2014 Ducati Diavel Strada vs. 2014 Star Vmax | Comparison Review

2014 Ducati Diavel Strada and Star Vmax
Power tripping on the 2014 Ducati Diavel Strada and Star Vmax.

Without a doubt, the Ducati Diavel and Star Vmax are two of the meanest, most rambunctious motorcycles in production. Sure, most liter-class sportbikes send as much or more horsepower to the rear wheel (though only one—Kawasaki’s Ninja ZX-14R—beats the Vmax), but those plastic-clad repli-racers are elegant and almost dainty by comparison, like sinewy ballerinas. These freaks of engineering are thick-necked, tribal-tattooed cage fighters, the kind of guys you absolutely, positively do not want to provoke.

As unapologetic outsiders, the Diavel and Vmax defy easy categorization. Calling them “performance cruisers” is perhaps the nearest approximation, but nonconformist styling, standard seating positions with mid-mount controls and sportbike-caliber componentry strain the limits of the cruiser label. With their loping L-twin (Ducati) and V-4 (Star) engines, heavy-metal exhaust notes and hold-on-for-dear-life thrust, they’re two-wheeled hot rods.

The Star Vmax and Ducati Diavel Strada
Welcome to the big leagues! The Star Vmax left) and Ducati Diavel Strada (right) look and act like two-wheeled hot rods, putting a combined 322 horsepower to their rear wheels. Windshields and saddlebags turn them into
hair-on-fire touring machines.

But look beyond the smoky burnouts and bragging rights, and even muscle-bound road warriors like these can be civilized. Ducati made this explicitly so when, two years after the Diavel debuted, it added the Strada for 2013, a dedicated touring model with a windshield, higher and more swept-back handlebars, heated grips, a touring seat, saddlebags, dual 12V power outlets and a higher-output generator (though, disappointingly, load capacity was not increased—it’s a mere 325 pounds). The Vmax, which was totally revamped for 2009, hasn’t been offered as a touring model, but owners have had the option of outfitting their bikes with factory touring accessories. Only the touring windshield was available for this test, so to even the playing field a bit we strapped on a set of Nelson-Rigg soft saddlebags. Do such concessions to comfort and practicality tame these bucking broncos? Or are these two stallions that can be taken out of the wild but refuse to have the wild taken out of them?

Evolution to the Breed

Despite its much wider 240-section rear tire, the Diavel handles better than the longer, heavier Vmax.

If the Vmax didn’t exist, the Diavel might not either. Shattering every cruiser convention there was, the original new-for-1985 V-Max became a legend overnight. Sporting tough-guy looks and a “massive” 150-section rear tire (then the largest motorcycle tire made), Yamaha claimed 145 horsepower. The opening spread for Rider’s first test of the V-Max (September 1985) shows Editor-in-Chief Mark Tuttle—then a newly hired Associate Editor—tucked in like a flat-track racer with inset photos of him lofting the front wheel—on a cruiser! In 1985! The liquid-cooled, 1,198cc V-4 made absolutely corrupting power, but the ace up its sleeve was V-Boost, a bit of carburetor trickery that “makes you the ruler of your very own space/time continuum,” wrote then-Feature Editor David D. Mallet.

Like an old muscle car, the V-Max’s raw power far outstripped the capabilities of its brakes, suspension and tires, but what it did in a straight line was so good that it remained in Yamaha’s lineup with few changes until 2007. Rebooted for 2009 and carrying a Star Motorcycles badge, the new Vmax blew its predecessor out of the water. Its all-new V-4 grew to 1,679cc and claimed output at the crank increased to 200 horsepower—later downgraded to 197 but still enough to be the most powerful production motorcycle of the day. Air scoops became functional, carbs were replaced with injectors and mechanical V-Boost was replaced with Yamaha Chip Controlled Intake (YCC-I) adapted from the YZF-R1 sportbike, which adjusts intake funnel length to optimize acceleration throughout the rev range. A stout, cast-aluminum frame, fully adjustable suspension, dual 6-piston front binders with ABS and sport-touring tires meant that the Vmax’s chassis could finally keep up with its massive, shaft-driven power.

Star Vmax
Firm suspension, a rock-solid chassis and decent cornering clearance encourage attack-mode riding, but the Vmax requires muscle to keep up a brisk pace.

Ducati surprised pretty much everybody when it announced the Diavel (“devil” in a Bolognese dialect) for 2011. Press materials never mentioned “cruiser,” but the bike’s long-and-low profile, moderate seat height and V-Rod-like 240-section rear tire were solidly in the cruiser domain. As if penned by H.H. Giger himself, the Diavel’s long, bulbous tank, rounded headlight and stocky shoulders (thanks to side-mounted radiators) are reminiscent of the creature in the Alien films. Powered by Ducati’s liquid-cooled, 1,198cc Testastretta 11˚ L-twin from the Multistrada, the Diavel bumps claimed horsepower from 150 to 162 thanks to a unique exhaust system. In typical Ducati fashion, it has a tubular-steel trellis frame, an aluminum single-sided swingarm, fully adjustable suspension, top-shelf Brembo brakes with ABS and chain final drive. It is also equipped with riding modes (Sport, Touring, Urban) that alter throttle response, engine output and the Ducati Traction Control.

Mano a Mano

These bikes make asphalt-buckling power. The Vmax puts its 481cc displacement advantage to good use, spinning the drum on Jett Tuning’s dyno up to 178.7 horsepower and 113.8 lb-ft of torque. The Diavel’s 142.9 horsepower and 83.8 lb-ft of torque may seem less impressive, but its engine actually has higher output on a per-liter basis—119.3 horsepower/liter compared to 106.4 on the Vmax. And on a power-to-weight basis, the 557-pound Diavel and 695-pound Vmax are dead even, generating 0.257 horsepower/pound apiece.

Diavel Vmax
With its wide V-4, flared air scoops and narrower handlebar that’s farther away from the rider, the Star (left) has more of a crouched, knees-apart seating position than the Ducati (right), which feels comparatively relaxed and narrow between the knees.

Response from both bikes’ electronically controlled throttles is good, but neither likes spending much time at low revs—the Ducati shakes and shudders below 3,500 rpm and the Star’s excessive engine braking makes on/off throttle transitions a chore. Both cruise smoothly in top gear, but the Vmax’s V-4 is the more buttery of the two. They also throw off a fair amount of engine heat, the Ducati especially so. On the Diavel, changing from Sport to Touring mode softens throttle response but leaves power unchanged, while Urban mode limits output to 100 horsepower; moving from Sport to Touring to Urban also increases DTC intervention. On the Vmax, there’s just one “mode” (Awesome!) and traction control is strictly analog.

Hydraulically actuated wet slipper clutches minimize effort and drama during gear changes. The Diavel’s 6-speed tranny feels a bit notchy in lower gears and neutral can be elusive, but the Vmax’s 5-speed gearbox is flawless.

I’d be the last person to say that the Vmax makes too much power, but there is a downside: it absolutely inhales gas. When ridden hard, our fuel economy dropped to 20.3 mpg, and with just under 4 gallons of fuel capacity, that means being high and dry in 80 miles. Taking it easy and short shifting yielded 31.7 mpg (126-mile range), but babying the Vmax takes all the fun out of riding it. Our average was 26.1 mpg (103-mile range); Star claims 27 mpg. The Diavel, on the other hand, holds 5.3 gallons of fuel and we averaged 34.1 mpg—good for 181 miles.

Behind Bars

Shared traits include mid-mount controls, mid-range seat heights (30.3 inches on the Diavel, 30.5 inches on the Vmax) and high-bumstop seats that lock the rider into place. The Diavel’s wider, more swept-back handlebar and lower, more forward footpegs result in a neutral, straight-back seating position, and the bike feels slender. The Vmax requires a slightly crouched riding position, and the polished aluminum air scoops push one’s knees apart. Not surprisingly, the Diavel’s touring seat is more comfortable than the Vmax’s stock seat, which is firm and unforgiving. My fiancée Carrie praised the Diavel’s high passenger seat for its plushness and commanding view (and the added security of its backrest), but the Vmax’s small, hard pillion was something she endured rather than enjoyed.

2014 Ducati Diavel Strada
2014 Ducati Diavel Strada

Although the Diavel has a shorter wheelbase (62.6 vs. 66.9 inches), from the saddle it feels like the longer of the two. The cockpit is more spacious and the windshield provides better protection, making it the preferred mount for long rides. The Ducati’s fully adjustable Marzocchi male-slider fork and Sachs shock absorb pavement irregularities better than the Star’s fully adjustable SOQI suspension, which felt comparatively harsh. With its longer wheelbase and less sporty geometry, the Vmax’s steering feels heavier than the Diavel’s, especially at lower speeds. The lighter, shorter, sharper Diavel, despite its wider rear tire, turns in easily and is the more nimble corner carver, though vigilance is required to stay on a chosen line. Both bikes have very strong brakes backed up by ABS, but the Ducati’s Brembos have a more precise feel than the Star’s Sumitomo/Akebono setup.

The Diavel’s 41-liter semi-rigid saddlebags have zippered clamshell openings and include dry-bag liners. Separate keys are required to unlock and remove each bag, and doing so requires effort. Nelson-Rigg’s CL-950 Deluxe Saddlebags ($139.95) hold 40 liters and mount easily on the Vmax, though they leave even less room for a passenger. They have zippered main and side compartments, heat-resistant under-panels and removable waterproof covers.

2014 Star Vmax
2014 Star Vmax

The Verdict

These are premium machines designed with extraordinary attention to detail. Their unique styles and sounds turn heads, and their breathtaking acceleration could very well put you on a first-name basis with your local constabulary. The Vmax makes me absolutely weak in the knees—visually, aurally and viscerally. Its stance and proportions look right, its V-4 cadence is music to my ears and it provides exhilaration of the highest order. In my dream stable, the Vmax holds a place of honor, parked on black glass with a perpetual Motörhead soundtrack, ready to assault my senses and the nearest strip of asphalt. But in the real world, the Vmax is too narrowly focused on straight-line performance and its severely limited range is a deal breaker.

Even several years after its introduction, I’ve yet to warm up to the Diavel’s styling but I’d learn to live with it because the Ducati is better where it matters most. Its barky exhaust, warp-like acceleration and knack for front-wheel levitation make it every bit as exciting to ride as the Vmax, but its handling, suspension and brakes are better and it doesn’t induce constant range anxiety. In Strada trim, which costs only $500 more than the standard Diavel, it’s comfortable enough for extended solo or two-up escapes, but retains every bit of unbridled savagery.

Ducati Diavel Star Vmax
Brawny and the Beast. One’s Japanese, one’s Italian, both are over the top. But the Ducati is easier to live with.

2014 Ducati Diavel Strada

Base Price: $19,495
Warranty: 2 yrs., unltd. miles
Website: ducatiusa.com
Type: Liquid-cooled, transverse 90-degree L-twin
Displacement: 1,198cc
Bore x Stroke: 106.0 x 67.9mm
Compression Ratio: 11.5:1
Valve Train: Desmodromic DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: Mitsubishi EFI w/ 56mm Mikuni elliptical throttle bodies x 2
Lubrication System: Wet sump, 3.6-qt. cap.
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Ignition: Electronic digital
Charging Output: 500 watts max.
Battery: 12V 12AH
Frame: Tubular-steel trellis w/ engine as stressed member, single-sided aluminum swingarm
Wheelbase: 62.6 in.
Rake/Trail: 28 degrees/5.1 in.
Seat Height: 30.3 in.
Suspension, Front: 50mm male-slider, fully adj., 4.7-in. travel
Rear: Single shock w/ progressive linkage, fully adj. w/ remote preload adj., 4.7-in. travel
Brakes, Front: Dual 320mm discs w/ radial-mount monobloc 4-piston opposed calipers & ABS
Rear: Single 265mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17
Rear: Cast, 8.00 x 17
Tires, Front: 120/70-ZR17
Rear: 240/45-ZR17
Wet Weight: 557 lbs.
Load Capacity: 325 lbs.
GVWR: 882 lbs.
Fuel Capacity: 5.3 gals., warning light on last 1.5 gals.
MPG: 91 PON min. (high/avg/low) 40.2/34.1/30.9
Estimated Range: 181 miles
Indicated RPM at 60 MPH: 3,500

2014 Star Vmax

Base Price: $17,990
Price as Tested: $18,363 (touring windshield)
Warranty: 1 yr., unltd. miles
Website: yamaha-motor.com
Type: Liquid-cooled, transverse 65-degree V-4
Displacement: 1,679cc
Bore x Stroke: 90.0 x 66.0mm
Compression Ratio: 11.3:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 26,600 miles
Fuel Delivery: EFI w/ YCC-T
Lubrication System: Wet sump, 5.0-qt. cap.
Transmission: 5-speed, hydraulically actuated wet slipper clutch
Final Drive: Shaft
Ignition: Digital TCI
Charging Output: 420 watts max.
Battery: 12V 11.2AH
Frame: Diamond-type cast aluminum w/ engine as a stressed member, cast aluminum swingarm
Wheelbase: 66.9 in.
Rake/Trail: 31 degrees/5.8 in.
Seat Height: 30.5 in.
Suspension, Front: 52mm stanchions, fully adj., 4.7-in. travel
Rear: Single shock, fully adj. w/
remote preload adj., 4.3-in. travel
Brakes, Front: Dual 320mm wave-type discs w/ radial-mount monobloc opposed 6-piston calipers & ABS
Rear: Single 298mm wave-type disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 18
Rear: Cast, 6.00 x 18
Tires, Front: 120/70-R18
Rear: 200/50-R18
Wet Weight: 695 lbs.
Load Capacity: 407 lbs.
GVWR: 1,102 lbs.
Fuel Capacity: 3.96 gals., warning light on last 1.03 gals.
MPG: 91 PON min. (high/avg/low) 31.7/26.1/20.3
Estimated Range: 103 miles
Indicated RPM at 60 MPH: 3,250

(This article Nothing Exceeds Like Excess was published in the March 2014 issue of Rider magazine.)

2014 Star Vmax & 2014 Ducati Diavel Strada On The Dyno
2014 Star Vmax & 2014 Ducati Diavel Strada On The Dyno
2014 Star Vmax & 2014 Ducati Diavel Strada On The Dyno
2014 Star Vmax & 2014 Ducati Diavel Strada On The Dyno
Diavel Strada windshield
The Diavel Strada’s long, well-positioned windshield has a flared lip that sends turbulent air up and over the rider. It provides better wind protection than on the Vmax.
Vmax accessory touring windshield
Installing the Vmax’s factory accessory touring windshield ($372.95) took about an hour. It has a bubble that wraps around the shift light and metal mounting plates that match the look of the bike.
Diavel engine
Those massive headers are part of a 2-1-2
exhaust system that helps the Diavel squeeze 162 horsepower (claimed, at the crank) from the 1,198cc Testastretta 11˚ L-twin.
Vmax Engine
The Vmax’s V-4 is so badass-looking that I’ve had a photo of the bike hanging in my office since 2008. It creates truly amazing sound and fury, and drains the fuel tank as if it had a hole in it.
Ducati Gauges
Up top on the Ducati is a monochrome LCD display for rpm, speed, clock and engine temp. Below is a full-color TFT display with detailed info on riding modes, odo/trip, gear position, fuel consumption (but not level), etc.
Vmax Gauges
Front-and-center on the Vmax is a large analog tach with digital speedo and shift light. Below (and hard to see while riding) is a tanktop display showing odo, dual trip, gear position, fuel level and engine temp.
Diavel Strada touring seat
The Diavel Strada touring seat with passenger backrest and saddlebags is a comfortable, functional touring setup.
Star Vmax Seat
Fuel is stored under the seat on the Star Vmax. The middle portion unlocks and hinges forward, revealing the filler underneath.


  1. These two bikes are kind of like the decision by some automakers, chiefly Chrysler Corporation, to manufacture muscle cars. These are muscle bikes. Most of the engineering effort, just like with the muscle cars, goes into making them fast. None of the other attributes that make more reasonable transportation easy to operate, safe, and inexpensive to maintain can keep up with what the engineers have done to make them fast off the line.

    Therefore, the final product is great for drag racing, sucking fuel, and looking good but not much else.

    I’ll keep my very docile Honda CTX700 with a top speed of 104 and 72 mpg, regular gas and oil and DIY maintenance thank you.

    • @Gregsfc

      I get that you like your honda, but you shouldn’t knock other bikes you know nothing about. The Diavel has more safety features than the bike you ride. Including eight different traction control settings and three riding modes in which one almost cuts the horsepower down by half for city riding and gas sipping. Look up the dozens of youtube videos where this thing keeps up with street bikes around twisty mountains, you won’t find a bad review of the handling either.

    • Some people are also happy with a Honda civic and never dream of having a Ferrari or hot rod. If you don’t get it instinctually it can’t really be explained.

    • This is an absurd statement. I’ve been a daily commuter on the diavel for over a year now, and I can tell you without reservation that it is the best motorcycle I have ever owned.

      These are not muscle bikes, they are bikes that bring all of the advantages of sports bikes to a more manageable cruiser use case like mine. As opposed to doing less than most, they do substantially more. The diavel in particular has an intense amount of power for highway riding. Is far more maneuverable than any cruiser i’ve owned in lane-splitting situations or twisties. It is completely stable and rattle-free at speeds well in excess of anything reasonable (i often have to check my speedo if i don’t have a car nearby for reference as this bike feels so rock solid at 120/130mph that you can easily go over 100 without even noticing.) And does all of this with a mid-mount seating position that my 42-year old ass highly prefers to lying down on a hayabusa for my commute.

      Don’t criticize products you haven’t used or don’t understand. If you love your ctx700, more power to you, we’re all in this together. But putting down two of the best bikes made because you want to feel better about that choice isn’t smart.

  2. Yamaha should build something like the Diavel using the R1 crossplane engine. Why?
    -Awesome sound (a must for a power cruiser)
    -Weighs, handles, stops like a Diavel
    -Much Cheaper than the V Max
    – les R&D for Yamaha (using existing components)

  3. At least with old muscle cars, you didn’t have to worry about fuel capacity…

    Not only that but, 27 mpg? out of a 1.7L? in something that only weighs 800lbs!?

    That makes zero sense, you can get better mpg out of a 200hp car that weighs almost 3000lbs…

  4. I’ve read this article a dozen times or more, and grin ear-to-ear every time I do so. In February of 2014, I went to buy a new bike. I had pretty much settled on a Yamaha Raider. It had the specs I wanted (replacing a 2004 Roadstar Warrior), but just…didn’t…grab me. But I couldn’t find anything else that did, or that I could realistically justify. I showed the bike to my wife on the showroom floor, and she said “Mmmm, I guess it’s ok…BUT WHY DON’T YOU BUY THAT ONE?” and pointed behind me, with lust clearly in her eyes. I turned and beheld Sin-on-wheels. My wife was all but telling me to buy the 2014 VMAX. How could I possibly say no? I had lusted for a VMAX since 1985, but had never really imagined owning one. Instantly, that all changed. I have now had the bike for a year and a half, and every ride is as exciting as the first. To anyone who doubts the need for a bike like this…you must not have testicles. This thing is like a P-47 Thunderbolt, or maybe an F-104 Starfighter. No, maybe a Saturn V. It is made for the kind of person who revels with speed, audacity, and passion. It has it’s flaws, principally the fuel capacity, but I wouldn’t trade one iota of it’s performance for better MPG. However, I would like an extra gallon or so of endurance. Riding with friends, they always roll their eyes when I signal another stop for gas. They keep riding, but I catch up to them promptly. Exactly.
    I think the Diavel is beautiful, and have no doubt it is every bit as wonderful a machine as the VMAX. I eagerly look forward to the day my wife points behind me and suggests I buy one.

  5. Don’t compare bikes to cars Jake. That’s just silly. I had 600r sport bike it was nice. I now own a 06′ Guzzi Breva 1100 w/touring and love to hooligan around on it. I like the comfort & convenience more than the speed of the sport bike. It only gets 35 mpg but has a 6 gal tank so I need not stop for 200 miles. I think that I would love the Strada because I just want a more power and agility while keeping comfort. I think at 44 yrs. I love speed but not willing to compromise comfort and convenience anymore.

    • That is why I got a VFR800. Then, in spite of the great looks and sound, realized I missed the raw power of a supersport. So, I traded it in for a ZX14R. Kept the comfort and low speed manners, but got the acceleration back that I had missed while riding the (admittedly fantastic) VFR.

  6. I came across this review a while back as I was looking to get the V-MAX, DUCATI hadn’t been a option until then as I’d always had Japanise bikes, the Italian rattley dry clutch was a put off, so to find they’d given the DUC a wet one curved my attention, being 5’6″ and in my early fifties the beautiful Yamaha felt heavey and wide in comparison, I’ve been riding tourng bikes for years and the DIAVEL took me back to my HORNET and FAZER days, It was great to get back to a small and compact machine that you can throw around and have fun again without compramising on power. I took the STRADA option over the CARBON or DARK because I’d never see the wife else. PS. the panniers are a joke.

  7. I have a 1988 VMax – incredible. I am 71 yrs old now – owned so many bikes I cannot remember – but for me – nothing ever compared to the Max. Rode a new Diavel, very nice but did not move me at all. Think I will go ahead & get the new Max before I get too old. I am 5ft 6 – so a bit tall bike for me – I will work it out tho. If I get so I cannot ride it, then I can sit & just look at it. One more time !!


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