Ducati Diavel 1260 2021 — Specifications

When Ducati decides to twist the codes of the power-cruiser, the result is unlike anything else on the market. The Diavel has always occupied this odd niche where the rider sits with legs outstretched, back straight, but where the mechanics beneath rumble like a superbike. The Ducati Diavel 1260 pushes this logic even further, with a 1262 cm3 Testastretta DVT engine developing 162 horsepower at 9500 rpm and 129 Nm at 7500 rpm. That’s not a cruiser figure; it’s a track beast figure dressed as an urban cruiser.

The engine, just so, deserves closer attention. The 90-degree V2 has benefited from an extended piston stroke of 71.5 mm, compression increased to 13:1, and above all, the DVT system, that variable valve timing of the camshafts at the intake and exhaust that the Multistrada helped popularize. Result: torque arrives early, is maintained in the midrange without a hiccup, then power frankly ramps up towards the top. The service interval climbs to 15,000 km, owners of a used Ducati Diavel 1260 will appreciate the reduced maintenance cost compared to the previous generation.

The chassis has undergone a structural slimming cure. The steel tubular trellis no longer runs the full length; it stops halfway, rigidity then being ensured by the cylinders themselves, exactly as on the XDiavel. The aluminum swingarm is massive, anchored to the block by two forged aluminum plates. The wheelbase gains 10 mm to reach 1600 mm, which could have hampered steering, but Ducati corrected the situation by reducing rake by one degree. The 240/45-ZR17 at the rear remains a strong visual signature, and contrary to what one might fear, this oversized tire does not sabotage dynamics beyond a certain pace. The Harley FXDR 1870, a natural competitor in terms of image, peaks at a maximum lean angle of 32 degrees; the Diavel holds up to 41 degrees. That’s the type of argument that summarizes the positioning: this Italian power-cruiser remembers that it comes from Bologna, not Milwaukee.

The base version approaches 21,000 euros, which places the Ducati Diavel 1260 price in a premium range but consistent with the level of onboard equipment. A 6-axis IMU pilots a cornering ABS, traction control, an anti-wheelie, and a launch assistant. Three riding modes structure the experience, the 3.5-inch TFT screen displays four configurations depending on the context. Nothing is missing. Those seeking even better will turn to the Ducati Diavel 1260 S, which receives fully adjustable Öhlins suspensions, Brembo M50 calipers, a bidirectional shifter, and machined rims. The difference in performance between the two versions is real, even if the base version has nothing to be ashamed of with its own 48 mm Öhlins forks.

The drawback lies in the weight. With 246 kg fully fueled, the machine has gained lard compared to its beginnings, part of this mass gain being directly attributable to Euro5 standards. In the city, at low speeds, this size is felt. The experienced rider manages it without discussion, but a beginner will have difficulty. It is clearly not the entry-level machine, neither physically nor financially. The Ducati Diavel 1260 targets the enthusiast who wants something exclusive, capable of swallowing a mountain road as well as a highway at high speed, without ever looking like what your parking neighbor is riding. It achieves that, with the looks and the sound to justify it.