2012–2016 · Hyper Naked · Buyer's Guide
Italian Muscle With Low Saddle
Ducati built the Diavel Carbon around a 1198 cc Testastretta 11° L-twin taken from its superbike line, then stretched the chassis long and dropped the rider low. You get 162 hp and 94 lb-ft running through a trellis frame, fully adjustable sport suspension at both ends, forged Marchesini aluminum wheels and carbon bodywork. Ducati Ride-by-Wire power modes, traction control, ABS and a keyless system are all standard. The 240-section rear tire and the 30.3 in seat read cruiser on paper. The hardware underneath is hyper naked, and that gap between how it looks and what it does is the whole point of the bike.
On the road it behaves like a wide sportbike that happens to sit close to the ground. It suits a rider who wants presence and serious drive without a riding position that folds them in half, and who will actually use the adjusters rather than leaving the settings where the last owner put them. Ownership is straightforward if you buy carefully: check that second gear engages cleanly, confirm the side stand recall work was done, and treat the fuel gauge with suspicion. Range is modest on 4.5 gal, and the 240-section rear narrows your tire options considerably.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 162 hp (119 kW) @ 9,500 rpm |
|---|---|
| Torque | 94 lb-ft (128 Nm) @ 8,000 rpm |
| Displacement | 1198 cc |
| Engine | L-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front tire | 120/70-17 |
| Rear tire | 240/45-17 |
| Seat height | 30.3 in (770 mm) |
| Wet weight | 516 lb (234 kg) |
| Fuel capacity | 4.5 gal (17 L) |
Equipment check
Chassis
Connectivity
Safety
The named systems that set this bike apart — and what each one does for you.
Wheels
The first thing you register is the seating position. The seat is low at 30.3 in, your feet sit farther forward than a naked bike usually puts them, and the bars are wide enough that you steer with your shoulders rather than your wrists. The L-twin thumps at idle and you feel every combustion event through the pegs and the tank below walking pace. It cleans up as soon as you're rolling, and the note hardens into a dry bark as the revs climb. Around town the width of the back end is the thing you manage, in parking lots and between lanes. At real road pace the bike feels planted and long, far less nervous than 516 lb and a 240-section rear suggest, and the carbon panels keep the visual mass down even when the scale disagrees.
I hear about this bike constantly. Years of paddock talk, club nights and direct messages from people who own one have produced a consistent picture, and it is theirs, not mine. On the Diavel Carbon the praise clusters tightly around how it looks and how it pulls, while the criticism is narrower and lands mostly on the cost of keeping it running.
Styling dominates. Owners point to the muscular tank and the carbon accents of this trim, and they report admiring looks wherever they ride. The engine is the other constant. Riders describe immense power with a hard rush at the top and a deep exhaust note they take as a match for the styling. Cornering surfaces less often, and the reports are positive: neutral steering and strong grip for anyone who commits to the entry.
Cost of ownership is the one gripe riders bring up unprompted. The scheduled Desmo work, including timing belt replacement and valve clearance checks, gets described as expensive at a dealership. The rest is minor. Two-up riding draws complaints about a firm, cramped rear seat. Some owners find the forks harsh over ripples and the shock too soft once they push, and go aftermarket.
Gearbox jumps out of second gear
Some bikes exhibit a tendency to jump out of second gear into a false neutral, or display a neutral light while still in gear, which can be dangerous if it occurs unexpectedly.
Kickstand recall
A recall was issued for the side stand on early Diavel models due to a risk of unexpected retraction, which could lead to the bike falling over.
Unstable fuel level sensor
The fuel gauge reading may become erratic or inaccurate, requiring a reset or sensor replacement even on relatively low-mileage bikes.
Where this Ducati Diavel Carbon 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 Carbon is actually built for.
Your skill will outrun this chassis before the engine ever runs out. The Diavel rewards smooth, deliberate inputs at road pace, and it is not the machine for chasing the last degree of lean angle.
Made for Barber Motorsports Park · WeatherTech Raceway Laguna Seca · Circuit of the Americas
Angeles Crest suits it far better than the tightest stuff does. Dial the adjustable suspension in for your weight and it holds a line at speed, but you will work for quick direction changes.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
The Dragon's tight, repeating corners are the hardest thing you can ask of a 516 lb bike on a 240-section rear. It will do it. The flowing Blue Ridge miles are where it actually shines.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
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 Carbon. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2017–2018
Italian Thunder, Cruiser Lightweight
Competitor · 2009–2017
Four Cylinders Of Pure Torque
About the same used price as this bike at 11 yr
Same Platform · 2013–2014
Brutal V-Twin With Luggage
About the same used price as this bike at 12 yr