2011 Ducati Diavel Review —

13 Мар 2015 | Author: | Комментарии к записи 2011 Ducati Diavel Review — отключены
Ducati 350 Mark 3 D
Ducati 350 Mark 3 D

Ducati’s devilish anti-cruiser

by Milagro

It’s only the of February 2011, but Ducati may already given the motoworld the bike of the year – the Diavel.

and spy shots of a fat-tired Ducati strange styling surfaced in Some motorbike pundits the mystery bike Mega In the days just before the of EICMA 2010, Ducati playing coy and unveiled the all-new

The question then remained: this wildly styled, Ducati possess the supreme potent stopping force and L-Twin power that for so years have been the characteristics of Ducati’s sporting

Make up of a devil

While the is a new model, it nevertheless is comprised of familiar Ducati components, the prominent of which is its Testastretta 11 This grunty, high-performance 90-degree Twin (aka is sourced from the current Multistrada. And with the exception of a new it remains largely unchanged as in the Diavel.

According to Giulio technical director on the Diavel the new Duc’s exhaust system, of equal-length 58mm cross-section headers and dual stacked megaphone cans, is the primary to a 12 hp and 6.5 ft-lb increase over the 150 hp and 87.5 ft-lbs. The Diavel’s is marginally larger than the but the negligible increase in volume essential to power gains and is a matter of technical needs. revisions include different cam as well as reworked intake and ports.

During the Diavel’s briefing Ducati displayed a graph overlay with and torque results for the 1198 Multistrada and Diavel

While the version of the Testastretta is in a race the MTS, it handily out-powers the after the 6500-rpm mark. The easily out guns the 1198 around 7000 rpm where it to run almost neck-and-neck with the red until approximately 9000 at which point the 1198 its superbike legs.

The Multistrada’s of torque is more evenly to the Diavel’s, until 6000 rpm at point the new devil bike a large gap on the MTS and never looks

Taking the Ducati-supplied dynos at value, the Diavel mops up the 1198 in low-end torque Diavel twisting force is healthier than what the produces below approximately rpm. It’s only that the race-bike-with-lights finally its ground (save for a short dip) and soon out-twists the by 9000 rpm.

What all of this translate into?

allowing the Testastretta in the Diavel to more efficiently has created a ideal engine: potent to mid-range force (right most riders need it) the ability to sprint like a

A benefit from the design of the slipper-type oil-bath clutch is effort at the clutch lever, as as virtual elimination of rear hop during downshifts.

Despite my efforts to upset the chassis rapid-fire downshifts, the clutch have none of my tire-hop-inducing and instead allowed the engine to down smoothly rather buck like a bronco.

A larger water pump moves coolant through the dual lateral radiators. One per side sits below the functional brushed aluminum air and behind the narrow, vertically clear-lens LED front indicators. The air partially make up the shape of the prominent upper front and blend in tastefully with the fuel tank’s covers are crafted from steel than plastic.

New covers for the housing (which includes for an air gap used to reduce clutch alternator and cam belts round out the to the Testastretta in the Diavel.

Risky profitable business

Bring the big tire into the discussion for a and you have to wonder if Ducati is a shift in the company’s core Are Duc fans getting older and going the way of the cruiser crowd? not forget the Diavel’s strong lines either.

Where do we the most lucrative and substantial market in the world, along what was a robust sportbike until recent economic cooled off both segments?

here at home, the U.S. of A.

North America’s John says that outside of America is an important, leading for the company, and that the Diavel account for roughly three-fourths of growth in 2011 for Ducati America. Yet when I asked if the is tailored primarily for the States and our ways, Canton reaffirmed stance that the Diavel is a bike in terms of its design and

Fair enough. But a safe says that the American scene had a significant influence on the from inception to the commitment to go steam ahead and build it for a market.

Still, nothing’s a bet all the time, right? In light of bike development process skips focus group and market research, Canton that the Diavel is a big gamble for

The company has in effect dispatched the usually sound marketing that says fit a product to a not a market to a product. Ducati has done the inverse, moving with little reassurance of the success.

However, the Diavel isn’t the bike with which applies its market-needs-be-damned mentality. the Diavel is quirky? Then too quickly forgotten about the especially the first gen model.

Or how the Hypermotard 1100 and 796?

The and MTS weren’t mold-breaking in the sense no market for such bikes The MTS clearly falls under the segment, and the Hypers kind of in the BMW Megamoto’s footsteps as a big streetbike modeled on the premise of supermotard

Whether those two Ducs wholesale originality matters as Ducati attributes a good of significant sales growth in in the face of another year the industry as a whole was down – at least in the U.S.

Ducati the new MTS comprises a 14.3% share of the in its segment.

“It was its first year on the and the Multistrada became the second said Ducati Chief Officer and President Gabriele Del this January during annual Wroom ski and press And according to Canton, Ducati build the Hypermotard 796 fast for its domestic market.

Response to the since its unveiling has been mixed, with internet abuzz with opinions the gamut. However, Ducati has success for some time now of its willingness to roll the dice on how bold and brash designs and buyers will accept.

If the and present successes are an indication of response to the convention-busting Diavel, new Ducati is poised create a of time for other manufacturers.

the devil bike’s departure traditional Ducati styling, it wear the name Ducati if it have a steel-tube trellis While the trellis portion is looking, it is unique to the Diavel, and is to a new cast-aluminum subframe.

A fully Sachs shock uses a dial for remote preload and connects to a long, cast-aluminum swingarm via progressive linkage. The positioned shock resides the swingarm – a design that the Diavel a reasonable seat of 30.3 inches. Two optional 20mm higher or 20mm are available.

Working to smooth out the up front is a fully adjustable 50mm Marzocchi fork. A adjuster knob atop fork leg for tweaking rebound is a thoughtful and useful touch. the fork is a minimalist “slash-cut” clamp – the lower clamp is aluminum while the upper is from forged aluminum.

A handlebar clamp grips a aluminum handlebar.

A span of inches is measured between the cast-aluminum 17-inch wheels. geometry just on the cusp of territory is far from supersport-y a 28.0-degree rake (w/24mm and 5.12 inches of trail. For the Monster 796’s rake is degrees and the MTS’s is 25.0

Pirelli Diablo Rosso II tires cover those hoops. A standard sportbike 120/70-17 tire rolls in while the 240/45-17 mega bun on the rear wheel will most contemporary custom jealous. More on that 240 in a bit …

The large visual volume you to think the bike might a ton, requiring considerable to lift of the sidestand.

It is a Ducati all, so heavy doesn’t figure into an equation, and the keeps with the lightweight scaling it at 463 dry pounds for the standard and 456 pounds for the up-spec Diavel Impressive figures – even if dry weights – when contrasted the claimed curb weight of 452 for a current sportbike like the GSX-R1000, or the 2011 ZX-10R/ABS a curb weight 443 pounds.

the Diavel’s rider triangle is and neutral with just a of sporting stance, which appreciate when hustling wicked-quick cruiser-sportbike-…-type thing fast sweepers.

0 – 100 kph in 2.6 seconds!

I ridden many powerful in a while, prior to saddling up to the bike, but there was no mistaking the of thrust on tap from the Testastretta as other than stemming superbike heritage.

The long cruiser-ish steering geometry and big tire mean instantaneous-feeling at the rear while the front planted when the throttle is open. Ducati says the is good for 2.6 seconds at 0 to 100 kmh (62 mph), high-horsepower sportbikes for off-the-line

While the long wheelbase reduce unwanted lofting of the it’s not so long as to prevent a or 12 if you want ’em. With torque on tap the Diavel will, down, wheelie with the of today’s sportbikes.

Get on a Diavel, it, and tell me you can resist its effortless prowess if such antics are thing. The Diavel’s engine is potent and that fun.

Of the 240mm tire, Malagoli that a large rear combo was a primary design set forth when the Diavel started to take shape. He of the use of a large rear tire as it were a nonnegotiable item, with a powerful engine and ergos, when Ducati and engineers began crafting new motorcycle some three ago.

The Bologna-based company sampled tires in the 200 to 240mm range – why the wheel if you don’t have to – to 16 and 18-inch wheels. But, Malagoli, the handling and styling was looking for came when a 240 was put on the 17-inch diameter wheel the new Duc now Pirelli was tasked with a purpose-built tire, and through months of research arrived at a similar to that of MotoGP according to Malagoli.

The big rear works for me as part of the Diavel’s however, the rear tire’s handling performance doesn’t quite so well for my tastes.

turn-in response is neutral; from upright to three-fourths is a fairly smooth, linear-feeling But it’s the last little bit of you might initiate to complete the that results in a “falling in” as though the tire’s profile is triangulated than it appears.

As I into the throttle to power out of the of a turn, the bike would exhibit a front-end “push” – the rear of the bike was chasing the – depending on the radius of a turn and of the road.

Ducati 350 Mark 3 D

A fellow journalist and racer had similar experiences and this back-chasing-the-front feeling was the of the front end’s lighter In contrast to our light front-end Malagoli assured me the Diavel has is essentially a 50/50 weight

Once the bike is moving at a pace, handling is much and you’d never guess the has such a long wheelbase.Steering is accurate, vagueness from the tire melts away and the remains planted throughout the The Diavel’s reassuringly stable at speed and generous 41.0-degree angle gave me every that if I’d worn leathers I easily dragged a knee.

At the end of the it seems that even in the of Ducati engineers, a bike a big tire still suffers of the ill effects wide rear have on a motorcycle’s handling.

It was to not draw a few parallels between the low-speed handling quirks those that many custom-style cruisers have, an occasional unwillingness to steer through turns at lower

Stellar braking performance is the of dual, four-piston, radial-mount Brembo calipers putting the on 320mm rotors. Bosch-Brembo ABS is equipment and is managed by a compact new that weighs a scant lbs.

Heavy braking applied to the rear resulted in the ABS discernable backpressure, or pulsing, the pedal when ABS activated. the rear brake stopped the just fine. The binders up performed flawlessly, with levels of power and feel.

This is some of the best performance most average can still afford to buy, and what we’ve come to of most late-model Ducatis.

as ever

Carried over the Multistrada is a keyless ignition. A transponder, or “pocket key,” the bike to start, with a key to open the fuel tank and The compact and multi-functional switchgear seen on the Streetfighter that was later adapted for use on the Multi is now on the Diavel.

Integrated DTC (Ducati Control) and Ride Modes are part of the Diavel’s technology Although there’s no need for the to have the Multi’s Enduro setting, the Diavel, like the has Sport, Touring and Urban

Sport allows unfettered to the Diavel’s 162 horsepower, with DTC set to 1. mode retains the same power but with a less ergo more manageable, delivery, and a default DTC setting of 3. mode takes a big bite out of the ferocity, allowing only 100 hp, and DTC set to 5. The settings range from 1 intrusive) to 8 (most intrusive).

on the Multistrada each mode is adjustable, allowing a rider to each mode as he or she sees

For example, you might want to all 162 horses in Sport mode, but prefer a DTC setting higher 1. Furthermore, a rider can disable DTC and ABS And the system is “smart” enough to the status of ABS when the bike is off. Upon start up, the retains the last known (On or Off) rather than back to a default On setting.

highly adaptable system’s are now displayed on an all-new TFT (Thin Transistor) LCD located on the fuel just ahead of the filler It works independently of the handlebar-mounted LCD instrument panel that speed, rpm, etc. The new TFT is nothing short of a brilliant by Ducati, as navigating the colorful display is more intuitive operating the Multistrada’s all-inclusive, one-piece instrument panel.

with managing DTC, modes and ABS, the TFT also gear position, odometer and It’s also light meaning it’ll adapt its color of either white or based on ambient light.

new split-level display is so impressive I’m we’ll see it, or a variation, sooner later on other Ducati

Is the Diavel better than the you know?

While the Diavel fit neatly into existing of motorcycles, it hasn’t stopped folks from slotting the alongside Yamaha’s VMax.

The Star VMax, as you’re aware, received its first overhaul since its 1985 in late 2008. Every bit of iconic bike went without losing its core and of course, class-dominating power. claims 200 hp at the crank, and when we the VMax to Triumph’s Rocket III the YamaStar managed 167.5

Though the Diavel’s claimed 162 hp at the doesn’t come close to territory, the Ducati weighs, um … of pounds less!

Although only lists dry weights, we can say, an extra 50 lbs for fluids, fuel, etc. Add this to the Diavel’s dry weight and we get a standard scaling in somewhere around 515 That’s 170 pounds less the wet weight figure (685) for the

Nearly 200 friggin’ pounds!

The advantage of nearly 40 hp at the crank is to slough off, and it also a narrower, 200mm rear But now having experienced the Diavel, I really see the VMax holding a to the Diavel except maybe the dragstrip. But even then, the Duc likely will put power better than the Max’s

Furthermore, the special-order only Mad Max for $19,890. The Diavel Carbon for $19,995.

With the Diavel comes forged Marchesini that Ducati says are 5.5 lighter than the standard wheels – and that’s a crucial in unsprung weight. Naturally, the also wears carbon with fuel tank front fender and passenger cover made from the material. Additionally, fork get a diamond-like hardening treatment to stiction.

If you can live without the stuff, the standard Diavel, the same horsepower, Brembo excellent suspension, and comparatively weight, is a bargain at $16,995. Of there are heaps of accessories, lots of carbon, to help the Diavel.

While the new Diavel a perfect beast in light of its handling peccadilloes, the totality of the performance and collection of high-quality help to compensate for the handling

Ducati 350 Mark 3 D
Ducati 350 Mark 3 D

Interesting articles

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.