2023 Ducati Diavel V4 Review From [A-Z]

The Ducati Diavel’s failure to accurately describe the kind of motorcycle it was has always been an issue. Power Cruiser was never able to fully express the powers of the motorcycle. Similar to Muscle Bike, which effectively suggested its capacity for brutal force but neglected its capacity for elegance. The Diavel has developed into the Mega-Monster bike it was always supposed to be with the installation of the V4 Granturismo engine. The 2023 Ducati Diavel V4 has advanced to the point where its performance and design obliterate all remaining cruiser characteristics.

Engine V4 Granturismo

The engine bay of the Diavel V4 has doubled in size while dropping an enormous 11 pounds, which is the biggest difference. The Diavel replaces its desmodromic valve closure with springs and has a 37,000-mile valve maintenance interval because the V4 mill is the most recent version of the Granturismo engine, which was originally seen in the Multistrada V4 S last year. The Granturismo also features an engine that is 3.7 inches taller and 3.3 inches shorter than the Testastretta 1262 DVT V2 engine. With a 0.8-in. delta, the engine’s breadth is only marginally wider. Although the 1158cc displacement (down from 1260cc in the Testastretta) is due to the four 83 mm x 53.5 mm cylinders, the claimed peak power delivery of 168 hp at 10,750 rpm is 11 horsepower greater and 1,500 rpm higher than the claim made for the previous generation Diavel. At 7,500 rpm, the claimed peak torque decreases by 2 lb-ft to 93 lb-ft.

You should be aware that the Granturismo has undergone changes from the Multistrada V4 S of last year, including changes to the intake and exhaust systems, cam shape, timing, and essential EFI mapping for Euro 5 compliance. The torque curve was intended to be widened and flattened by these modifications. In addition, Launch Control enabled a more aggressive launch with a claimed 0-60 mph time of 3 seconds by lowering the first gear.

Two more modifications to the V4’s behavior were made, albeit they truly fall under the category of electronics. First, the engine’s behavior has significantly changed as a result of the extended rear cylinder deactivation system. The Granturismo’s rear cylinders were only destroyed while idle in the previous generation. The rear cylinders occasionally even shut off while moving, in addition to ceasing to fire at an idle or stop. The rear cylinders shut down in gears 2 through 6 when the engine is running at less than 4,000 rpm and the throttle is being applied with little force. The shift in exhaust note serves as your indicator during the seamless transition, which takes just a few milliseconds. The tone is lower when using only two cylinders and gets louder when the Twin Pulse firing order is resumed. In addition to decreasing rider heat, Ducati asserts that the Diavel V4’s fuel efficiency has increased by 6%.

The up/down quickshifter’s shift rules will be changed, which is the other significant technological alteration that will have an impact on every ride. The algorithm can now account for having the throttle open, whereas previously downshifts could only be made when the throttle was totally closed. Therefore, when you are slowing down but have not entirely closed the throttle, it permits downshifts.


Ducati has removed the trellis frame from the Diavel, as they did with the Monster, and replaced it with a lightweight aluminum monocoque frame that is fastened to the cylinder heads. Traditionalists may object to the shift, but a weight loss of 10.4 pounds, which adds to a total weight loss of 29 pounds, is nothing to be ashamed of (without fuel vs the Diavel 1260 S). The front/rear weight bias of the Ducati was even achieved at 51.3%/48.7%, respectively. Fans of trellis frames can rest easy knowing that the subframe keeps that design.
On a performance bike weighing 523 lb, the suspension is what you would anticipate (claimed). The rear is a cantilever-pattern shock kit with all the clickers, and the front is a 50-mm, fully adjustable device. While the front wheel travel remains at 4.7 in, the rear wheel travel was increased by 0.6 in.

Although low- and high-seat choices are available, the 31.1-inch seat height is 0.8 inches higher than last year, and the grips are 0.8 inches closer to the rider. The “handlebar,” which is actually two tubes affixed to an aluminum plate for weight reduction, might be closer yet, in my opinion, since there is where it would be most useful for riding around town (which, recall, we didn’t do). However, the new position appears to be just about ideal when the rider is in full flog mode and aggressively leaning in.


A brand-new 5.5-in. TFT display is visible in the rider’s line of sight from the saddle. The menu system is simple to use using the handlebar switch gear, as we’ve come to expect from Ducati, enabling quick adjustments to riding modes. The screen now has the ability to show turn-by-turn directions in addition to all the essential information about the status of the motorcycle, thanks to an accessory package. Without it, information about the phone and music can be displayed using the usual Bluetooth connection.

Three power modes are controlled by four ride modes: Sport, Touring, Urban, and Wet (High, Medium, and Low). Given that both High and Medium modes offer all the berries, albeit ostensibly with slightly different flavors, the power modes may be somewhat misleading. Low power is employed in the Urban and Wet modes, reducing the power to 115 hp. It was challenging for my butt dynamometer to distinguish between Sport and Touring from the saddle in the very specialized riding condition we were in. But because cornering ABS is off in Sport, I spent the majority of our mountain thrashes in Touring mode. I’m not too proud to ask for help if I made a mistake, especially considering the concrete walls that flanked the road.


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