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2023 Ducati Diavel V4 first ride review

Feb 10, 2023

From the base of the desert mountain drifts an evening call for prayer from distant loudspeakers. The sound is broken by radio chatter to my near left. 

The man holding the radio acknowledges the message and points to me. I flip my face shield down, aim a Ducati at a winding road built for sheikhs with supercars, and hit the starter. It’s a good day at work.

I’m at the international press launch for the 2023 Diavel V4 on the outskirts of Al Ain in the United Arab Emirates. Ducati brought me to a mountain called Jebel Hafeet to test one of Bologna’s most unique motorcycles. I’m told that Jebel Hafeet Mountain Road, which climbs to the nation’s tallest summit, was designed by a German firm to thrill guests in supercars visiting the “big boss” and his mansion at the summit. This black ribbon boasts 60 curves in six miles of immaculate banked pavement — a fine choice for motorcycles, too.

Ducati Diavel V4
New for 2023, the Diavel V4 is available in Ducati Red or Thrilling Black. Ducati photo.

I’m telling you about this location because it is enormously important to my review of the all-new Diavel V4. Ducati’s test route involved thrilling runs up and down Jebel Hafeet Mountain Road, but we did not ride anywhere else. I flogged my test Diavel (serial number 68!) through 720 corners or so during my assessment, so I can certainly speak to its abilities in technical riding. However, I wasn’t able to ride any other kind of road. The test route did not take me on highways, around town, through gentle sweepers, or really anywhere else that a person might ride a motorcycle. Hell, I never even rode the bike on a straight and level surface besides the parking lot. Ducati had us running up that hill like Kate Bush the whole time.

Ducati Diavel V4 REVER route
REVER map of the Diavel V4 mountain route. REVER illustration.

I think I can make some educated guesses on the Diavel’s suitability for most kinds of riding, but I cannot fully evaluate such an unusual machine with only 70-odd miles of seat time on a single road, glorious as that road may be. Now that we have the disclaimers out of the way, let’s talk about the new Diavel.

The ultimate Diavel

The Diavel first appeared for the 2011 model year as Ducati’s first “cruiser” since the goofy Indiana of the late 1980s. Compared to Ducati’s other offerings, that first Diavel and its follow-up models might be called muscle cruisers, but these motorcycles are substantially different from any other cruisers on the market. Ducati itself admits that these are niche bikes.

Ducati Diavel V4
The biggest, baddest Diavel of them all. Ducati photo.

All Diavels, including the new V4, have the same basic profile: a low (for Ducati) seat height, mid controls, a raised handlebar, swooping body lines, and an oversized rear tire. Diavels are statement pieces that provoke strong reactions wherever they go. For what it’s worth, the Diavel V4 won “Most Beautiful Bike” at EICMA 2022. The Diavel V4 is, at its core, an intentionally polarizing machine.

Design and running gear

For 2023, the Diavel received a complete overhaul with changes to every part of the motorcycle. The biggest change of all is the new engine. Ducati ditched the old desmo V-twin for the new V4 Granturismo engine found in the Multistrada V4. Specifically, the Diavel V4 uses the same 1,158 cc variant as the Multi V4 Rally aside from the airbox, exhaust, and a shorter first gear ratio for better launches. This combination produces a claimed 168 horsepower and 93 foot-pounds of torque. That’s muscle cruisin’, baby. (The Diavel 1260s made a claimed 157 horsepower and 95 foot-pounds.)

Ducati Diavel V4 engine
This variation of the Granturismo V4 is nearly identical to the one found in the Multistrada V4 Rally. Ducati photo.

Why did Ducati use the Granturismo V4 with its conventionally sprung valves over the Desmosedici Stradale V4 with its desmodromic valves? First and foremost, I think the Granturismo is the better fit for purpose. Ducati says the Diavel is meant for “riding pleasure, sporty attitude, and comfort.” Although the Diavel revels in excess, the outright performance of the Desmosedici Stradale is unnecessary here.

The Granturismo also brings valve service intervals of 36,000 miles, and oil change intervals of 9,000 miles (or two years). This makes ownership less stressful and expensive than the alternative while still offering a performance boost over the old twins. The new engine is less than an inch wider than the Testastretta DVT 1262. In all other physical dimensions, the V4 is more compact. Total engine weight is decreased by 11 pounds.

Ducati Diavel V4
When I first saw this exhaust, I thought of Pagani’s Zonda and Huayra supercars. An accessory exhaust changes the configuration to four side exits, recalling warbirds like the Spitfire and P-51. The upgraded exhaust also adds 12 horsepower. Ducati photo.

In fact, the most powerful Diavel ever is also the lightest. Ducati says the V4 model weighs in at 492 pounds without fuel. Topping up the 5.3-gallon tank should result in a curb weight of 520 pounds. Dropping weight and adding power is a surefire way to spice up any motorcycle, and Ducati made some major chassis changes to further enhance the bike. At the top of the list is the new frame. Gone is the steel trellis design, and an aluminum monocoque structure now wraps around the engine. This mirrors the changes Ducati made to the iconic Monster lineup. I think Monster fans were more enamored with the trellis than the Diavel crowd, and the new frame simply disappears into the V4’s new styling.

Ducato Diavel V4 brakes
Here's a closer look at the front wheel and its beefy Brembo brakes. Ducati photo.
The physical and visual mass of the Diavel is concentrated forward and low. Broad shoulder scoops flank the hunched tank. A sporty chin spoiler juts out from the beast’s underbelly. Topside, a new headlight with distinctive DRLs frowns under a tidy bit of cowl. There’s a forged handlebar riser to support the controls, a five-inch TFT dash, backlit switches, mirrors, and the bar-mounted turn signals. The rise and pullback of the handlebar should balance comfort and control nicely for most riders. Burly 50 mm fork tubes extend to a handsome front wheel, but the 10-spoke design is hard to see behind the Diavel’s mammoth 330 mm discs and Brembo Stylema calipers. Brembo also supplies the radial brake and clutch systems. 

Up to this point, this almost sounds like a sport naked. The back half of this motorcycle is where the muscle cruiser influence is strongest, so let’s start with the obvious. The rear tire steals the show with its look-at-me girth on an equally flamboyant wheel. The contrast finishing exaggerates its size, and the four-exit “rocket launcher” exhaust draws even more attention to this area. Aside from Ducati’s press photos, I don’t think anyone will ever take a picture of a Diavel V4 from the left side.

Ducati Diavel V4 seat
The seat looks sharp and thin from the sides. When viewed from the top, it's relatively wide and supportive. Ducati photo.

Cantilevered above the wheel and single-sided swingarm is a pointed and deceptively broad saddle. Seat height is just 31.1 inches. At a glance, there doesn’t seem to be much cruising potential here. Ducati snuck a few features into the tail, though, so here’s a quick rundown. The rear cowl pops off to reveal seating for a pillion and passenger pegs fold out from the sides of the tail. (The seat release lock is hidden behind one of these pegs. Very clever.) Pop the seat off and pull on a knob to deploy a T-shaped passenger grab rail from the tip of the tail. And if you’d like to do a little weekend tour, Ducati offers accessory luggage mounts that blend in with the lines of the bike. These mounts accept factory soft bags without any supporting racks. You could probably use the grab rail to lash another bag to the rear seat. All shockingly practical for a motorcycle like this.

Ducati Diavel tail light
I wouldn’t be too quick to delete the rear fender on the Diavel V4. Do you really want to clean road grime out of 112 little divots? Note the T-shaped grab rail that pulls out. Ducati photo.

Finally, there’s the exquisite integrated taillight. This array of 112 LEDs is one of the most attractive parts of the entire bike. It’s also exceptionally easy to see, even in bright desert sunlight. The array is capable of displaying running, brake, and turn lighting, although not all markets will be able to use the integrated turn signals due to safety regulations. For these countries, the turn signals are moved to the rear fender. I’m sure someone will find a workaround. 

Electronics and tech

The Diavel V4 has plenty of electronic safety and power controls for the rider to explore. There are four ride modes: Sport, Touring, Urban, and Wet. There are also three power modes. Each ride mode changes power delivery and the sensitivity of safety systems like cornering ABS, cornering traction control, and wheelie control. These settings can be further adjusted using the bike’s menus. 

Ducati Diavel V4 dash
The dash is large, bright, and easy to read in all conditions. Using the Ducati Link App, the rider can pair a smartphone for calls, texts, and music. Turn-by-turn navigation is available as an accessory. Ducati photo.

The Diavel also includes cruise control and the latest up/down quickshifter. Launch control manages wheelspin, power delivery, and front wheel altitude if you like drag strips and stoplight racing. The suspension, while fully adjustable front and rear, does not have any electronic adjustability, nor does it need it.

One final tech highlight is the new extended rear cylinder deactivation system. The Diavel will shut down its two back cylinders when they aren’t needed to cut down on heat, fuel consumption, and emissions. All cylinders are always firing in first gear, but when idling or using the top five gears up to 4,000 rpm, the bike’s electronics will seamlessly disable the rear bank as needed. All four cylinders will begin firing again when the throttle is opened past the trigger point. 

Ducati Diavel V4
Want to learn a lot about a motorcycle in a short amount of time? Take it on an unfamiliar and technical road at night. Ducati photo.

Riding the Diavel V4

Hop on a Diavel V4 and the brute’s heft is the first indication that it means business. The new engine is totally obscured by the bike’s hulking shoulders. Up close, I notice that it is obscured by plastic, too. The black “heads” with silver trim are actually cosmetic pieces that also shield some heat, and only the crankcases are truly exposed. A glance at the left side reveals more plastic covers and a network of ancillary hoses, wires, and tubes. Like I said, nobody will be taking pictures of the B-side.

The engine spun up instantly with a poke of the start button. (A remote fob controls ignition, so there’s no need to use a key for anything except opening the seat.) I gave the throttle its obligatory test twists, and the V4 barked with authority before settling back down to its resting heartbeat. The changes to the exhaust and intake make the Diavel sound uncorked compared to the Multistrada, even though they are almost identical in the engine department. Molto bello.

Ducati Diavel V4
The riding position is more comfortable than you'd expect. There isn't much to grip on the tank, though. Ducati photo.

Clicking into gear, it was time to start strafing Jebel Hafeet. My first rides on the mountain were at night, so I had to divide my attention between the road and the Diavel at first. Thankfully, the brakes and headlight were more than adequate here. The sodium-vapor streetlights weren’t much help, so I was especially glad to have good LEDs lighting the way. My notes for the front brakes just read “superb.” A slight turn of the adjustment knob was all I needed to extract excellent feel and control from the system. Wimpy brakes have plagued the muscle cruiser world for a long time, so Ducati earns top marks for heaps of stopping power. The latest digital guardian angels work behind the scenes to keep the Diavel under control, too. I played with the clutch adjustment a few times before settling somewhere in the middle. The clutch engaged too late for my taste, and I’d like to try another Diavel V4 before committing to criticism here.

The handlebar is an easy and natural reach away. Foot pegs and controls are mounted mid and low for good legroom. The seat height is very accessible for a Ducati, and at six feet tall with a 32-inch inseam, I had no issue planting both feet on the ground. An even lower seat is available for shorter riders. 

For my first ride back up the mountain at night, I selected Touring mode. This allows max torque and horsepower with a moderate throttle response and all rider safety systems enabled. The Diavel felt chunky at first, like a sport naked dragging a 240-section ball and chain. A scalpel, it is not. But once you get used to the handling and riding position, it’s hard not to grin when letting the Diavel loose. It rips. 

Ducati Diavel V4
The engine makes very nice noises, but Diavel fans will notice that the valvetrain clatter is totally absent. A dry clutch kit will be available for owners seeking a more traditional experience. Ducati photo.

The V4 provides exceptionally linear power at any point in the rev range. And the sound? Its righteous exhaust blast might be the best part of the whole motorcycle. If you’re the kind of rider who will never go to a track day or an ADV event, but you crave the Ducati V4 sound, this might just be the bike for you. And with a flawless up/down quickshifter on board, the engine’s wail can go uninterrupted all the way up the hill. Ducati Quick Shift is the nicest quickshift system I’ve tried, and even though the Diavel doesn’t technically need this feature, it’s the cherry on top of this overkill sundae. Bap-bap-bap goes the quickshifter on one of the road’s few straightaways, and then it’s back on the brakes for another hairpin.

Ducati Diavel V4
A new day and a new view of my surroundings. Ducati photo.

Returning to the mountain the next morning in Sport mode, the Diavel felt sharper and revved faster. It was happiest powering out of uphill turns and rocketing through the straightaways. In the tighter sets of curves, the low-slung chassis and lack of ground clearance started to grind away my pegs. Touching down on the Diavel isn’t dramatic, but the rider will quickly become aware of its limits. Why doesn’t Ducati shorten the swingarm, raise the rear, narrow the tire, rein in the 26 degrees of rake, and give it more ground clearance, you ask? The result would be so close to a Streetfighter V4 or Monster that it would be redundant. Besides, I suspect that a Monster V4 is on its way. When I asked about it, Ducati’s reps politely declined to comment on future models. They did, however, say that they are committed to bringing the V4 to more model lines. 

Ducati Diavel V4
The biggest thing holding this motorcycle back is its lean angle. That said, the rear tire choice says that this isn't a pure sport motorcycle, so how much cornering clearance does it really need? Ducati photo.

I took another run at Jebel Hafeet in Sport with traction control and ABS at their lowest settings, and the Diavel sharpened up once more. Lowering the intervention of these systems highlighted their subtlety at the higher settings. Ducati’s work with traction control, ABS, wheelie control, and the ride-by-wire system is impressive and refined. Launch control was the only feature that seemed to confuse anyone, although this wasn’t the best environment for testing it.

The transmission, clutch, and quickshifter all received a thorough workout during the day. Both manual shifting and quickshifting were trouble-free. The transmissions on these Granturismo engines have impressed the Common Tread staffers every time we’ve ridden them, and we hope to see more of this from Ducati. The engine’s broad spread of power gives lots of flexibility for shift points. It’ll lug down to 3,500 rpm or wind out to over 10 grand before signing off. The sweet spot for power and sound seems to sit between 5,500 rpm and 9,250. The V4 is remarkably smooth with just a little bit of vibration around 6,250 rpm. 

Ducati Diavel V4
Hustling up the hill in Sport mode was my favorite way to enjoy this motorcycle. Ducati photo.

The rear cylinder deactivation feature didn’t see much use while blasting around on the mountain road. In service to our readers, I switched over to the Diavel’s tamer settings. Urban chops the power down more than I expected. A rider with a little experience could ride a Diavel V4 with it, not that I would recommend that. Rider aids are out in full force, and the throttle response is slowed. Even the engine somehow feels frustrated and annoyed. I tried the Wet mode for about 30 seconds before deciding it was a waste of my time to test it in the middle of the desert. 

Ducati Diavel V4
This is probably the worst place in the world to test Wet mode, huh? Ducati photo.

My final sacrifice for this review was testing the rear cylinder deactivation. Selecting too tall of a gear and supplying less than 4,000 revs forced the rear cylinders to turn off in Touring mode. The only change I could detect was a deeper tone from the exhaust. There was no sudden change in speed. Whacking the throttle open brought the rear bank back online in an instant. Temperatures during testing were in the mid 80s, and the Diavels were run hard all day. Thankfully, the effective deactivation system and the constant hum of the cooling fans kept me out of the burn ward. This tech is really slick, and the Diavel is only the first Ducati V4 to offer the extended deactivation.

Riding a Diavel V4 on regular roads (theoretically)

Like I said at the top of this article, I only got to test the Diavel on a single, glorious road. What might it be like in the real world? The power delivery seems agreeable for riding around town. The rear cylinder deactivation should reduce your chances of getting roasted in traffic. And when you inevitably need to make a 180 after missing your turn, I don't think you'd have any trouble making a U-turn on some side street.

I wish I had some time to try the Diavel out with Ducati’s luggage setup and a weekend full of scenic roads. The seat was more spacious than I expected, and I left the mountain without any undue aches. I think the riding position would be plenty tolerable for short tours. A muscle cruiser should be able to handle some cruisin’, I say, and there’s even an accessory windshield available. A major downside of trying to tour on this bike would be the passenger accommodations and the manual preload adjustment for the rear shock.

That leaves highway riding. The Diavel is heavy enough that it won’t get blown around on the freeway, and it has plenty of passing power on tap. The long wheelbase and wide-ish handlebar should give plenty of stability on the road. Cruise control will make short work of long trips. Fuel economy might be quite decent if conditions are right for cylinder deactivation. The legroom situation isn’t bad, although I didn’t see any highway pegs in Ducati’s accessory catalog. Can’t blame ‘em. The windscreen would be a much better investment for riders taking longer trips on their Diavels. As for range, you’ll probably be ready for a stretch after burning five gallons, so I don’t see any concerns here. 

Room for improvement: A short list

The Diavel V4 is the most refined and most powerful muscle cruiser ever built in Bologna, and Ducati spent more than a decade advancing its most unusual model. The V4 is a successful leap to a new platform, but there are still a few areas where the Diavel could be improved. The amount of plastic and covers without obvious purpose, especially around the engine, distract from the excellent paintwork and flowing lines elsewhere. If a cosmetic cover should go anywhere, it should be on the left side of the muffler to hide its homely steel skin.

Ducati Diavel V4 engine
I dunno, Ducati. There's a lot going on here. Note plastic engine head cover in upper right. Ducati photo.

Other oddities: The passenger seat feels wobbly and unsecure, even when locked in place. The horn is dinky, and a ride mode selection button would be much easier than navigating menus. But the worst offense of all must be the ground clearance and limited lean angle. To get that long, low look, the Diavel must be… long and low. I understand that taking away the stance, fat tire, etc. would dissolve the Diavel’s identity. Just give a little more clearance so riders can experience more of the chassis' and V4’s potential.

Final thoughts

Ducati’s Diavel has come a long way in the last 12 years. The Granturismo V4 breathes new life into an old idea, and if you want a Diavel that sounds incredible while pushing you back to the seat’s bumpstop, you’ll want the latest model. While outrunning and outbraking the previous Diavels, you’ll also sidestep all the drama of belt changes, desmo valve adjustments, and the ol’ “hot pants” effect from the rear cylinder. 

Ducati Diavel V4
Love it or hate it, the V4 begins a new era for the Diavel. Just don't tell a motorcycle called "devil" to make sensible choices. Ducati photo.

These advancements come at a price, though. The most advanced Diavel ever is also one of the most expensive, at $26,695 for Ducati Red and $26,995 for Thrilling Black. That's more than a base Panigale V4 ($24,495)! Then again, it's a bargain compared to an XDiavel Nera ($29,795) or an XDiavel S ($27,395).

The price, performance, and unique purpose of the Diavel V4 mean that it will continue being a niche bike for the foreseeable future. There is nothing wrong with that. A more conventional Diavel would only be an overweight Monster, or a clumsy Streetfighter. Who wants that? Instead, the new Diavel’s style, tech, bravado, and jewel of an engine make a combination you won’t get anywhere else. 

2023 Ducati Diavel V4
Price (MSRP) Ducati Red: $26,695 U.S., $30,795 Canada
Thrilling Black: $26,995 U.S., $31,095 Canada
Engine 1,158 cc, liquid-cooled, 16-valve, V-four
Transmission,
final drive
Six-speed, chain
Claimed horsepower 168 @ 10,750 rpm
Claimed torque 93 foot-pounds @ 7,500 rpm
Frame Monocoque aluminum
Front suspension 50 mm Marzocchi inverted fork, adjustable for preload, rebound, and compression damping; 4.7 inches of travel
Rear suspension Sachs monoshock, adjustable for preload, rebound, and compression damping; 5.7 inches of travel
Front brake Dual Brembo Stylema calipers, 330 mm discs, with ABS
Rear brake Single disc, with ABS
Rake, trail 26 degrees, 4.4 inches
Wheelbase 62.7 inches
Seat height 31.1 inches
Fuel capacity 5.3 gallons
Tires Pirelli Diablo Rosso III, 120/70ZR17 front, 240/45ZR17 rear
Claimed weight 492 pounds with fluids except fuel
Warranty 24 months
More info ducati.com