First Ride: Ducati’s Diavel V4 Defies Categorization

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Is Ducati’s Diavel V4 a cruiser? It’s something else that’s not easy to define. (Ducati/)

When does a former Cycle World Ten Best–winning cruiser become something other than a cruiser? Ducati’s Diavel has always been right at the bleeding edge of the segment. Ducati has called it a power cruiser—at least in its communications with the motorcycling public. Behind closed doors in Borgo Panigale, it’s called “Mega Monster.” After a short but intense first ride in Abu Dhabi, that’s the most apt description of the 2023 Diavel V4. So what is it then? It’s mega-confusing, in the best way.

All new for 2023, the Diavel V4 is the fourth Ducati model to get a V-4 powerplant and the second to use the non-desmo Grandturismo V4. With this new powerplant comes new chassis architecture and more electronic rider aids. Increased engine performance, better handling, less weight, and stronger brakes take the Diavel V4 from the realm of a power cruiser and into a space that is more that of a sporty standard or naked bike, yet there are some bits that keep it rooted in the segment such as mid-mounted foot controls that touch down at 41 degrees of lean in the corner, a 240mm wide rear tire, and a longish 62.7-inch wheelbase. But a crack of the throttle in Sport mode, a tug on the front brake lever, and a lean into a corner screams, “This is not a cruiser!”

Evolution of the Grandturismo V-4

In 2018, Ducati moved away from its tradition of V-twin power for its superbikes to the 90-degree V-4 Desmosedici Stradale in the Panigale V4, creating one of the best superbikes of all time. Shortly thereafter, the Streetfighter V4 elevated the naked-bike arms race with the same engine. Then in 2021, Ducati’s high-performance adventure-tourer got the V-4 treatment as the Multistrada V4. The Granturismo V-4 powerplant in this machine moved even further from tradition, using coil springs to close the valves rather than a cam-lobe-operated desmodromic finger. This allows the Granturismo to offer long service intervals—37,000 miles until the first valve inspection—while still achieving high horsepower and torque output.

Ducati’s Diavel V4 is 29 pounds lighter than the Diavel 1260 it replaces. (Ducati/)

Now, the Diavel V4 gets the Grandturismo treatment with a short, yet significant, list of changes. New camshafts and valve timing give the Diavel slightly more torque (93 lb.-ft. versus 92) 1,000 rpm sooner than the Multi. Horsepower is two less at 168 and is achieved 750 rpm farther up the tach at 10,750 rpm. First gear is shorter as well. Contributing to the slight variation in power are the obviously different-shaped airbox and grenade-launcher-inspired quad-outlet exhaust system of the Diavel V4.

In comparison to the V-twin it replaces, the Grandturismo engine is 11 pounds lighter, 3.3 inches shorter in length, 3.7 inches shorter in height, and 0.8 inch wider. This allows for a more compact Diavel than what was achievable with the second generation.

The Granturismo V-4 is 11 pounds lighter than the V-twin in the previous model. (Ducati/)

Along with the Granturismo comes a slew of electronic rider aids that include four ride modes, two power levels, three-level lean-sensitive traction control, wheelie control, and launch control. There are also three levels of ABS that includes a track mode that turns off rear antilock. All of this is controlled via lighted switch gear and a 5-inch full-color TFT. Handy illustrations show the effects of each selection as you tailor the ride modes to your liking.

Illustrations clearly show the changes made in the settings menu on the Diavel V4. (Ducati/)

All-New Diavel V4 Chassis

Just like all the other V-4-powered models, the Diavel V4 now uses an aluminum monocoque frame section mounted to the engine. Ten pounds have been carved from the chassis, most of it coming from the replacement of the steel trellis frame. Every angle and dimension of the Mega Monster is more compact and sharper than the first and second generations.

If not for the long single-sided swingarm, you might mistake the Diavel V4 for a burlier Ducati Monster. (Ducati/)

At the front of the 62.7-inch wheelbase, a Marzocchi 50mm fork is adjustable for spring preload as well as compression and rebound damping and has 4.7 inches of travel. On the other end is a single-sided swingarm that lets the diamond-cut 17-inch wheel stroke through 5.7 inches of travel. The Sachs shock is fully adjustable and features a threaded spring-preload adjustment. Rake sits between sport and cruiser territory at 26 degrees, and trail is on the shorter-for-a-cruiser side at 4.4 inches. It’s long and low with a 31.1-inch seat height, but now you feel like you sit atop the Diavel rather than in it.

Trackworthy Performance?

Another wrinkle in this mystery of what exactly the Diavel has become is Ducati’s location choice for the riding introduction. Jebel Hafeet is the only mountain in Abu Dhabi; it climbs 3,900 feet from the desert floor in just 7.3 miles. In that distance, 60 turns of pavement better than most racetracks await. Ducati closed the road for six blasts up and down, claiming it wanted to showcase the handling and power of the Diavel. This was more trackday than a leisurely ride through the mountains. Locations of press launches are carefully chosen to communicate what the manufacturer wants you to know about a motorcycle. Ducati wanted it to be crystal clear this is a sporting motorcycle, not a stoplight-to-stoplight bruiser like most power cruisers. Perhaps I should have brought leathers…

Thumbing the illuminated starter button cracks the V-4 to life with a snap—a familiar sound if you’ve ridden the Desmosedici Stradale or Granturismo. After the initial warmup, the Diavel settles into an idle with a bit more boom than the Multi as Ducati’s Extended Cylinder Deactivation system kicks in. During certain conditions such as idling at stoplights and low-output running below 4,000 rpm the two rear cylinders shut down for improved heat management and increased fuel economy. A change in engine note is the only cue it’s working, there’s no perceptible transition in vibration, engine feel, or throttle response. As for engine heat, ambient air temps were in the mid-70s with a light breeze—not a taxing environment in terms of heat management, and all was comfortable on my lower extremities.

This dynamic LED taillight on the 2023 Ducati Diavel V4 costs more than the LED headlight and looks like it was lifted from the latest Lamborghini. (Ducati/)

A quick left turn out of our mountaintop resort onto a straightaway gives the first clue of the Diavel V4′s potency. Even in the less aggressive Touring ride mode, the Mega Monster rockets down the road with impressive acceleration; the long chassis does just as much as the wheelie control to keep the front tire connected to the pavement. Toeing the shift lever with the throttle to the stop, the Diavel easily and quickly changes gears. Second, third, fourth! Triple digits are achieved. Ducati claims a zero–60 time of just under 3 seconds.

At the end of that straight the first corner gives you just a taste of how far the Diavel reaches outside of the cruiser segment. Turn-in is light and quick while not being twitchy. As the pace increases and familiarity grows, the Diavel V4 snaps side to side like a standard or naked bike. Once on the side of the tire the Diavel is stable and asks for more speed and more lean angle. And eventually when the mid-mounted footpegs touch down at 41 degrees of lean, you’re hustling, really hustling. More than a few sportbike pilots are going to be surprised to find the Diavel V4 flashing the brights behind them. Move over please, heavy artillery coming through.

There’s 20mm more space, front to back, on the Diavel V4’s seat. (Ducati/)

Despite the bars being 20mm farther back than on the previous model, you still sit slightly forward of vertical. There’s a comfortable bend to the knees as a result of the 20mm roomier seat, and your feet rest on generously sized footpegs. It’s relaxed but aggressive, not slouchy.

Ergonomics are more upright than previous-generation Diavels. (Ducati/)

Jebel Hafeet’s road surface was so nice it was tough to fully evaluate the suspension. Bumps or broken pavement are nonexistent, save one tight uphill corner with some ripped pavement surely formed by multimillion-dollar supercars laying down near-four-digit horsepower. What can be assessed is the front-to-rear balance of the Marzocchi and Sachs combo working in that long wheelbase, which is excellent. Even an overly aggressive squeeze on the superbike-spec and supremely strong Brembo Stylema brakes doesn’t have the front diving too hard.

Most of the time on this momentous mountain road was spent in Sport mode. In its 168-hp default setting, power is delivered strongly without any wheelspin. Dial the TC to the least amount of intervention and you can feel a slight slide when crossing tar snakes on the gas or when blasting out of a corner. Fueling in every setting is spot-on and without any hint of snatchiness. Urban mode cuts the power to 115 hp and adds the middle TC setting, a significant cut that makes the most hamfisted maneuvers drama-free. Rain clamps down TC to the max along with the 115-hp power setting. It works, but it’s dry here in Abu Dhabi, full-tilt boogie is the way to go if you find yourself at the entrance to Jebel Hafeet.

Not a sportbike? Could have fooled us! Handling performance of the Diavel V4 is far beyond what is expected of a cruiser. (Ducati/)

Wheelie control does work in keeping the front tire down at level three, level two the tire barely lifts with a more aggressive cut, and level one lets the tire hang for what feels like 6 inches off the road with a soft return to the ground as you near the rev limiter. Even with wheelie control off, the length of the Diavel keeps it moving forward rather than up. It takes aggressive clutch and throttle application to really get the front tire to loft. This is one of the few cruiser-like traits.

Two colors are available: Ducati Red for $26,695 and Thrilling Black for $29,995. (Ducati/)

The second cruiser-like trait being the lean angle that limits your corner speed. But that lack of serious lean angle keeps you from bumping up against the third trait: a massive rear tire. Until you completely fold the footpeg up, handling is excellent, but when taken to the extreme the 240mm tire pushes back, fighting the request for more lean. This is so far beyond the realm of normal operation, it actually shows the phenomenal job Ducati has done to make such a massive rear tire feel normal 99 percent of the time.

What Is the Diavel V4?

Jebel Hafeet is a racetrack disguised as a public road; sure, it can be taken slowly and smoothly—you know, cruising. Or it can light your hair on fire with speed and grip and intensity. Ducati chose the perfect road to describe what the Diavel is: a sportbike disguised as a cruiser. Sure, you can cruise with an aggressive presence, but let that V-4 loose and you’ll find a motorcycle that defies categorization. It’s really whatever you want it to be.

Ducati’s Diavel V4 takes the concept of power cruising to the limit—and even beyond—with near-sportbike handling, superbike braking and electronics, and a powerful V-4 engine. (Ducati/)

2023 Ducati Diavel V4 Specs

MSRP:	$26,695 (Ducati Red)/$26.995 (Thrilling Black)
Engine:	DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft; 4 valves/cyl.
Displacement:	1,158cc
Bore x Stroke:	83.0 x 53.5mm
Compression Ratio:	14.0:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	168 hp @ 10,750 rpm
Claimed Torque:	93 lb.-ft. @ 7,500 rpm
Fuel System:	EFI w/ 46mm elliptical throttle bodies; ride-by-wire
Clutch:	Wet, multiplate slipper; hydraulic operation
Frame:	Aluminum monocoque
Front Suspension:	Marzocchi 50mm upside-down fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Sachs monoshock, fully adjustable; 5.7 in. travel
Front Brake:	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS
Rear Brake:	Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS
Wheels, Front/Rear:	Cast aluminum alloy; 17 x 3.5 in. / 17 x 8.0 in.
Tires, Front/Rear:	Pirelli Diablo Rosso III; 120/70ZR-17 / 240/45ZR-17
Rake/Trail:	26.0°/4.4 in.
Wheelbase:	62.7 in.
Seat Height:	31.1 in.
Fuel Capacity:	5.3 gal.
Claimed Wet Weight:	520 lb.
Contact:	ducati.com

Gearbag

Helmet: Arai Contour-X

Jacket: Alpinestars Ray V2

Pants: Alpinestars Victory Denim

Boots: Alpinestars Monty V2

Gloves: Alpinestars Chrome

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