2014 DUCATI DIAVEL
FIRST RIDE
P40
fortable just cruising along slow-
ly, but there's a better backrest
that also helps give you support
if you push hard."
After a full day spent seated
on it, I'm a believer – job done.
However, it turns out that a key
reason for the greater comfort
is the two different densities to
the seat padding – a harder one
at the bottom giving support for
longer rides, with a softer top
layer that's more compliant and
comfortable for short ones.
But there's also a 20mm lower
29.5-inch-high accessory seat
for shorter riders, which Ducati
fits as stock for Asian markets.
Unlike on the Multistrada,
whose ride-by-wire Sport engine
map is generally too aggressive
for the kind of use that bike en-
joys, the Diavel version is ideally
tailored for helping Ducati's lat-
est live up to its name. There's
a crisp but controllable pickup
and authoritative acceleration all
the way through the powerband.
You soon realize that the best
way to ride the Diavel is to use
the torque curve, working the
smooth-action six-speed gear-
box to stay within the muscular
V-twin engine's 3500-8000 rpm
happy zone as you crank this un-
expectedly agile package from
side to side round third and fourth
gear turns, short-shifting through
the gears.
And, honestly, this is still the
best-sounding Ducati in the firm's
current catalog, both under vivid
wide-open midrange acceleration,
and especially on the overrun,
where you also notice Malagoli's
men have left in just enough engine
braking still dialed in via the slipper
clutch settings to assist the out-
standing Brembo brake package in
slowing the Diavel from any speed.
This has the added reassurance
The author got the
chance to sample the
Diavel in Laguna Beach.
Okay, he didn't. It's the
South of France.
