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2019–2022 · Hyper Naked · A variant of the Diavel 1260
Differences between the standard Diavel 1260 and the S
Brutal Thunder in Cruiser Skin
The Diavel 1260 S refuses to sit in one box. It has the long, low stance and fat 240-section rear tire of a cruiser, but it carries a 1261 cc liquid-cooled L-twin making 159 hp and 95 lb-ft, and it accelerates like the hyper naked it really is. That engine is the reason to buy one. It's strong from low revs, rich in character, and quick enough that the electronics earn their place. Cornering ABS, traction control, Ducati Wheelie Control, Ducati Power Launch, ride modes and cruise control are all standard. Wrap that in a design nobody mistakes for anything else, and you have a Ducati built for presence and punch in equal measure.
On the move, it steers far lighter than its 538 lb wet weight suggests, and adjustable suspension at both ends lets you set it up for your size and pace. Nothing on its known-issues list points to mechanical trouble. What you live with are quirks: brake feel that needs attention, and paint and screen surfaces that mark easily. This is a bike for the experienced rider who wants muscle and style in one package and doesn't mind being looked at. The honest caveat is mass and length. With a 63.0 in wheelbase, it rewards smooth, committed riding more than quick changes of direction.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 159 hp (117 kW) @ 9,500 rpm |
|---|---|
| Torque | 95 lb-ft (129 Nm) @ 7,500 rpm |
| Displacement | 1261 cc |
| Engine | L-twin |
| 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 | 63.0 in (1600 mm) |
| Seat height | 30.7 in (780 mm) |
| Wet weight | 538 lb (244 kg) |
| Fuel capacity | 4.5 gal (17 L) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Lighting
Safety
Thumb the starter and the Diavel announces itself with a deep L-twin bark that stays with you all day. Pull away and that bark thickens into real thunder, with a thin metallic hiss riding on top of it under load. That hiss is the Desmo valvetrain doing its job and nothing more, but it catches new owners off guard. The seat sits at 30.7 in, so you settle low into the bike instead of perching on it. The reach to the bars tips you slightly forward, enough to feel purposeful but not so much that a long day turns into a chore. Out on the highway it feels calm underneath you, and you can relax your grip and let the bike carry you. Even a short errand feels like an occasion on this thing, which is exactly what a Ducati buyer pays for.
The Diavel 1260 S (MY2019-S) builds on the standard Diavel 1260: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Over the years I've gathered a lot of owner feedback on the Diavel 1260. It comes from talks at track days and bike meets, from dealer events and group rides, and from the notes owners write to me once a bike has real mileage on it. None of it is my own test. Put together, the picture is clear: riders praise how it steers, how it pulls and how it looks, and their complaints center on the rear brake and the cost of keeping one.
Handling tops the list. Owners keep coming back to how precise and neutral the Diavel feels when they point it into a bend, which they didn't expect given its weight and that broad rear tire. Several describe cornering with a light, easy feel that doesn't match the size of the thing. The Testastretta DVT gets equal billing. Riders call it monstrous in output yet linear and easy to meter, a twin that never gets away from them. Once the tach passes 5,000 rpm, they say, the torque arrives in force, and the engine keeps revving hard toward the top, so pace comes easily whatever gear they're in. Many credit the electronics for letting them use it. Owners say lean-sensitive traction control, wheelie control, cornering ABS and the selectable riding modes give them the nerve to push.
Design comes up in nearly every conversation. Owners talk about the sculpted tank and bodywork, the brushed aluminum panels, and the single-sided swingarm that leaves the 240 rear tire in full view. They describe a bike that draws attention everywhere it goes, and they rate the quality of the finishes as highly as the shapes. Some regard it as a genuine design icon. Comfort is the other thing owners call surprising. Riders describe a plush, well-padded seat, suspension that stays compliant and soaks up bumps, and a relaxed riding position. The result, in their telling, is a Diavel they happily ride all day, and one that handles a long highway run as pleasantly as a tight back road.
The rear brake draws more criticism than anything else. Riders describe a pedal with long, soft travel and little bite at the top of its stroke, and they say it costs them confidence. Adjustment is possible and some owners have done it, but several report the brake still feels weak afterward. Money is the second theme. Owners point out that the Diavel costs a lot to buy, and that the Desmo service schedule and belt changes keep running costs high, with the yearly service alone a notable expense. The remaining gripes are isolated. A lone owner says the six-speed gearbox dislikes lazy footwork and can drop into a false neutral unless each shift is made firmly. Another finds the 3.5-inch TFT packs too much onto a small screen, making secondary readouts hard to take in quickly.
Front brake glazing after light use
Under gentle riding, the front brake pads can glaze, reducing bite; hard braking or light sanding restores feel.
Excessive rear brake pedal travel
The rear brake pedal requires deep travel to engage; adjustment is possible but many owners find it difficult to achieve firm feel.
Normal Desmo valvetrain hiss
A noticeable metallic hiss under acceleration is typical of the Desmodromic valve train; not a defect, but can alarm new owners.
Magnetic tank bag stains matte paint
The magnetic tank bag can leave yellowish marks on matte grey paint that are difficult to remove.
Instrument display easily scratched
The 3.5-inch TFT display is covered by a plexiglass-like lens that picks up scratches and swirls easily; a screen protector is recommended.
Where this Ducati Diavel 1260 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 1260 is actually built for.
If precision at maximum lean is your whole hobby, look elsewhere. This is a 538 lb road bike built for muscle and presence, and it rewards driving hard off a corner more than chasing the last degree.
Made for Barber Motorsports Park · WeatherTech Raceway Laguna Seca · Circuit of the Americas
It takes the city miles without fuss, then pulls hard out of every canyon bend. Just know it's a muscle bike first, not the lightest tool for the tightest switchbacks.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
It steers lighter than its 538 lb suggests, but on tight, repeating corners you still carry that mass. Great for the ride there and the flowing sections. Pure technique hunters may want less bike.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
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.
