Ducati Diavel V4 2023 Review

The 2023 Ducati Diavel V4 is a little hard to describe, but that is exactly why it is so good. In an industry that celebrates individualism, this new Diavel is more or less in a class of its own.

It was a similar story with the previous Ducati Diavel 1260, but the new machine swaps out the Testastretta V-twin engine for a fire-breathing Grandturismo V4, strips a claimed 13kg from the overall weight, and introduces a bunch of new technology and equipment.

Put simply, the 2023 Diavel is faster, lighter, and more high-tech, and is a much better proposition that its predecessor. Well…mostly. Let’s take a closer look at this unique and intriguing beast.  

The 2023 Diavel V4 checks in at $41,100 ride away, while the 1260 version could be ridden away for a tad over $30k. That will probably make the hip pocket a little anxious.

But the flip side is that the Diavel V4 is an absolute cracker of a bike. And besides, individualism costs money these days, right?

And what about the competition? Well, there isn’t really any. You could argue that something like the Harley-Davidson Sportster S ($23,995 ride away) is in the ballpark, but it’s not really. I’ve also seen the Triumph Rocket 3 ($36,550 ride away) named as a competitor, but I don’t agree with that either.

The Diavel V4’s closest competitor may well just be its Streetfighter V4 sibling. Sure, the Streetfighter is slimmer and sportier, but the new Diavel is almost like a naked bike that has spent a bit of time in the gym. The catch is that the Streetfighter is only $34,900 ride away.

Perhaps the best way to describe the Diavel V4 is as a muscle bike. It isn’t really a naked or a roadster, and despite the insistence of many, it’s not a cruiser either. Instead, it exists in the same way that a Mustang or Camaro does – it is fast, brawny, and bold, and a weapon in a straight line. And with that said, there isn’t a whole lot else to compare it to. Maybe that’s why Ducati can afford to charge $41k for it.

Large price tag aside, there is lots to like about the new Diavel. For starters, it looks great. Everything screams toughness – from the beefy 50mm fork and massive air intakes to the 240mm wide rear tyre and eye-catching dotted LED taillight, the Diavel V4 is a bike that demands attention.

But despite the brawny look, the new Diavel is a lot sportier than previous iterations. The 13kg weight reduction and new aluminium monocoque chassis make a massive difference, with the bike handling more like a naked than a cruiser. It’s agile, has decent ground clearance, and takes corners with great poise and balance. 

The ride position is comfortable enough, and the modest 790mm seat height makes it accessible to riders of varying leg lengths. If anything, there was a pinch of discomfort on long highway stretches, but this bike is better enjoyed in the twisties.

By adding the Granturismo V4 engine, Ducati has totally reinvented the platform. On start-up, the bike gurgles and splutters and. when in motion, the unique configuration offers a sound more akin to a V-twin than a four-cylinder.

Actually, there are times when the Diavel is literally a twin-cylinder machine. Like previous iterations of the Granturismo engine found on the Multistrada, the Diavel donk features a cylinder deactivation system, which essentially reduces the bike to two cylinders at idle to reduce heat.

But the Diavel’s new trick is that the bike will only use all four cylinders with aggressive throttle movements or when you exceed 4000rpm. This means you can plod along at low revs with just two cylinders, reducing heat and improving fuel economy. It also gives the engine a unique character, but the transition from two to four cylinders is so subtle, that only a slight change in the exhaust note will give it away.

The Grandturismo doesn’t produce the mental figures of the Desmosedici unit found in the Streetfighter V4, but it is still exceptionally quick. Ducati claims a 0-100km/h time of less than 3 seconds, and while my single attempt was a bit sloppy and without using the Ducati Power Launch system, I’m willing to bet the claim is accurate.

In the tech department, the rider aids and TFT menu system are superb, and everything does its job perfectly. The menu system is a bit fiddly, but that can be forgiven, because with cornering ABS, cornering traction control, multiple ride modes, launch control, cruise control, wheelie control, smartphone connectivity, and a two-way quickshifter, the Diavel feels both incredibly safe and advanced. 

And the brakes? Well, the Brembo gear is about as good as it gets for a road-legal bike.

There isn’t much to dislike about the Diavel V4, but there are a couple of small issues.  

Firstly, the bike does get a little tiresome on longer riders thanks to significant wind buffeting on highways, cramped foot controls, and a seat that doesn’t lend itself well to big distances. But this is subjective, and I imagine all of these issues can be fixed with some adjustment and a scan through the accessories catalogue.

Another gripe is with the fan, which stays on long after you hit the killswitch. Yes, the bike gets quite hot (which is another downside), but there were multiple occasions where I switched the bike off and walked away, only to have bystanders look at me funny because the fan was still screaming its head off. I am being picky and I guess it means its doing its job, but it was annoying all the same.  

The biggest issue with the Diavel V4, however, is that there is no semi-active or high-spec Ohlins suspension, which is frustrating given the price tag. Both the fork and shock are fully adjustable, and they both do a fine job, but for a bike north of $40k, you’d expect more. Likewise, Ducati has opted not to make use of its radar technology that appears on the Multistrada V4.

The Ducati Diavel V4 may be one-of-a-kind, but it is a winner. It one of those rare machines that strays a long way outside the well-trodden path, but still manages to tick all the right boxes. It has a beautiful engine, a surprisingly agile chassis, and loads of tech.

Yes, the price tag will be a tough pill to swallow for some. And, to be honest, Ducati could have given buyers more bang for their buck with semi-active suspension and radar cruise control. But the Diavel really is special and stands out in a way that not many other bikes do.

In short, the Diavel V4 is a bold statement from Ducati, and it has certainly grabbed my attention.

ENGINE 
Type: Liquid-cooled, four-stroke, four-valves-per-cylinder, 90-degree, counter-rotating, twin pulse firing order, Granturismo V4 
Capacity: 1158cc 
Bore x stroke: 83mm x 53.5mm 
Compression ratio: 14.0:1 
Fuel system: Electronic fuel injection 

PERFORMANCE 
Claimed maximum power: 168hp (124kW) at 10,750rpm 
Claimed maximum torque: 126Nm at 7500rpm 

TRANSMISSION 
Type: Six-speed 
Clutch: Wet, multi-plate, slipper 
Final drive: Chain 

CHASSIS AND RUNNING GEAR 
Frame type: Aluminium monocoque 
Front suspension: 50mm inverted fork, full adjustable
Rear suspension: Monoshock, full adjustable, single-sided swingarm
Front brake: Twin 330mm discs with radial-mount four-piston Brembo Stylema calipers, cornering ABS equipped 
Rear brake: 265mm disc with twin-piston Brembo caliper, cornering ABS equipped 
Wheels: Cast alloy – 17-inch front, 17-inch rear 
Tyres: Pirelli Diablo Rosso III; front 120/70ZR17, rear 240/45ZR17 

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 240kg 
Seat height: 790mm 
Wheelbase: 1593mm 
Rake: 26 degrees 
Trail: 112mm 
Fuel capacity: 20 litres 

SAFETY AND TECHNOLOGY 
Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, LED Daytime Running Lights, Ducati Brake Light, Riding Modes, Power Modes, Ducati Quickshift, Ducati Power Launch, cruise control, 5-inch colour TFT, smartphone connectivity, dynamic turn indicators

OTHER STUFF 
Price: $41,000 ride away
Colours: Ducati Red or Thrilling Black (add $400) 
Warranty: 24 months, unlimited kilometres