2023 Ducati Diavel V4 – First Look
Fri, 28 Oct 2022
The Devil gains the V4 Granturismo engine
Ducati announced a brand new Diavel V4, replacing the previous 1,262cc V-Twin model with one powered by its 1,158cc V4 Granturismo engine.
The Diavel is the latest Ducati model to go from two to four cylinders, leaving the XDiavel and Scrambler 1100 as the only two Ducati models larger than 1,000cc to remain with a Twin. It now seems likely we’ll see an XDiavel V4 for 2024, while we should get some idea of the future of the Scrambler family on Nov. 7.
Fuel economy also takes a hit, with the Diavel V4 chugging a claimed 36.8 mpg compared to the Diavel 1260’s claimed 42.8 mpg. An extended deactivation system which shuts off the rear cylinder bank at a stop or at low engine speeds does help. A larger 5.3-gallon fuel tank actually increases the range to an estimated 195 miles between fill-ups. Impressively, valve check intervals for the Diavel V4 are every 36,000 miles, or twice as long as the Diavel 1260, thanks to being the first modern Ducati engine with valve springs instead of Desmo-actuated valves.
Of course, the engine isn’t the only thing that has changed. The Diavel V4 received a style makeover while still retaining some key design elements like the forward concentration of masses, the large air scoops, pointed tail, and 240/45 rear tire.
The lighting system is all LED, with a new double-C shape daytime running light surrounding the main headlight. In some markets, where it is legal, the DRL changes shape, with different segments lighting up separately. The overall headlight design is an evolution of previous lights, and intriguingly, Ducati says the double-C design will be a stylistic feature of all of its upcoming naked models, so we can expect it will be present on future Monster and Streetfighter models.
The taillight also adopts a similar double-C motif, except it is formed from a cluster of multiple LEDs that can illuminate sequentially (while also further alienating the trypophobic). The forward turn signals are integrated into the handlebars ahead of the brake and clutch reservoirs. In markets where they are allowed, the turn signals are dynamic, lighting up in the direction of the signal.
Instead of a tubular steel trellis frame, the Diavel V4 employs a lightweight aluminum monocoque frame fixed to the cylinder head. The rear subframe however still uses the traditional trellis, and the swingarm remains a single-sided cast aluminum unit. Ducati says the new engine and chassis contribute to an overall weight savings of 28.7 pounds, with the Diavel V4 coming in with a claimed curb weight of 520 pounds.
The Diavel V4 has a slightly shorter wheelbase than the 1260 at 62.7 inches, while the rake and trail are now 26° and 4.4 inches compared to the previous 27° and 4.7 inches.
The seat is 31.1 inches from the ground, which is 0.4 inches taller than the Diavel 1260, and wider than the previous design, providing added support when accelerating. The handlebars are wide and raised, and are now positioned 0.8 inches further back compared to the previous Diavel. Passengers are accommodated with retractable footrests and a telescopic rear grab bar.
The suspension is comprised of a 50mm inverted fork with compression and preload adjustment on the left tube and rebound adjustment on the right, plus a fully-adjustable monoshock with piggyback reservoir. The suspension is similar to the Diavel 1260, with 4.7 inches of travel up front, though the rear now offers 5.7 inches of travel, an extra 0.6 inches than the previous model.
Oddly, Ducati did not announce a Diavel V4 S model with Öhlins suspension like it did with the 1260. We suspect an S model will join the line up next year.
The front brakes consists of dual Brembo Stylema four-piston monoblock calipers and 330 mm discs with a PR16/19 radial brake master cylinder with an integrated aluminum reservoir, while the rear uses a two-piston caliper and 265 mm disc. The five-spoke alloy cast wheels come shod in Pirelli Diablo Rosso III tires.
The Diavel V4 offers three power modes and four ride modes: Sport, Touring, Urban, and a new Wet mode. The ride modes adopt different settings for the power delivery, lean sensitive traction control, cornering ABS, and wheelie control. Cruise control, launch control and an up-and-down quick shift all come standard.
The electronics are managed with a new 5″ TFT dashboard that also offers Bluetooth connectivity. Turn-by-turn navigation is available as an accessory.
The 2023 Ducati Diavel V4 will be offered in two colors: Ducati Red and Thrilling Black. Expect it to arrive in U.S. showrooms in February with pricing starting at $30,795.
2023 Ducati Diavel V4 Specifications | |
|---|---|
| Engine Type | V4 Granturismo, 90° V-Four, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled |
| Displacement | 1,158 cc (71 cu in) |
| Bore x Stroke | 83 mm x 53.5 mm |
| Compression Ratio | 14.0:1 |
| Power | 168 hp at 10,750 rpm (claimed) |
| Torque | 93 lb-ft. at 7,500 rpm (claimed) |
| Fuel Injection | Electronic fuel injection system, Øeq 46 mm elliptical throttle bodies with Ride-by-Wire system |
| Exhaust | Stainless steel exhaust muffler with 4 exit pipes, 2 catalytic converters and 4 lambda probes |
| Gearbox | 6 speed with Ducati Quick Shift up/down |
| Primary Drive | Straight cut gears; Ratio 1.80:1 |
| Ratio | 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=29/23, 6=27/25 |
| Final Drive | Chain, front sprocket z16, rear sprocket z43 |
| Clutch | Hydraulically controlled slipper and self-servo wet multiplate clutch |
| Frame | Aluminum monocoque frame |
| Front Suspension | Ø 50 mm fully adjustable usd fork; 4.7 inches of travel |
| Rear Suspension | Fully adjustable monoshock, aluminum single-sided swingarm; 5.7 inches of travel |
| Front Brake | 2 x Ø 330 mm semi-floating discs, radially mounted Brembo Stylema monoblock 4-piston calipers, radial master cylinder PR16/19, Cornering ABS |
| Rear Brake | Ø 265 mm disc, Brembo 2-piston floating caliper, Cornering ABS |
| Front Wheel | Light alloy cast, 3,5´´ x 17´´ |
| Rear Wheel | Light alloy cast, 8,0´´ x 17´´ |
| Front Tire | Pirelli Diablo Rosso III, 120/70 ZR17 |
| Rear Tire | Pirelli Diablo Rosso III, 240/45 ZR17 |
| Instrumentation | 5´´ TFT colour display |
| Dry Weight | 465 pounds (claimed) |
| Kerb Weight | 520 pounds (claimed) |
| Seat Height | 790 mm (31.1 in) |
| Wheelbase | 1,593 mm (62.7 in) |
| Rake | 26° |
| Trail | 112 mm (4.4 in) |
| Fuel Tank Capacity | 20 l (5.3 US gal) |
| Number Of Seats | 2 |
| Safety Equipment | Riding Modes, Power Modes, Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light*, Ducati Brake Light |
| Standard Equipment | Ducati Quick Shift, Ducati Power Launch, Cruise control, Hands-Free, 5´´ TFT colour display, Ducati Multimedia System, Backlit handlebar switches, Full-LED lighting system, Dynamic turn indicators* |
| Ready For | Turn-by-Turn navigation system |
| Warranty | 24 months, unlimited mileage |
| Maintenance Service Intervals | 15,000 km (9,000 miles) / 24 months |
| Valve Clearance Adjustment | 60,000 km (36,000 miles) |
| Standard | Euro 5 |
| Co2 Emissions | 154 g/km |
| Consumption | 36.8 mpg (claimed) |
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Dennis has been a part of the Motorcycle.com team since 2008, and through his tenure, has developed a firm grasp of industry trends, and a solid sense of what's to come. A bloodhound when it comes to tracking information on new motorcycles, if there's a new model on the horizon, you'll probably hear about it from him first.
More by Dennis Chung
him: Let's go riding!
her: You think I'm going to sit on that?!? You're crazy!
5.7" of rear travel! For a bike with tis layout! If true, that's got to be something approaching pure genius by the design team. Finally someone who gets it! Yeah!
As great as the Ducati V4 is; I would still need one heck of a lot of convincing, before picking it, in what is realistically a Musclebike; over the ZH2s supercharged mill. I'm not even remotely a "power guy" anymore, but the way that supercharged engine delivers acceleration sensations, is utterly intoxicating and unlike anything else I have experienced on a motorbike. I suppose the main target demo for the Diavel, may want the more forward mid controls and lower seat, though. In which case, it seems they'll still be getting one heck of bike for their Mercedes-Benz outlay of money.....
- See 3 previous
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MikeD on Oct 30, 2022
I said the same about the rear wheel travel.
I call that progress. 👌😮 -
Stuki Moi on Oct 31, 2022
I hope it's progress, and not typo......... 5.7; of what I'm sure will be VERY high quality travel; would make this a much more appealing option, than almost every other forwardish-control, sub-ocean-liner-sized bike.
-
Imtoomuch on Nov 01, 2022
You're not getting a Mercedes-Benz for under $30,000.
-
Mad4TheCrest on Nov 06, 2022
The main advantage of the original Diavel over, say, one of the larger displacement Ducati monsters - or even one of the big twin superbikes like a 1098/1198, was the wheelbase that made wheelies and stoppies unlikely, which allowed for brutal acceleration and brick-wall stopping. The seat and suspension let it down. If this new version gives the same stoplight wars goodness but cossets it's riders' rears, it will be a blast. A damned expensive blast though
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