2014–2018 · Hyper Naked · Buyer's Guide
Showpiece That Actually Bites
Ducati built the Diavel to look like a boulevard cruiser and then gave it a superbike engine. The 1198 cc Testastretta L-twin makes 162 hp and 96 lb-ft, carried in a steel trellis frame over a 240-section rear tire, with a 30.3 in (770 mm) seat that drops you low. Ride-by-Wire Power Modes, traction control, ABS, adjustable suspension front and rear and a slipper clutch all come standard. It belongs in the hyper naked class on performance, not on styling.
On the road the two halves hold together. It cruises easily, then covers ground fast the moment you ask. It also ages better than a high-strung twin has any right to: valve clearance checks run deep into the odometer, oil changes are relaxed. Used ones still need a closer look. The gearbox can jump out of second under load, and fuel level sensors fail early. This is for riders who want presence and real pace in one machine and accept that it wants revs to give its best.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 162 hp (119 kW) @ 9,250 rpm |
|---|---|
| Torque | 96 lb-ft (130 Nm) @ 8,000 rpm |
| Displacement | 1198 cc |
| Engine | 90° V-twinMotorcycles With V-Twin Engines → |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 240/45-17 |
| Wheelbase | 62.6 in (1590 mm) |
| Seat height | 30.3 in (770 mm) |
| Wet weight | 527 lb (239 kg) |
| Fuel capacity | 4.5 gal (17 L) |
Equipment check
Chassis
Drivetrain
Safety
Sound first. The L-twin has a hard, dry bark that bounces off walls when you ride tight streets at night, and a low-frequency pulse comes through the seat and pegs that keeps the engine present without buzzing your hands numb. The riding position is the real surprise. You sit low, feet slightly forward, arms out to a wide bar, and the bodywork is broad enough that you feel planted in the motorcycle rather than perched on it. At walking pace all 527 lb (239 kg) of it sits in your wrists and your clutch hand. Roll out of town and that weight quietly goes away. I took one into the square in front of the Monte Carlo casino at night, supercars parked all around, and phones came out before I had the engine off.
My own 0–100 score for this bike against the class, area by area — the marker on each bar is the class average.
The thing I keep coming back to is how civil this motor got in traffic. I spent a morning in stop-and-go through narrow alleys and it never lurched or stumbled, just clean throttle response from barely off idle. The updated cylinder head work didn't sand the character out of it either. Easier to live with, not watered down, and that is a harder trick to pull off than it sounds.
The wide rear tire is the part I was ready to dislike, and it never gave me a reason. Steering effort stays low, and once the bike settles onto a line it stays there without mid-corner correction from me. Lean clearance is the honest limit, and in theory you find it sooner here. In practice, on a full day of mountain roads with forty journalists out on the same machine, I saw almost nobody touch a peg.
On a proper mountain road it ran with bikes that look far more serious about the job, and it was not working hard to stay there. That is the part people miss. The styling sets an expectation of a slow roll and a photo, then the thing turns out to be quick in the places where quick actually costs something. I have enjoyed that mismatch every single time I have ridden one.
I went in expecting the usual tax that comes with a high-output twin, and it is not there. The service book asks for less than the performance suggests it should, on the serious items and the routine ones alike, so ownership never turns into a standing appointment with your dealer. For a motor making this kind of power, that is the part that genuinely surprised me.
Comfort on this bike is conditional. Get it rolling and it settles. The slow work and the bad surfaces are what charge you. The clutch is precise, which is not the same thing as light, and you notice the difference every time the road pinches into a turnaround. The suspension is set up for pace, so a rough stretch taken at any real speed arrives unedited rather than filtered. That is the price of building a motorcycle this way.
Touring is the setting that actually changed my days on this bike. You keep the full output, but the throttle stops behaving like a live wire and the traction control steps in earlier, so the machine no longer wants your full attention at every corner exit. That is the difference between arriving somewhere and just riding fast. These modes are not a menu item. They change what the motorcycle asks of you.
This isn't my test ride. It's years of listening: paddock talk, owner conversations at club nights, and the messages riders send me once they've lived with a bike. For the Diavel 1200 that chatter is consistent. Broad agreement on how it stops and turns, with the complaints landing narrowly on shifting, fuel and the passenger seat.
Riders consistently lead with the brakes. The radial-mount Brembo monoblocs get named for outright stopping power and for feel at the lever, with the ABS described as refined rather than intrusive. Handling draws the same agreement. The trellis frame, the 17-inch wheels and the suspension come up often, and the word owners reach for is precision. Engine and looks get their share too, the low-rev torque and the broad stance with its LED tail strip.
The gearbox is the recurring gripe. Owners describe a clunky shift action and real trouble finding neutral at a stop. A few riders raise fuel: ridden hard, consumption drops under 25 mpg, which cuts range and shows in the running costs. Passengers get mentioned occasionally and never fondly. The pad is small and firm, the seating angle awkward, and riders don't pretend otherwise.
Gearbox jumps out of second gear
The transmission can unexpectedly jump from second gear into neutral under load, which may present a safety risk during cornering. Reported across multiple model years.
Fuel level sensor failure
The fuel level sensor often fails prematurely, usually within a few thousand miles, causing inaccurate gauge readings and a persistent low-fuel warning light. Replacement is the only fix.
Warped rear brake rotor
Some owners report the rear brake rotor warps, causing severe vibration when braking from high speeds. Replacement is required.
Clutch fluid contamination/bleeding required
The hydraulic clutch can accumulate moisture or debris, leading to inconsistent lever feel and occasional slipping when cold. Regular fluid changes are necessary.
Where this Ducati Diavel 1200 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Diavel 1200 is actually built for.
Angeles Crest suits it better than the styling suggests. Keep the revs up and it holds a serious pace without strain, though broken canyon pavement will remind you the chassis was set up for speed.
Made for Angeles Crest Highway · Coronado Trail Scenic Byway · Big Sur Coast Highway
In the tight stuff around the Dragon you will work harder than on a lighter bike, but it flicks between corners more willingly than a 240 rear tire has any business doing.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
Straight answer: this one is built for the road. It is fast and it handles far better than it looks, but ground clearance runs out sooner than a closed-course day will ask of you.
Made for WeatherTech Raceway Laguna Seca · Barber Motorsports Park · Circuit of The Americas
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2011–2013
Muscle Bike That Actually Corners
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Diavel 1200. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2019–2022
Torque Monster In Cruiser Clothes
Competitor · 2009–2017
Four Cylinders Of Pure Torque
Roughly $4,500 pricier used than this bike at 9 yr
Same Platform · 2015–2016
Technology Avalanche on Two Wheels
About the same used price as this bike at 10 yr