in the tap and a 160 mph top speed claimed.

The isn’t all about raw aggression, a versatile and broad powerband. quite easy to loaf in the lower revs at a relaxed no need to blast along in the where the Duc picks up into levels of acceleration between on the digital tach. Fueling the Ride-by-Wire system is immediate and courtesy of the three different modes: Sport, Touring and

Differences between the engine are distinct and include variable of the Ducati Traction Control these electronic systems fare on the Diavel). Riders can customize the settings to sate own performance lusts. In Sport crack the throttle and the front hops as the full 162 horsepower rip the most aggressive fueling

The DTC is set at its minimum level too, so the tire in Sport will up without much effort. still delivers the full load, but with a mellower response. The Touring DTC setting in quicker too, and is ideal for road surfaces or wet conditions.

The Urban setting lowers to 100 and features the highest DTC setting. for the Urban setting grew stepping out the rear in Sport on one of the ubiquitous European roundabouts. the throttle hand, as this Duc bite!

The Diavel chassis for a stable platform and confident when the road throws bends. The 41 degree lean makes for stellar ground in the corners.

Tapping the turn cancel button toggles the three maps, with available on the fly. Sport and modes require disengaging the to kick in Ducati doesn’t those extra 62 ponies the rider unawares. Riders know what mode are in thanks to a lovely full TFT (Thin Film Transistor) located just above the cap and the lower half of the Diavel’s instrumentation.

The TFT display also a prominent gear position for the Diavel’s six speed transmission. no dry rattling clutch on this with a wet slipper clutch silky gear changes. The function works well, appreciated on ill-advised downshifts.

The sports a final chain not notable for a Ducati but something not much nowadays in the cruiser

Braking comes courtesy of components. Radial-mount four-piston monobloc calipers up front into a pair of 320mm Out back is a single 265mm pinched by a two-piston Brembo The initial bite is superb.

The can be said of the lever feel by the radial master cylinder. stopping power and supreme confidence are bolstered by a new version of the ABS. More compact its predecessor, the ABS is unobtrusive and can be switched off at the discretion, programmable into the ride modes.

A 50mm Marzocchi fork the front end of the Diavel. Its stout is cruiser-esque, though its full-adjustment are not. Compression, rebound and are all adjustable, with convenient clickers resting atop the caps.

The Diavel Carbon a similar fork setup, but is in low-friction DLC coating. A progressive shock mounts at a near horizontal angle out back, compression and rebound adjustment, with easy preload via remote hand knob.

on the Diavel is the Ducati-required steel-tube frame. It teams with an subframe and swingarm, with a trellis license plate and back fender tacked the end. Gorgeous 17-inch wheels, both adorned Pirelli’s sporty Diablo II tires, complete the rolling

The attention is drawn, of course, to controversial 240mm rear. on that later

At 62.6 the Diavel wheelbase marks the in the Ducati line, a full more than the 1198 and two inches longer than its kin the Multistrada. Rake is also the relaxed of any Duc at 28 degrees. The less geometry and steady suspension into pure stability on the which is compromised only at speeds due to wind resistance on the rider.

Pirelli did a fine job the 240mm Diablo Rossi II tire, handling high-speed with aplomb. A lower the rear started to show its hindrances.

The geometry doesn’t handling, with the Diavel at home in the sweepers and tighter Once on its side the Duc holds a line but accepts correcting immediately. The security of DTC delivers a boost, knowing a grin-saturated might push things a further than prudent.

psychological edge comes the high 41-degree lean Brave souls touched a footpeg feeler once or during our day’s ride, included a pair of spectacular mountain routes. Cranked at speed only saw the occasional from this reviewer, and were on leans that have had a comparable cruiser in the (It’s worth noting after four waves of motojournalists, with our wave featuring 30-odd riders, not one was binned during the introduction we more credit for that goes to Ducati’s electronic than test rider

Now for that 240mm rear The Diavel seems to have designed around a wide mandated by the styling department. Far and the most cruiser-ish feature on the perhaps its most distinctive trait, the rear sets limitations on handling expectations.

The amazing feat on the Diavel may be how Pirelli delivered on this tire specification. Fitted to an rim, the new Diablo Rosso II a 240/45 profile. The sharper (opposed to a more typical was made possible by the 17-inch as most fat backs source an hoop. Grip isn’t an with the rear Pirelli. nor is stability straight up or leaned

In fact, the Diavel is probably the fat rear we’ve ever

Brembo monobloc calipers 320mm rotors delivering stopping power for the claimed dry weight.

Ducati 125 T

But that’s somewhat praise, as there are inherent with the rear. Some in our riding troupe vocalized flaws, but we noted a hinky on low-speed maneuvers. Sharp exhibited a flopping sensation pitching over.

Quick more noticeable at lower as well, also delivered an feel. The 240mm rear have us bitching and moaning as a breaker by any means. It just us wondering what that could been had it been with a more conventional choice.

Rider ergonomics are No forward sporty lean or cruiser posture. Reach to the was a faint stretch but pegs comfortable for our 6’1” frame. The felt odd at first, sloping on each end and providing cramped estate for our nether regions.

a full day’s ride, I was more than happy the saddle, successfully lobbying for extra seat time the day was done (and I wasn’t as many journos were for more).

A hands free system borrowed from the requires a key fob to activate the ignition a 6.5-foot proximity. The mechanical incorporated into the fob, is for popping the gas cap and seat. Though not a fan of key fob systems, we’ll allow its though our particular fob was finicky to the transponder’s low battery, forcing us to it out and place it close to the receiver the LCD dash.

The styling of the Diavel has proven since its first appearance check the reader comments in our Diavel First Look In person we found the styling and overall fit and finish quite The Marchesini wheels are nothing of stunning, befitting a full custom.

Instrumentation is sharp though the monochromatic LCD display, its digital speedo and tach, now compared to the full-color clarity of the TFT below it. LED lights proliferate the model and look fantastic. The radiators are artfully integrated the design, not detracting from the

As far as the Diavel’s polished aluminum air a direct affront to the Star image, while they fine enough they appear quite as solid as leading to some queries journalists pondering their fabrication.

The neutral riding on the Diavel is amenable to long in the saddle.

And now for the big question: Will the thrive, or become an interesting in Ducati history? Company seems quite confident of its In fact, they sound bullish about the American and the company’s current trajectory. overall U.S. sales down in 2010, along the rest of the American market, rallied in the third and fourth thanks to brisk sales of its and EVO models.

The Italian marque sales to grow in 2011, the Diavel expected to anchor the Dealers are certainly banking on the drawing power, with North America’s Public Manager, John Paolo claiming the new model makes up of 2011 inventory orders.

But who is the demographic for this bike? reps at the tech presentation it to the Monster lineup in its ability to for a new riding segment. We never the C-word uttered from any of the staff, except in reference to the competitors on the sales floor. And the figures to poach riders the performance cruiser segment.

Ducati reps named the V-Rod and Yamaha V-MAX, in as Diavel targets.

Canton early dealer feedback pre-sales of the Diavel reflect a clientele, including female lured by the low-ish seat. future owners, however, are Ducati customers now returning to the after a go on those aforementioned cruisers.

This jives other market research been hearing this season, like the Ninja where Kawasaki reps frustrated power cruiser specifically the M109R, as a prime for ownership. It seems riders been willing to compromise performance for creature comfort. Now the OEMs are looking to gather lost sheep.

Retailing for in standard form and $19,995 in the spec Carbon version, expects its new Diavel to anchor a 2011 season in the U.S.

At for the standard Diavel and $19,995 for the Carbon (an extra $400 for the Red featured in our photos), the new Ducati … aim at the $19,950 V-MAX. The target from Old Milwaukee, the retails right at the 15K mark.

The by our reckoning, is not a power cruiser not by a shot. But it may be exactly what cruiser riders are looking As for the Ducatisti, breathe easy

This new Ducati is more worthy of the Italian firm’s lineage.

Ducati 125 T
Ducati 125 T
Ducati 125 T
Ducati 125 T
Ducati 125 T
Ducati 125 T

Interesting articles

Tagged as:

Other articles of the category "Ducati":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.