Dominar To Diavel? Sure. Yours For INR 16500

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The Ducati Diavel must’ve been the poster boy for the Bajaj designers as they penned the Dominar. There’s no denying that some of the Italian power cruiser’s visual essence has trickled down to the Indian one. The Dominar’s beefy silhouette, its hulking stance and its LED eyes are all a subtle nod to the Diavel.

Autologue Design, the same guys who can make your Avenger Street look like a Harley Davidson, will make one for you. As the name suggests, the Bajaj Domivel is a Dominar body-kit inspired from the Diavel. The kit’s tank shrouds (available in either matte black or body colour), belly cover, seat cowl and tail tidy setup will cost you INR 16,500.  The tyre hugger is additionally available. All the aforementioned parts will be fabricated in-house at Autologue Design.

Mind you, that price holds true ONLY if you pre-order the kit. Bookings are limited to only 50 kits; post that you have to shell out INR 20,000 for your Domivel.

The mechanical bits have been left untouched, so it’ll be a bit hard to play catch up with the Diavel on road.

The KTM dervied, 373.3 triple spark, 4-valve, DTS-i engine in the Bajaj Dominar good for 35 PS of maximum power and 35 Nm of peak torque. Notable hardware include a slipper clutch, a fully digital instrument cluster, meaty front forks and twin-channel ABS.

Ducati Diavel Carbon Review : Avant-Garde Allegory

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We still have a thing for the Bimotas and their unconventional designs. But what we have here isn’t a Bimota. Well, not entirely. Vyrus, along with Bimota, were working on the development of Tesi motorcycle before parting ways due to the former’s unfavorable financial situation.

While the companies parted ways, Vyrus, since its return, has developed three products. This one here is one of those three motorcycles, the 986 M2, and it does remind of the Tesi. The biggest resemblance is the hub-center steering front suspension arrangement. The hubsteer features “antidive” which means it does not dive under braking, resulting in weight distribution on both wheels for better stability.

The 986 M2 uses the basic design of Massimo Tamburini’s Tesi. The motorcycle design is aimed to improve straight-line speed without compromising the handling of the vehicle in fast and sudden changes of direction. It took extensive studies and several hours in the wind tunnel to optimize its forms.

The motorcycle, which features carbon-fibre bodywork, will be available in limited numbers only. It will be available in two options. First will be a completely hand-built model which will be tailored to the customer requirement while the second will be delivered as a kit. Customers will have to install the kit on their own CBR600R motorcycles.

Ducati Diavel Carbon Review : Avant-Garde Allegory

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I could start the review with a cliché of description by comparing the Diavel with the devil. But it would probably be the billionth time that someone would have done that. So let’s get to the point. This one here can be a death machine in the hands of the naive but a seasoned rider can ride it like a warhorse charging through the battlefield. The Diavel is probably one of those select machines that can be termed as the Toruk or the Last Shadow in the motoring universe. It’s wild, unusual, intimidating, even, and yet so desirable. It’s made to deliver the adrenaline rush only the fiercest V-twins ever could, and boy does this one do just that.

I could start the review with a cliché of description by comparing the Diavel with the devil. But it would probably be the billionth time that someone would have done that. So let’s get to the point. This one here can be a death machine in the hands of the naive but a seasoned rider can ride it like a warhorse charging through the battlefield. The Diavel is probably one of those select machines that can be termed as the Toruk or the Last Shadow in the motoring universe. It’s wild, unusual, intimidating, even, and yet so desirable. It’s made to deliver the adrenaline rush only the fiercest V-twins ever could, and boy does this one do just that.

2: The motorcycle, with its LED headlight, the inspiring two-piece instrument cluster and the massive 17-litre fuel tank looks absolutely menacing. The throne like sit-in saddle, the massive pipes coming out from the engine and the slash cut exhaust canisters add tons of character to this machine. And yet, it is appealing enough to be loved by every living soul on the planet, even the ones who do not understand motorcycling. What we had for the test was the Carbon edition that’d burn a bigger hole in your pocket. For the extra moolah, though, you get a carbon-fibre fuel tank, pillion seat cowl and front fender, which helps the motorcycle shed some crucial amount of weight. Then there are those Marchesini forged wheels that further aid in weight reduction, offering better power to weight ratio. The single sided swingarm makes it a proper exotic. The dual tail light with integrated turn indicators gives the rear a near perfect design which is uncluttered and should make anyone you overtake on the highway realize that something special just passed him. Adding to its cruiser like character is that massive 240 section Pirelli Diablo Rosso II rear tyre which gives the motorcycle solid stability on straight line as well as around the corners.

3: Then there is the feature list. On top of the list is the key fob. We’ve had motorcycles that use a key fob but this one was rather different. You don’t have any physical buttons on the key fob to lock or unlock the motorcycle. The keyfob features a proximity sensor and a key which is used to open the fuel lid or remove the saddle. Once in vicinity, all you have to do is push down the slider that doubles up as the engine kill switch. One little push and the security system unlocks the handlebar and turns the power on. Slide the engine kill switch upwards and you’d find the ignition button. To shut down, push the slider down for a few seconds to turn off the motorcycle. Another long push would lock the handlebar.

4: Two-level instrument cluster is another feature that’s aimed at de-cluttering the information and providing crucial data on the primary screen. The upper part of the instrument cluster is formed by an LCD screen which displays all the ride related data while the lower color TFT screen holds the less important details. In the primary display, you get the clock, speedometer, engine temperature and the tachometer. Right above the primary display are the tell-tale indicators. The secondary, fuel tank mounted display features fuel gauge, odometer, two trip meters, power output level, riding mode, traction control, gear indicator, average fuel consumption, range to empty, average speed, trip time and air temperature. You can also control various settings related to riding modes, traction control, ABS level through the secondary display.

5: Then there is the electronic wizardry that’s aimed to keep you safe and alive. The motorcycle comes equipped with different riding modes and power modes to suit your requirements or riding skills. There are three riding modes – City, Touring and Sport – which are tuned for different throttle response, power output and traction control levels. You can tailor them for your requirements too where you can either select between full power, limited power, throttle response level and traction control setting. Bosch ABS keeps things under control under hard braking.

6: Colossal Firepower! The 1198cc Testastretta 11° L-Twin, liquid cooled engine is capable of creating mayhem that would toss you off the bike’s back if you’re not careful. The engine is tuned to deliver 162 hp of power at 9,250 rpm and 130 Nm of torque at 8,000 revs. The throttle is sensitive and the Diavel would lunge forward furiously with any aggressive inputs. You can always tailor the response using the onboard electronics.

7: The engine, as aforementioned, can be used in three modes – Road, Touring and Sport. In Road mode, you’d get only 100 hp of power and the throttle response would be set on ‘Low’ so you can putter around town with more than ample power while still saving fuel. Touring mode gives you access to all the 162 ponies and the throttle response is set to mid so that you can cruise on the highway with occasional bursts of power. These two are probably the best modes to stay in if you have recently graduated to the litre-class and above segment because the Sport mode is where things get devil-icious. Ride anywhere above 3,000 rotations and the Diavel will haul you without any complains. It gets pretty rough below the 3,000 revs mark. Things get properly manic when you twist that throttle in Sport mode. As the revs climb above 6,000 mark, the Diavel turns into a monster with an angry loud growl emanating from the slash-cut exhaust. It revs all the way to 10,000 clicks at which it is capable of achieving its maximum speed of 270 kph. It’s almost unbelievable the effortless way in which the engine propels the bike’s 239 kg kerb weight.

8: You’d want to have some really potent brakes on that 239 kg piece of mass. Performing the task are twin 320 mm semi-floating discs with radial Brembo Monobloc 4-piston callipers upfront and 265 mm disc with 2-piston floating calliper at the rear and they are absolutely incredible to say the least. It took a while getting used to the sharp feedback from those Brembo Moboblocs on day one but things got fairly easy thereafter. It’d stop in a blink and you’d probably be looking in the rear view mirror to see if a drogue parachute was unfurled behind you. Lord bless the sharp and responsive ABS on the motorcycle as without those, the Diavel would probably toss you off its back like an angry bull. The system isn’t too intrusive to play a spoilsport and you get a sharp feedback from the brakes to every input. You can have some more fun by tuning it down further for an even sharper feedback.

9: The seat height is another plus point for the Diaval. At 770mm, it’s one of the most accessible motorcycles out there, even for folks who are vertically challenged. Moving it around is remarkably easy as you place both your feet firmly on the ground. But does that become an issue while tackling speedbumps? The motorcycle didn’t bottom out even once through the three day test but we did have to tackle those extra tall speedbumps carefully. The saddle itself is fairly comfortable too on long hauls thanks to the generous cushioning and ergonomic design. You sit in the seat with the recess acting as an aid preventing you from sliding back when accelerating hard.

10: How does it handle? Riding a 239 kg motorcycle with a 1,580 mm wheelbase and a 240 section rear wheel, we had our speculations about the Diavel’s characteristics around the corners and we weren’t completely wrong. You’d need to put in an extra effort to lean the motorcycle into a corner. But let’s face it, you can’t demand a supersport handling capabilities from a power cruiser and this one isn’t supposed to behave like a Panigale. The Diavel is meant to be rock solid on straights, though it does need you to put in some extra effort while making it keep its line around tighter bends. It’s probably the best motorcycle to make someone understand countersteering, wherein you have to push the inside handlebar to make the bike turn. It has a tendency to go wide so you have to have certain skills to make it turn as desired at fast speeds. The suspension settings, which can be tailored at the twist of the knob, are easy to adjust as per the rider’s requirements too so everyone can have a perfect tune.

We loved the Diavel, but as they say, nothing is perfect. So here is a list of a few things which could have been better:

  • The gearshifts could’ve been smoother. The gearbox feels a tad rough on certain occasions.
  • The lack of wind protection due to the absence of a windscreen while cruising above 120-130 kph can be tiring sometimes. The optional windscreen available as an accessory should help.
  • The suspension setting can be changed at the twist of a knob which makes it simple to adjust it according to rider’s preference. However, anyone can fiddle with the setting as it does not require special equipment to make the adjustments. Beware of your mischievious neighbor, then.
  • Wish to go corner carving? Well, look elsewhere.
  • When compared to other massive cruiser motorcycles out there, the INR 19.14 lakh price tag seems pretty good. However, when compared to the sports tourers such as the Kawasaki ZX-14R or a Suzuki Hayabusa which are meant to be a intercontinental missiles to munch miles like an airliner, this one is a tad on the pricier side.

Can I call myself Toruk Makto or the Rider of Last Shadow? Even after three days with the motorcycle, all I could really do was just scrape a small layer of its performance and there is so much potential that it’d be a crime to unleash it on public roads. The Diavel truly redefines the conventional cruiser tag and shows why it carries the ‘Power’ prefix. This one is for folks who admire design and appreciate art. Those who go by the numbers to ascertain value should probably find themselves something, well, more regulation.