2011 Ducati Diavel Carbon Test and Video

Don't waste your time trying to define the 2011 Ducati Diavel. It has hints of sportbike, cruiser, supermoto and naked bikes all wrapped into one. You could call it a crossover, but that implies a tame, compromise-riddled machine with no soul.

That's not the Ducati Diavel. It's more like the Porsche Panamera of motorcycles. A bike with questionable styling that leaves some in awe and others in disgust. But even if you don't buy into the top-heavy, wide-shouldered design, it's hard not to walk away from a test ride without an appreciation for its capabilities.

This Devil Doesn't Sing. It Howls
From the get-go, the 2011 Ducati Diavel feels unique. Mounting the bike requires a fairly aggressive roundhouse kick to swing your leg clear of the high tail section, but the 30.3-inch seat height is actually quite low. No need to fumble for a key, as the Diavel features a keyless ignition and locking.

A downward flick of the switch wakes the bike's computer. That's followed by a squeal and click coming from the front fork as it unlocks. At the same time, the super-sharp TFT display on the tank lights up with an animation that suggests that the bike was hewn from a solid hunk of metal. Sounds corny, but it's actually quite cool.

Flick the ignition switch up and it uncovers the starter button — an unassuming piece of black plastic. Given what happens next, we think a missile-launch button would be more appropriate. The starter labors over a few cycles until the Testastretta engine barks with a loud concussive blast. A slight twist of the wrist is enough to scare the neighbors and set off car alarms. This bike is loud — even to jaded and half-deaf motorcycle veterans.

Ducati's Latest Masterpiece
At the heart of the 2011 Ducati Diavel's strengths is a burly 1,198cc V-twin that develops 162 horsepower and a heart-thumping 94 pound-feet of torque. It's manageable power, though, thanks to a set of rider-adjustable modes that alter the throttle mapping and traction control.

Under way, the ride-by-wire throttle response is synapse-quick. We spent most of the time in the moderate Touring mode, which delivers a more manageable and progressive power delivery than the Sport setting's hair-trigger reactions. An Urban setting is also available that cuts output to a mere 100 hp. We didn't use it much.

Fit, finish and craftsmanship are worthy of comparisons to some of the finest current exotic cars.

The engine bellows with a robotic and primitive roar that is inspiring, addictive and terrifying — and that's with catalytic converters. Commit to the throttle under acceleration and the front wheel will lift off the pavement slightly with each gearshift. Whack the throttle fully open and that wheel begins to climb skyward. All we can say is, you better be prepared. Snapping the throttle shut treats you to a glorious growl and a few pops from the pipes. Not bad for a stock setup.

A Fat Tire That Turns
Despite the Diavel's extended rear swingarm and massive 240-width rear tire, it doesn't suffer from lazy cruiser handling at speed. Turn-in is crisp and surprisingly decisive. You quickly learn the limits of its layout, though, as the standard seating position places the foot pegs farther forward and lower than on a true sportbike. We found that crowding the tank and bars as on a supermoto bike was most advantageous in the twisty bits, as it allowed for better leverage when pulling hard toward apexes.

Leaning off the Diavel, as odd as it seems initially, helps in the corners. Without your feet under you, transitioning between turns can get tiresome otherwise. In general, the bike responds well to being muscled around, rather than gently coaxing it through the curves. Whether you choose to lean off or stay seated, the Diavel tracks true well past the point your boot drags on the pavement.

The massive Brembo brakes perform with superbike precision. Probably because they're pulled right off Ducati's 1198 superbike. When called upon at higher speeds, the front brake is smooth and incredibly effective: so effective that the ABS doesn't intervene until the last couple of feet under the most deliberate of hard stops. When the system does activate, it feels as though you just ran over a small rock, causing a split-second break in the action. The same goes for traction control, which inserts a short stutter and cough in the throttle when the rear tire loses traction.

This Devil Isn't Always Nice
As quickly as the 2011 Ducati Diavel blows through fast sweepers, it gets all sloppy when the turns get tight and the speeds come down. Given its geometry and the width of that back tire, we weren't surprised.

The brakes also feel a little too grabby at low speeds, making it all too easy to make a silly mistake while puttering through a parking lot. The rear brake's long travel doesn't help the situation much. It's adjustable, yes, but not easily.

We also disliked the parachute effect of the Diavel's seating position. At speed on the highway, the wide bars coupled with the lack of a windscreen mean you're catching some serious wind in your chest. It leaves you holding on for dear life every time you twist the throttle. Sure, slowing down helps alleviate things, but the big twin just keeps egging you on.

A Coveted Crossover
The standard Diavel starts at $16,995, while the Carbon model we rode runs $19,995. For the $3-grand premium, you get carbon-fiber bodywork, machined Marchesini wheels and dark-finished fork sliders, headlight shroud and air intakes.

Fit, finish and craftsmanship are worthy of comparisons to some of the finest current exotic cars. We spent far too much time just admiring the subtle curves of the carbon-fiber weave and the delicate machining on the painted wheels. Even the brake fluid reservoir caps are beautifully cut metal plates.

Pricewise, the base Diavel is right in there with a Harley-Davidson V-Rod and a bit more than a Suzuki B-King. The Diavel Carbon brings it in line with the Yamaha V-Max, the classic muscle cruiser.

The Diavel is anything but a classic muscle cruiser. Sure, it's brutally fast in a straight line, but it doesn't go limp in the corners either. It has all the technology of the latest super sportbikes packaged in a less aggressive, and admittedly more polarizing, package that will appeal to a wide range of buyers.

So yeah, the 2011 Ducati Diavel might be the Panamera of motorcycles, but don't forget, Porsche sold more of its big sedans than it did 911s last year.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.