Ducati’s Diavel V4 Is the Fastest Production Cruiser

Ducati is on a mission to make the world a faster place. Whether that’s in MotoGP or World Superbike, the road-going superbike sector or even the dominant adventure bike market, the Italians keep upping the pace.


Bikes will be available from April, but you can reserve yours today to make sure you get one.

Now it appears that the Bologna factory’s crusade for speed has moved into cruisers, because the all new Diavel V4 is one seriously rapid and capable motorcycle. And if it’s often said that the original Diavel L-twin tore up the cruiser rule book on its debut 12 years ago, the now lighter, tighter, and richly potent V-4 replacement has done it again. Then set light to the remains.

Four riding modes to choose from: Sport, Touring, Urban, and Wet. Sport and Touring are full power, whereas Urban and Wet are 115 hp.

Moving away from the V-twin configuration that defined Ducati through the ages may not please the traditionalists, but both the Panigale and Multistrada have benefited immeasurably from the adoption of a V-4 engine. Redrawing the Diavel concept—focusing it even more as an unabashed performance cruiser—and inserting the 1,158cc Granturismo powerplant has brought with it a raft of benefits.

At the moment there are no plans for an S model with semi-active suspension.

It’s more compact, smoother, and brings along the Multistrada’s longer 9,000-mile service intervals too. Peak power is up, with a quoted 168 hp compared to 160 hp for the Diavel 1260 S V-twin, while peak torque, the V-twin’s strength, is barely a whisker down—93.7 lb.-ft to 93 lb.-ft. Yes, peak power is now higher in the rev range, and peak torque sits 2,500 rpm up the rev range at 7,500 rpm, but the free-spinning V-4 is a joy to rev a little too.

The launch was conducted at Jebel Hafeet, Abu Dhabi (UAE), riding both day and night.

The engine block has also allowed Ducati to replace the relatively heavy trellis frame of the old bike with an aluminum monocoque frame that brings a weight saving of 10.4 pounds. The V-4 itself is 11 pounds lighter than the older twin and, overall, Ducati has reduced the Diavel’s weight by a sizable 28.7 pounds. 

A steeper head angle of 26 degrees and shortened trail mean that while the chassis geometry remains relatively relaxed, the steering has been sharpened. The suspension features conventional 50mm USD fork and a piggyback monoshock that gains 0.6 inch more travel at the rear to improve comfort and add a little more clearance. Meanwhile, a single-sided swingarm holds an extra-fat signature 240-section Pirelli Diablo Rosso III rear tire, which Ducati says enables a 0–62 mph time of less than three seconds. Fuel tank capacity has increased by 0.5 gallon to 5.3 gallons, and there are new high-end Brembo Stylema stoppers and 330mm discs up front as well as uprated electronics.

The traction control is Ducati’s smooth and unobtrusive DTC EVO 2 system, and there’s a much improved 5-inch TFT color dash with Bluetooth connectivity. Four riding modes, power modes, cornering ABS, wheelie and cruise control, plus Ducati Power Launch are all on board.

One complaint you hear about big-cube Ducatis is the engine heat they pass to the rider, especially on hot days. This has been addressed on the Diavel with a deactivation system adopted from the Multistrada that cuts the rear pair of cylinders when the bike is stationary or running below 4,000 rpm, reducing heat-soak and also fuel consumption by a claimed 6 percent.

When you demand a handful of torque, the system reactivates the rear bank of cylinders (and in first gear all four remain running, even at low revs), but on the street you don’t feel the intervention, though there is a slight change to the exhaust note.

It’s a clever and effective system and simply adds to the 2023 Diavel’s immense composure in an urban environment. It pulls immaculately from low rpm and is effortlessly smooth compared to the lumpier, snatchier twin—and when you want to have fun it will happily oblige and rev fluently toward the redline.

Actually, that’s a serious understatement because, as we’ve mentioned, this is one quick bike. Its relatively long wheelbase combined with that enormously wide and grippy rear Pirelli tire and excellent electronics, including launch control, allows you to put the power down and make full use of the V-4. On private roads at its Dubai press launch, it drove harder to 100 mph than almost any current production streetbike I can think of.

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