The Ducati Diavel V4 is proof that the best motorcycles are the ones that refuse to make sense on paper but feel absolutely perfect on the road.
Sometimes you need a bike that defies every category…and looks absolutely stunning doing it.
I'll be honest when I first laid eyes on the Ducati Diavel V4, I wasn't sure what I was looking at. Is it a cruiser? A naked bike? Some sort of two-wheeled dragster? After spending quality time with this mechanical enigma, I've come to realise that's exactly the point. The Diavel V4 doesn't want to be categorised, and frankly, it's all the better for it.
Power That Makes Sense (Finally)
That 1158cc V4 Granturismo engine delivers 168 horsepower at 10,750 RPM and 126 Nm of torque at 7,500 RPM, but here's what the spec sheet doesn't tell you. This thing is actually usable. Unlike some Ducatis that feel like they're constantly plotting your demise, the Diavel's power delivery is beautifully linear. You can actually use all of it without needing a racing license and nerves of steel.
The Granturismo engine is the key here. While the Streetfighter gets the track-focused Desmosedici unit that's basically a caged animal, the Diavel gets the more civilised cousin. It's still unmistakably Ducati, all drama and mechanical music but it won't try to launch you into orbit every time you crack the throttle.
At 223 kilos wet, it's surprisingly manageable too. The engine doubles as a stressed frame member, which keeps weight down and stiffness up. Smart engineering disguised as Italian flair.
Three Personalities in One Package
Here's where things get interesting. The Diavel offers multiple riding modes, and they're not just marketing gimmicks, they genuinely transform the bike's character. Urban mode dials things back to a "mere" 115 horsepower (still enough to embarrass most cars), perfect for city work where you don't need the full fury.
Touring mode gives you everything but with a gentler delivery. It's where I spent most of my time, finding that sweet spot between performance and sanity. Then there's Sport mode, which unleashes the full 168 horses with minimal electronic interference. Fair warning: Sport mode will remind you why your mother worried about you getting a motorcycle in the first place.
Sitting Pretty (and Low)
At 790mm, the seat height is refreshingly reasonable. You don't need a ladder to get on, and once you're aboard, you sit in the bike rather than perched on top. It's a commanding position that somehow manages to be both relaxed and ready for action.
The fully adjustable suspension, 50mm USD forks up front, single shock with piggyback reservoir out back strikes a brilliant balance. Compliant enough for Australian roads, which, let's face it, aren't exactly as smoother as the green at your local bowl, but firm enough to handle serious cornering when you find those perfect twisty sections.
Electronics That Actually Help
The 5-inch TFT display is clear and informative without being overwhelming. The menu system makes sense, revolutionary for a European bike, I know. Within an hour, I was navigating through settings like I'd owned the thing for years.
That quick shifter deserves special praise. Smooth, precise, and it actually works properly between first and second gear where most systems throw in the towel. The downshifts are equally satisfying, giving you that mechanical connection that reminds you why we love motorcycles in the first place.
The keyless system is a nice touch, though you'll still need the actual key for the fuel cap and seat. Because apparently, even in 2025, we can't have nice things that are completely convenient.
A Rolling Sculpture That Happens to Go Fast
This bike is absolutely stunning. That single-sided swing arm showcasing the massive rear wheel, the quad exhaust tips that look like they belong on a fighter jet, those aggressive air intakes that could swallow small children, it’s pure automotive theatre.
The LED lighting is particularly clever. Those progressive indicators that sweep across look fantastic, and the brake light hidden under the tail is genuinely jaw-dropping. Even the folding pillion pegs manage to look good when they're up, which is basically motorcycle design wizardry.
Real-World Reality Check
In traffic, the Diavel is surprisingly civilised. That massive rear tire should make low-speed manoeuvring a nightmare, but somehow it doesn't. The fuelling is spot-on, with none of the snatchiness that can make city riding a chore.
Hit the open road, and the bike transforms completely. The linear power delivery means you can actually use all 168 horses without terrifying yourself. The handling is far better than anything this low and muscular has any right to be. It's stable, confidence-inspiring, and genuinely quick through corners.
Just don't get caught in the rain, that rear mudguard is about as effective as a chocolate teapot when it comes to keeping water off your back.
The Bottom Line
At $43,600, the Diavel V4 isn't exactly pocket change. But you're not just buying a motorcycle – you're buying a conversation starter, a head-turner, and quite possibly the most unique thing on two wheels.
This is a bike that makes zero sense on paper and perfect sense on the road. It's proof that sometimes the best ideas come from ignoring conventional wisdom entirely. The Diavel V4 doesn't fit into any category because it doesn't want to, and that rebellious streak is exactly what makes it special.
If you want practical, buy a Multistrada. If you want track performance, get a Panigale. But if you want something that makes you grin every time you look at it and confuses everyone else trying to figure out what the hell it is, well, that's what the Diavel V4 is for.
Ready to see this beautiful contradiction in action? Check out our full video review on YouTube – because some things you just have to see (and hear) to believe.