Motorcycle specifications DucatiDIAVEL 1260 2022 A panther is not afraid of wolves

After the Monster and Streetfighter, the Diavel has taken Ducati into another category of high-temperament roadster. Or rather, power-cruiser. A machine that's far more agile than its size and gumshoe would suggest, with a lot of fire in its belly and a face that's as menacing as you can get, the Diavel was a success both in the eyes of the public and in the marketplace. To keep up with the times, it was time for a rethink. And just in time, there's an engine block to tax in the range, and technology on the shelves. We're taking advantage of the situation to make ourselves look good again. Threats be damned, here comes the 1260 Diavel.

This time around, Ducat' hasn't cleaned up as it did for 2015. Instead, a deeper restyling has been applied, with the roughness retained, but with a more elegant stance. The lines have been softened to give way to an almost athletic finesse. The profile has been streamlined in line with the XDiavel, eliminating the exhaust pipes on the right-hand side. Gases are evacuated by a double outlet, reduced to a minimum to keep the rear wheel perfectly clear. With a new headlamp, completely reworked side scoops, dazzling turn signals, an even more minimalist rear end and a half-disappeared frame, the 2nd generation Diavel knows how to renew itself with demonstration. Once again, the Italian school is outstanding in its design.

when you fall in love with a Ducati like this, you hope so much that you wait for the engine to give you your dose of punch. Last time, the twin cubed 1198 cm3 and put out big horses. Since then, the XDiavel cousin has pushed the volume up to 1262, then the Multistrada has taken the roast and added a DVT variable valve timing sauce. Now that it's out of the oven, the Diavel takes a bite out of it to give itself even more oomph than before. After a series of power upgrades, the Diavel now boasts 162 hp, 3 more than before. Torque, too, is up, albeit by a small 0.1 mkg. Euro5 may be restrictive, but this block still has plenty to offer.
The Testastretta DVT 1262 still has two 90° cylinders, but differs from the old 1198 block in that it has an increased volumetric ratio, a longer piston stroke (from 67.9 to 71.5 mm), elliptical 56 mm throttle bodies and variable intake and exhaust timing.
Torque, at 13.2 mkg at 7,500 rpm, benefits from the abundance of technology to be more present and linear in the mid-range, while allowing power to express itself at high revs. For this mill, the time between overhauls has been increased to 15,000 milestones; 30,000 for valve clearance.

Like so many of the manufacturer's models, the Diavel has reduced the size of its frame. Like the XDiavel, only half the tubular trellis remains to hold the steering column. Much of the rigidity comes from the structure's support on the cylinders. A new, large aluminum swingarm is also anchored to the engine, surrounded at its anchoring point by two forged aluminum plates. The wheelbase has been increased by 10 mm - which could put a strain on agility? Especially since there's still a 240 mm gumshoe at the rear. Fi! This wide tire has rarely been a problem for the Diavel (except at low speeds). Next, the caster has been reduced to 120 mm and the column angle has been retracted by one degree (28 -> 27) to give a more lively engagement. In terms of angle, Ducati has announced that the machine can take up to 41°.
How's that for performance? Mmmhhh, to illustrate, a 1200 Monster can go down to 50°; while a Harley 1870 FXDR, more or less in the same segment as the Diavel, stops at 32.
The fork remains huge, with a diameter of 50 mm. Fully adjustable, it is now held by bevelled tees. One end houses Brembo M4.32 radial brake calipers around 320 mm discs. At the other, a variable-section handlebar where a rider can sit in the same position as before. Passengers will still appreciate the removable handle hidden in the stern. Underneath, the technical side is taken care of by an adjustable preload/rebound shock absorber, a 265 mm brake disc and a 2-piston caliper.

well, the Diavel has put on weight. It's put on 5 kilos when fully loaded, and another 5 kilos in 2021 following adaptation to new standards. Today, it weighs almost 250 kilos. Is it the pieces of metal or the sensors that are to blame? Let's see, a 6-axis I.M.U. isn't very heavy. Above all, it makes it possible to install cornering ABS and better inform traction control, as well as anti-wheeling. The electronic equipment also includes a standing start assistant, cruise control, 3 driving modes (Sport - Touring - Urban), keyless ignition, all LED lighting, automatic blinker shut-off, backlit controls and a minimalist set of indicators on the handlebars, backed up by a 3.5" TFT screen in front of the fuel tank. As a bonus, four display modes are available. Default mode displays the essentials. Track, Full and City are in line with the riding modes.

The Diavel was just waiting for the right moment to reinvigorate itself. It wanted an engine and a mouth for it, to tell a little more of the grunt of the millstones of panache.
Previously, the choice of trim levels was between a standard Diavel and a Carbon version. This designation has been replaced by an S, better equipped with Öhlins suspension, Brembo M50s, shifter, DRL headlight signature, multimedia system and machined wheels.

M.B - Manufacturer's photos