2023 Ducati Diavel V4 review | hits 60mph in less than 3 seconds, stops with the ferocity of a racer

You’d expect a bike so low, long and muscular to be a stodge-fest through these dreamy corners, especially one with a huge, 240 section rear tyre, but think again. Old Diavels handled superbly for what they were, but the new one now stops, turns and goes like a lithe-handling sports naked.

Much of its newfound agility comes from a 15kg weight reduction over the old Diavel. The V4 lump is smaller and 5kg lighter than the V-twin and with the old steel trellis frame replaced with a cast ali monocoque and (0.9kg) lighter wheels, the chassis weighs 8kg less.

It's still a hefty 236kg, fully fuelled but the Ducati manages to roll sweetly from side to side with minimal effort. The new engine also does its bit to lighten the steering and the V4’s counter rotating crank cancels out the gyroscopic force of the wheels.

It’s now so easy to get the Diavel into a corner and back out again, it almost defies belief. The motor’s twin pulse firing order also helps the already sticky Pirelli Diablo Rosso 3 rear tyre find traction, too.

Ground clearance is surprisingly generous, too, with pegs only grazing tarmac in full Bagnaia mode and the ride from its non-electronic, but fully adjustable suspension (with 15mm more travel at the rear), is comfortable and controlled.

Braking power is Ducati Panigale V4 levels of brutal, too, thanks to Brembo Stylema calipers, a low centre of gravity and a refined cornering ABS system that gives a natural feel at the lever and little intrusion from the electronics. Ducati does the best brakes. End of.

Comfort is another Diavel V4 highlight with a more roadster than cruiser-like riding position. Its 20mm longer seat is plush, bars are 20mm closer to the rider and legroom is generous. The pillion gets a wide seat, a retractable grab rail and flip-out pegs, too. Fit the accessory panniers, screen, pillion backrest and heated grips and you’ve got yourself a bad-ass touring bike.

It may not quite have the soulful boom of the old 1260cc Testastretta V-twin, but its 166bhp, 1158cc Granturismo V4 spring valve motor (taken from the Multistrada V4) is flexible, refined and with less Diavel to push along than before, is anything but slow.

The power is smooth, clatter-free and perfectly fuelled at low revs, punchy through the midrange and delivers the glorious, relentless violence of a superbike at the top.

Its character isn’t such a departure from the old bike’s, though. It still sounds like a V-twin, thanks to its fancy firing order and for gentle riding the V4 runs on just its front two cylinders to reduce heat and aid fuel economy (44mpg, claimed).

Ducati V4s have had this cylinder deactivation for a few years now, but only at tickover. The Diavel V4 has an ‘extended’ cylinder cut, like a MotoGP bike and is a twin below 4000rpm in every gear, apart from first.

It becomes a fully-firing V4 again after that, or when you ask for a swift hit of power from low revs. The transition from two to four is seamless and only a hardening of the engine note gives the game away.

It’s the first such system to appear on a road bike (the BMW S1000RR superbike has split throttle bodies but requires a race kit to activate) and will also be used on the forthcoming 2023 Multistrada V4 Rally.

The Diavel’s V4 engine has been tried and tested in the Multistrada V4. Although some very early Multistrada V4s had reliability problems, they were quickly resolved and our Owners’ Reviews are positive. Ducati’s latest generation electronics and chassis parts seem robust, too. Luxurious build quality and deep paint finishes are everything you’d expect from a premium machine like this.

Our Ducati Diavel V4 owners' review only scores the bike two stars, but that's not a reflection of its reliability. The only negative in that respect is a comment about the upper tank being made of plastic.

With the Yamaha V-Max now discontinued and no direct rival from Harley Davidson, the Ducati Diavel V4 sits in a class of one. But a plaything for the well-healed, it’s far from cheap.

However, we reckon a few buyers might end up choosing between the Diavel V4 and something like the Triumph Rocket 3.

You’d expect higher spec suspension for the price but won’t feel short-changed elsewhere. Muscular new bodywork is flawlessly finished in gloss red or black (the meanest looking) and it’s lavished with detail from its machined cast ali wheels to the quad-pipe rocket launcher exhaust can, handlebar mounted indicators, the 112 LED bulbs that make up the rear tail/stop light cluster, a useful multi-function Bluetooth 5in colour dash and a plethora of highly effective, fully adjustable rider modes and electronic aids.

A range of touring, cosmetic and performance accessories available, including a titanium race exhaust with four Spitfire-inspired underslung pipes that will set you back a cool £5037.12.