Ducati Diavel V4 2025 — Specifications

When Ducati decides to stir the pot, it doesn’s do things halfway. The power-cruiser concept, Bolognese-style, had already made a splash at its launch, with this outlandish idea of grafting a superbike soul into a chassis that leans towards American customs. Years later, the Ducati Diavel V4 shakes everything up and chooses a four-cylinder engine to carry its legend. Not just any engine: the 1158 cm³ Granturismo block, born for the Multistrada, retuned for this muscle-machine urban role. This 90° L-twin with Twin Pulse timing produces 168 horsepower at 10,750 rpm and 125.5 Nm of torque at 7,500 rpm. Compared to the V2 twin it replaces, it gains six horsepower but finds them 1,250 rpm higher. The character changes, the intoxication remains.

What distinguishes this block from the brand's other V4s is precisely its calculated restraint. Forget the clinical brutality of the Panigale or Streetfighter; here, Ducati has worked on an engine that is willing to play the card of everyday pleasure. The deactivation of the two rear cylinders at low load is not a car show gimmick: it saves fuel in the city and strikingly alters the motorcycle's sound. The bass notes of a twin-cylinder gradually give way to the stretched song of the four cylinders, like a conductor raising the brass instruments one by one. It’s one of the few sound signatures capable of turning an entire street.

On the technical sheet of the Ducati Diavel V4 2025, the advertised weight, fully fueled, is 223 kg for a seat at 790 mm from the ground. This is far from the mammoth one might imagine when seeing this 240 mm rear tire. The monocoque aluminum structure replaces the trellis frame that was part of Ducati’s DNA; purists will grind their teeth, but the weight gain compared to the previous generation is real and is measured in dozens of kilograms. The 50 mm inverted fork with 120 mm of travel and the single-sided swingarm monoshock offer 145 mm at the rear. Brembo Stylema brakes, with two 330 mm discs at the front gripped by four-piston monoblock calipers. On a motorcycle of this size, braking efficiency is comparable to what a well-bred hypersport offers, with just a few extra kilograms to discipline.

The onboard electronics represent the other great strength of this machine. Four riding modes, including a Wet mode for slippery surfaces; three power levels; traction control and ABS sensitive to lean angle; wheelie control; Launch Control; bidirectional quickshifter. The five-inch screen manages smartphone connectivity, navigation, calls, and music. For Ducati Diavel V4 accessory enthusiasts, the electronic platform allows for extensive personalization. The riding position evolves slightly: the handlebar is 20 mm closer and the seat is 10 mm higher than the previous model, for a generous seat that does not sacrifice the sporty character.

In the power-cruiser segment, direct competition remains elusive. The Kawasaki Z H2 gets close with brute power but remains a classic roadster; American customs like the Fat Boy or Indian Scout don’t play in the same performance category. The Diavel V4 occupies a territory it has carved out for itself, on the border of the sporty GT and the high-end cruiser. It speaks to an experienced rider, not too tall, who wants a motorcycle with character for everyday use and for the winding roads of the weekend. The 0 to 100 km/h drops below three seconds, which places the Ducati Diavel V4 in another dimension than its contenders. The price, on the other hand, reflects this uncompromising ambition, and this is the only real limit of an otherwise very difficult machine to fault.