Ducati faced a unique challenge while designing their Diavel: how could the Italian manufacturer take on the power cruiser genre while maintaining their no-compromises performance philosophy? Thanks to some clever engineering and a seriously strict attitude towards power-to-weight ratio, Ducati pulled off the seemingly impossible by building a cruiser that performs like a sportbike.

Let's see how Ducati did it.


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Chassis: Tradition meets performance

A strong, lightweight chassis is the backbone of any high-performance motorcycle, and the Diavel is no exception. But rather than experiment with a new chassis for their Diavel, Ducati stuck with their tried-and-true tubular steel trellis frame arrangement, incorporating a die-cast aluminum subframe and a techno-polymer rear section. The combination allows for excellent torsional stiffness with a lightweight, compact layout. A lengthy die-cast aluminum single-sided swingarm has a stance that helps the Diavel achieve 41 degree lean angles-- which is virtually unheard of in the cruiser world-- and an optimum combination of ride quality and handling. The Diavel weighs a remarkable 463 pounds dry, or 456 pounds with the Carbon package.

Powertrain: Superbike punch, long service intervals

The Ducati Multistrada broke ground with its 150 horsepower engine, and the Diavel takes that powerplant one step further by squeezing 162 horsepower and 94 lb-ft of torque from the Testastretta mill with the help of a freer flowing exhaust.

The 1,198cc L-twin engine has an 11 degree valve overlap, as opposed to the 41 degree figure in the 1198 superbike application. What does 11 degrees of valve overlap do for performance? According to Ducati, "the fresh inlet charge flow is less compromised by exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions." The engine is capable of launching the Diavel from 0 to 62 mph in a mere 2.6 seconds-- faster than the 1198 superbike, while requiring only 15,000 miles between major services thanks to new valve seat materials, improved compustion efficiency and temperate management.
Massive power requires massive cooling, and the Diavel engine incorporates two side-mounted radiators which use a new 64mm water pump impeller which boasts 35% more flow rate at high rpms. Also aiding the effort is an oil cooler, situated below the engine.

In order to cope with the engine's increased output and the greater grip of the thick rear tire, the Diavel's gearbox uses high-strength materials and a 16mm longer gearbox output shaft. Unlike most cruisers which feature belt drive, the Diavel's final drive is a traditional chain drive.

Electronics: Ride-by-wire, riding modes, traction control and ABS

The Diavel avoids a beastly personality thanks to a bevy of electronic aids. Three riding modes-- "Sport," "Touring," and "Urban"-- determine the throttle response and traction control settings, and are displayed on a small color TFT (Thin-Film Transistor) screen below the main LCD dashboard. Ride-by-wire technology enables the throttle response to be adjusted on the fly (as long as the throttle is closed), and the system also alters the amount of horsepower produced by the engine; "Urban" delivers a neutered (but still potent) 100 horsepower, while the other modes offer the full 162 hp monty.
Ducati Traction Control (or DTC) detects rear wheelspin, and cuts power as necessary in order to maintain traction. The system has eight levels of sensitivity, and can be shut completely off. Similarly, the Diavel's Bosch-Brembo anti-lock brake system senses differential speeds between the front and rear tires, and pulses the brakes accordingly.

Finally, the bike's ignition key takes on a wireless form, using a small electronic fob that emits radio signals and automatically enables the bike's systems when it comes within 6.5 feet. If the fob's battery or wireless system fails, a mechanical flip-out key can be used to start up the bike. Incidentally, the fuel tank only unlocks using the mechanical key.

Lighting: Discreet LEDs

Rather than slap on parts bin lights, the Diavel features a discreetly integrated lighting system. Two clear vertical strips of LED lighting provide tail, brake light, and turn signal illumination, following the the line of the under-seat paneling. An aluminum housing holds the headlight, which uses double reflectors for high and low beams, while incorporating a horizontal row of LED lights for added visibility. An unusual steel trellis wraps around the rear tire and holds a license plate, and harbors a hidden high-power feed for the LED license plate light.

Seating: Comfier than it looks

Ducati exerted extra effort towards the Diavel's seat in order to keep it from becoming a torture rack on long rides. Despite its relatively low profile, the saddle packs 80mm of padding. The seat cowl lifts to reveal a passenger seat, with a T-bar shaped grab-rail assembly that slides out from the rear. Additionally, footpegs fold down from the rear subframe for the pillion.

Wheels and Tires: Merging function with form

Everybody loves a wide rear tire, but Ducati took special care to make sure that the Diavel's meaty appearance didn't interfere excessively with its performance. So while they incorporated a conventional 17-inch 120/70 front tire, achieving their desired target of a 240mm rear tire required Ducati to hire Pirelli to develop special rubber for the back. It took nine months to develop, and Pirelli's hard work yielded a dual-compound 240/45 rear tire that sits on a 17, not 18 inch wheel in order to achieve a rounder profile. The new tread pattern uses Enhanced Patch Technology to maximize the contact patch at all angles, especially in the wet. Both tires are wrapped around 14-spoke wheels, and the Diavel Carbon features shop-finished, lightweight forged, turned, and milled rims by Marchesini.