Ducati revealed this morning a new Diavel model featuring the 1,158cc V4 with 168 horsepower. Claiming 0-60 mph in under 3 seconds, the new Diavel V4 is not only substantially more powerful than the existing V2 Diavel, it is close to 30 pounds lighter.
This new “muscle bike” features components straight from the super bike parts bin, including Brembo’s top-of-the-line Stylema brake calipers operating on massive 330mm front discs. All of the electronic rider aids found on a modern superbike are present as well.
Ducati says the new Diavel V4 is surprisingly nimble despite its massive 240mm rear tire. U.S. availability is next February with pricing yet to be announced.
Here is the press release from Ducati followed by a comprehensive video presentation:
The new Diavel becomes V4
- Adopting the V4 Granturismo engine, performance and riding pleasure of Ducati Diavel become even more exhilarating
- Spectacular lighting system and a bursting exhaust render the muscular and organic style typical of Diavel even more distinctive
- 13 kg lighter for even more surprising riding performances
Borgo Panigale (Bologna, Italy), 28 October 2022 – In the sixth episode of 2023 Ducati World Première web series, Ducati unveiled the new Diavel V4 .
The Diavel V4 is unique, unmistakable and with a bursting personality. With the introduction of the sophisticated V4 Granturismo engine, the Diavel’s performance becomes even more astonishing. Ducati’s 1,158 cc V4, with its 168 hp and 12.8 kgm of torque, is the ideal engine for a muscle cruiser, capable of combining linearity at low revs with vigorous torque throughout the entire range of delivery.
Muscular, sporty, exaggerated and elegant at the same time, able to magnetize attention in any context, the Diavel V4 synthesizes distant technical, dynamic and stylistic features, such as those of sport nakeds and muscle cruisers. Thus responds to the desires of many different motorcyclists, from the sports enthusiasts looking for a more comfortable and stylish bike, to those who instead experience motorcycling in a more urban and relaxed setting, to the lovers of performance and iconography related to drag racing.
The Ducati Diavel V4 surprises with its dynamic and enjoyable performance, with its ability to gratify in sport riding, excite with impressive acceleration and deceleration, as well as parade at low speed, certain not to go unnoticed thanks to an unmistakable stage presence. Even more, this bike astonishes with its aptitude for mid-range touring with truly amazing comfort for rider and passenger.
Unmistakable line
The Diavel V4 communicates an important presence from the very first glance. Muscular, gritty, with broad “shoulders” and proudly visible four-exits exhaust that immediately declares the sophisticated engine architecture. TheDiavel V4 draws inspiration from muscle cars, from the aesthetics of superheroes and reproduces the image of an athlete ready to sprint to the starting blocks, with all the masses concentrated on the front and an agile, streamlined tail.
The signature front and rear light clusters and turn signals, obviously full-LED, also contribute to Diavel V4’s unmistakable appearance. The front DRL* changes shape, with a double-C profile that evolves from the previous stylistic feature. The rear light cluster consists of a matrix of punctiform LEDs positioned under the tail, also with an unmistakably Ducati optical signature: a unique and spectacular solution that makes the bike instantly recognizable. Dynamic turn signals* are integrated into the handlebars, in front of the brake and the clutch control reservoirs.
Another distinctive element of the Diavel V4 is the massive 240/45 rear tire. The wheels are a five-spoke alloy with a profile embellished with machined surfaces and are one of the most refined elements of the Diavel V4’s aesthetics.
* Only in countries where legal.
Engine
The Diavel adopts the 1,158 cc V4 Granturismo engine, a central element of the bike’s design and at the same time a technical choice that improves performance, dynamics and riding pleasure thanks also to the sophisticated choice of a counter-rotating crankshaft, which reduces the gyroscopic effect while increasing the bike’s agility.
Powerful (168 hp), rich in torque at every rpm (with a peak value of 12.8 kgm at 7,500 rpm, 0.5 more than the Multistrada V4) but also extremely light and compact, the V4 Granturismo (which derives from the Desmosedici Stradale of Panigale V4 and Streetfighter V4) is at the same time smooth, regular and enjoyable from the lowest revs. It is also characterized by low running costs, with major maintenance at 60,000 km intervals (a record value on the world scene) and efficient in fuel consumption and emissions thanks to the extended deactivation system. This feature shuts off the rear bank not only when the vehicle is stationary, but also while riding at low engine speeds under reduced engine load.
The Twin Pulse firing order, together with the dedicated exhaust system developed with great attention to “sound quality”, unmistakably characterizes the stamp of the V4 Granturismo. The extended deactivation system for the rear cylinders, which allows the engine to operate as a twin-cylinder or as a four-cylinder with an imperceptible transition due to its gradualness, generates a change in the tone of the exhaust noise as it switches from one mode to the other. A deeper sound, with lower frequencies, characterizes the V4 Granturismo when only the two front cylinders are active. The frequencies, on the other hand, become higher when all four cylinders are operating.
Chassis and ergonomics
The exhilarating performances of the V4 Granturismo engine are combined with surprising agility and dynamics for such a motorcycle. The Diavel V4 has a kerb weight without fuel of 223 kg, for a saving of more than 13 kg (-5 on the engine, -8 on the vehicle) compared to the Diavel 1260 S, thanks to the lightness of the V4 Granturismo and specific actions to many of its components.
All this with component refinement and effectiveness, with an inverted 50-mm fork and a cantilever-pattern shock absorber, both fully adjustable. The braking system relies on Brembo Stylema® calipers and dual 330 mm front discs.
The result is a motorcycle capable of breathtaking acceleration and deceleration. In fact, the performance of the 168 hp V4 Granturismo, combined with the 240/45 rear tire and a dedicated gearing, allows it to accelerate from 0 to 100 km/h in less than 3”, with a truly impressive thrust.
The braking system, supersport-like, with 330 mm discs and Brembo Stylema® calipers, on the other hand, ensures record-breaking performance, with peak deceleration values of as much as 11.5 m/s2: a value that generally characterizes racing motorcycles, obtainable only thanks to a very refined calibration of the ABS system.
The rider – who can enjoy a low seat (at 790 mm from the ground), central footpegs and high handlebars set 20 mm closer than on the Diavel 1260, which make it easier to use, especially when maneuvering – is in the center of the bike, with a riding position that also visually conveys a feeling of control and self-confidence.
Comfort also improves substantially on long rides thanks to the rear suspension, which increases in travel by 15 mm, and especially to the wide, well-profiled seat, designed to offer maximum freedom of movement in every direction, thus also offering benefits in terms of efficiency in sportier riding.
The passenger can count on a spacious and comfortable seat, footrests that retract under the tail and a telescopic rear grab bar. Footpegs and grab bar are effectively invisible in the closed position, and together with the passenger seat cover, supplied as standard and easily installed, allow the Diavel V4 to be transformed from a two-seater to a single-seater with just a few gestures.
Electronics
The rider can fully and safely exploit the performance of the Diavel V4, thanks to a comprehensive electronic package that enhances the sport naked soul of this bike. The Diavel V4 offers three Power Modes and four Riding Modes: Sport, Touring, Urban and the new Wet, designed for low-grip surfaces. The Riding Modes allow the rider to adapt the engine delivery and the intervention of the riding aid systems (Ducati Traction Control in Cornering version, ABS Cornering and Ducati Wheelie Control) to the rider’s situation and preferences.
Cruise Control makes highway transfers more relaxed, while Launch Control provides scorching starts and Ducati Quick Shift up/down makes shifting in general less fatiguing and more effective in sport riding.
The rider can manage all the electronic systems through backlit controls on the handlebars and the new 5-inch color TFT dashboard, which also offers Bluetooth connectivity to pair the smartphone and use it for calls, text messages and music, or use the Turn-by-turn navigation system (available as an accessory) via the Ducati Link App.
Accessories
Enthusiasts who wish to enhance the touring capabilities of their Diavel V4 will find many options in the Ducati Performance catalogue, starting from the semi-rigid cases with a total capacity of 48 liters for which Diavel V4 is ready (no frames needed) which along with the passenger backrest and the touring plexi allow comfortable trips even with a passenger. The sportier side of the Diavel V4, on the other hand, is amplified by the street-legal exhaust silencer with a cover and four titanium end caps. Billet parts, carbon parts, forged wheels and brake calipers in red or black color further expand the possibility of customizing the new Diavel V4.
Colors and availability
The new Diavel V4 will arrive in the European dealerships starting from January 2023 (February 2023 for US) in the classic Ducati Red or in Thrilling Black.
The dynamic video of the Diavel V4 can be seen on Ducati YouTube official channel. The press kit containing further information and all the pictures of the new model is available on Ducati Media House.
#DiavelV4 #DareToBeBold
Waiting for the inevitable 1250cc version
Thinking for while. It is not a bulldog style. Cut the tail. Maybe not that way. And those ears
And BMW have to be white painted. Just in case useless engineer kept his grandmother to the house. I prefer large tanks of white BMWs from my youth.
I have sharpei. Very powerfull dog. May be slightly stupid.
Things are moving pretty slowly this year at M/c daily. Perhaps is should be re branded M/C weekly?
Bad form. Maybe you should submit some articles from your vast industry knowledge to help Dirck out.
I think it’s interesting to see what makes the cut and what doesn’t. And what sorts of things generate the most comments. This bike made the cut, as did some other updated Ducati models. But not so for the DesertX, which is a new model. That’s curious.
This bike is receiving a fair bit of comments. Not so much for any of the other recent bikes. But then there was the CB750. What? I got a kick out of that one. Most of it was speculation over what else they might put that engine in.
I was expecting the Chrome series from Triumph to make the cut. They would certainly fire up the retro fans into some lively comments. I haven’t checked them out yet, not my thing, but man if those bikes have tank seams, heads would be exploding.
The original Vmax was shocking when it came out and largely disliked by us at Yamaha at our first sight of it but after we rode it we got just what a hoot is was to ride. Then it deservedly became a beloved cult bike that sold well for over a decade. It was all metal and with 145hp a real gas to ride when the V-Boost kicked in. I doubt this new Ducati will ever approach the sales and popularity of the original power cruiser.
“largely disliked by us at Yamaha” – HUH – I always thought the original V-Max was so bad-ass it wasn’t even funny. The only silly thing was those fake air intakes. Of course as you note the impression was corrected, but I find it interesting that internally people were initially not on board.
I saw one for sale at my old motorcycle shop, sat on it etc…holy cow no way in hell would someone used to modern bikes’ equipment level be sane to ride something that out-of-date yet so ridiculously fast. I was like THOSE brakes? LOL.
Largely disliked by its shocking, for the time, styling when we first saw it which was months before the public did. By the time of the Las Vegas dealer meeting where Pee Wee Gleason rode up on stage and did a burnout while the turntable rotated 360 degrees and the crowd stood up and cheered and after we got to ride it then we were won over. Yeah it didn’t handle like an FZ750 but was just a blast to ride.
On the brakes, they were just adequate at first but got a good upgrade in ‘88 along with thicker forks.
Also (in reference to a comment that went to moderation, possibly never to return), the V-Max looked good in a way the Eliminator precisely failed at. Which is funny as before I did an image search just now, I remembered the Eliminator as being seriously bad-ass. Nope, it’s just kind of a mess. The original V-Max still looks as good now as I remembered then.
Even with the fake Dumbo air scoops.
I often wondered why the newer V-Max kinda bombed. The guy next door to my place in Breda, NL had one. Not my thing perhaps. But it seemed like a V-Max, which was dialed to eleven to begin with, was redialed up to even more eleven.
Perhaps the normals just can’t handle that much eleven.
Lord knows I’m picky. Maybe it was the really fat rear tire that became to saught after eleven at the time.
Don’t blame me for the lack of taste in the next guy. Apparently my helmets have all protected me well.
I test rode the new Vmax as soon as California sent one for us to get familiar with. I rode it only two times both for short distances and came away bored. It was simply too much power, too heavy and not at all as interesting to ride as the original. Later reports from dealers said that customers were roasting rear tires in as little as 400 miles. I wasn’t surprised when it failed to be a hit.
Yep, the 2nd gen Vmax was just too much of too much.
Power cruisers were never my thing. The one guy I knew who have a V-Max, both motorcycle and snowmobile, used to only ride it to get roaring drunk. He crashed it every time he rode it. He always had an extra set of plastics ready for his next crash. One time he ground the heels off of his boots from dragging them. The guy was a real piece of work.
He was a bodywork guy. He was really good at painting flames on things and building mini trucks. Though he never painted flames on a mini truck. He didn’t really like flames. But they got a lot of food down his neck back when they were popular. His mail boxes were all the rage.
I hope somebody is saving Mick’s posts. This one is a gem. We should put them all together in a book and call it “Mick’s Musings” or something.
Classic HD Sportser is enough to send all those things into trash. I suppose. Good sound and pure metal as it is. Japanese bikes never look that metal. I do not drove that things, suppose I can.
Whoa… man, that’s deep.
I will say one thing..those are words. 🙂
Just words.
This is not your father’s V-Max
Neither is the 2009-2020 VMax, which is significantly more powerful (and scary..) than this Ducati.
I’d bet the gen 2 one is scarier from a speed/acceleration/brutality standpoint, but less scary from a handling/braking one.
I was thinking the VMax would be more scary from a handling/braking standpoint due to flex/geometry but that’s an assumption against the Ducati reputation and no riding experience on either bike. I bet they’re both pretty scary.
Curly’s reply about “too much of too much” elsewhere is illuminating….
It’s hard to think of a motorcycle that’s more useless than a power cruiser. They are metaphorically like the double decker couch in the Lego Movie. You have partially laidback and compromised ergonomics coupled with gobs of horsepower. It’s neither a real cruiser, roadster, or hooligan bike. It’s certainly not “VMax” in being conceived by a true industrial design genius, but it has some interesting elements. It’s “B-“ grade lipstick applied over a pig of a concept.
I respectfully disagree. Being neither a sport bike nor a cruiser means it is what it is … a standard style bike similar to how all bikes used to be back in the 70s and 80s. Except a whole $hitload faster. This was the only style bike available back when I started riding, and it is a good, solid, comfortable platform for riding every day, all the time. This was before posing became more important than riding.
I learned long ago after negotiating a motorcycle around a corner that more power does not make a motorcycle faster.
“More power does not make a motorcycle faster.” Uhhhh … oooookay ……
“Say what?”
– Tone Loc
The forest road near my house that represents most of the roads I ride in the Bay Area is 150 turns in 10-1/2 miles. I’ve ridden that road on all sorts of different bikes between 5 and 160 hp. It takes me between 11-1/2 to 12-1/2 minutes to ride through there. My fastest times through that road have been on my 75 hp Duke and my old 75 hp Yamaha. My 75 hp BMW is about 30 seconds slower than those but also around the same time it takes with my 35 hp Yamaha and a borrowed 160 hp 1098 Ducati. Power is for bragging rights and drag strips.
Lol thats why those MotoGP guys all ride 75 hp monsters
My apples, your oranges, but still about speed.
A coworker and I had the same 75 mile commute in the LA basin, and one would stay in the same freeway lane all the way, while the other would aggressively dive in and out of all the lanes. Only 5 minutes difference for an 80 minute commute. Speed is the fruit of life .
I miss this about living there 180%. I’d often be hanging with 600s+ on my Ninja 250 (with susp mods).
“Power is for bragging rights and drag strips.”
And places that don’t have 150 turns in 10.5 miles. Which is almost everywhere else.
So … you’re just not a good rider is what you’re telling us?
A MotoGP bike would lose a race against 65 hp bikes on a Supermoto track.
Depends on how pragmatic your view. It could be argued that the most useful motorcycle is something like a Maxi scooter and that they all get worse from there.
If the use purpose is fun then it opens doors to all kinds of bikes/vehicles.
This 100%. If a motorcycle does the things you bought it for, it fulfils its use case. For some people, killer, straightline acceleration from a low-slung chassis with premium components and pretty good handling (yes, the Diavel actually handles quite well, at least the last gens did) are what they are looking for. So while the looks may be subjective, the performance metrics this bike is designed to excel at certainly aren’t.
168HP ¯\_(ツ)_/¯ It still can’t outrun its looks.
The answer to a question no one asked. URP! I just threw up in my mouth a little.
I actually see the past model years around fairly often, so more than a few people must be asking the question.
Judging by the comments, certainly a polarizing design.
Ducati web site shows dry/curb wts 211/236 kg. This article states 223 kg curb. Which is it? Either way it gives the illusion of being heavier. Suspect liberal use of magnesium, composites, etc.
As virtually always, the most important spec for bikes putting all weight on your tailbone is left out: Rear travel…..
As it is: Fat chance this thing will be as riotously entertaining to ride in a musclebike fashion, as the ZH2……. While Ducati V4s are no doubt great hipower engines; there’s just no substitute for that supercharger, for this “modern-Vmax” class of bikes…
The cruiser market always produces bikes that look ridiculous to me. The Diavel is no exception to this, but I think as far as cruisers go, it is among the best looking ones. The king of the court jesters.
“…truly amazing comfort for rider and passenger.” “…The passenger can count on a spacious and comfortable seat…”. Uhhh… help me out here, passenger is comfortable where?
And the closest dealer is…???? These bikes are just made to enhance your movie magic Top gun …show off look what I got……
With 168 hp, premium suspension and brakes, and a design and experience tailored to clearly be outside of the typical cruiser experience, I’d say it was made for much more than “look what I got.”
The closest dealer to my house sells Ducati, Aprilia and Moto Guzzi. The next closest sell is a toss up between two different Yamaha dealers. One hasn’t had any bikes on the floor in a couple of years and the other has used motorcycles and boat loads of those weird four wheeled things that motorcycle dealers are selling now days. The next is a Honda dealer that I only know about because it pops up on Google Maps. It’s just off of a road that I use quite often on a road that I never use. And, well, it’s a Honda dealer. So why bother? There must be a Harley dealer around here somewhere because you can’t swing a dead cat without hitting one of those jalopies in this area.
There is a place very near by that must tune Harleys. It’s in an area that has a couple of race car builders, a 4X4 shop and a dyno tuning place. There are a few other automotive based businesses in that area as well. I call it gasoline alley. You see 1/4 mile burnouts from the Harley weirdos all over the roads in this area. The car guys are a bit more well behaved. You get the occasional joker leaving the dyno shop, but that’s about it. I haven’t seen a single race car using the public roads. Only in the parking lots and almost never in motion. You can hear them from my house when some of the loud ones are running. But even that is super rare. Those guys build the cars. They never seem to operate them at all.
I live in a very strange place. Gasoline alley is a small industrial park next to a gravel pit in what is otherwise a large residential area in what could easily be called the middle of nowhere surrounded by lakes. I live on one of the lakes.
Maybe the roads in Europe are devoid of debris unlike ours here in the good old US of A. I had less than 600 miles on my 1250 R before hitting a chunk of retread tire on the interstate and scrambling the lower fairing. I think they should come up with a cool descriptive acronym for those lower expendable plastic parts. Like “This all new motorcycle is equipped with our exclusive D.S.S. system” (Dead Skunk Scooper). No offense to skunks, dead or alive.
Now that you mention it. I don’t recall seeing a blown off retread in the five years that I lived in Europe. But the trucks drive slower and are all governed. Maybe the don’t recap the tires there either.
I Corsica you see a lot of live farm animals either in and right next to the roadway. But the roads are so twisty that you can easily stop or slow down for them. We road through a pretty good sided herd of goats that milled around us as we slowly trundled through. They had obviously done that zillion times before. Polite critters too. They certainly walk across that road all the time. But there was no poop on the road.
$26,395.00 retail price. I wonder what the dealer markup will be?
I didn’t think they could make that bike any uglier. I was obviously wrong.
it goes from a twin to a four gradually? how in the heck does that work? how much time did gigi have to put into this thing?
if you read the article, it explains that. kind of like typing in this little box, then clicking enter, then Kazam, its on the internet! how does that work?
Curious, how many of these does Ducati sell each year?
I tried to look that up and failed. But in 2021 Ducati sold 59,447 bikes. I was surprised to find that the Multistrada V4 was their best selling bike. I would have bet the Scrambler was their best seller. It’s certainly the one I see the most often. I don’t recall ever seeing a Multistrada V4 in the wild at all.
I have had at least one Ducati since 1992 and have two right now. Sadly, I have no interest in any of their current models.
I guess if you held me at gunpoint and made me buy a new bike it would probably be a KTM 300XC. It has an all new engine and chassis this year and a new throttle body fuel injection. I didn’t like the port injected bikes at all.
Honestly though. Why by an injected two stroke? Take something really simple and make it complicated. Me not get.
aftermarket exhaust, ECU flash tuned to unlock hidden power
keep the price reasonable, that bike will command respect on the road
hope i can afford one
love the looks
Quote: “The Diavel V4 reproduces the image of an athlete ready to sprint to the starting blocks”
At the special Olympics that is.
Anyway love how they make the American heads spin with everything in metric units, as God intended it. Should have done the power in kilowatt as well.
Apart from that a useless non-starter of a motorcycle because a. it is not a Harley and b. a high-revving cruiser means Ducati still doesn’t understand what riders want.
Great deals to be had at the dealers in 9 month’s time when they still will be living on the showroom floor.
Did we already talk about the abonimable ugly?
I see these (the current one) out all the time so somebody wants them. It’s actually pretty on-brand for the power-cruiser set which includes V-Rod, V-Max, India. FTR and a bunch of other overpowered bikes that don’t handle all that well. There’s is the wildest & most powerful so I guess they win.
At <500 pounds, I can overlook the wide rear tire, for a little while. With chain drive maybe a wheel and tire change would be possible.
Indian FTR is a “Power Cruiser”?
I consider it to be one, despite how they market it. It has a very long wheelbase.and until recently, larger diameter wheels than found on sport bikes.
” a high-revving cruiser means Ducati still doesn’t understand what riders want.”
So riders don’t want brutally powerful acceleration at any rpm?
No. This engine will not give you that because of it’s tiny stroke. Torque is absurdly low for a twin with this capacity.
It will have to be screaming near redline to get anything of a move on.
That is exactly what you don’t want from a powercruiser.
Double the stroke down the redline with 5000 rpm and voila we have a winner as Harley has shown over and over again.
It makes 93 lbft of torque. Don’t even need to go anywhere near redline to get all of it. Pretty sure that’s a bit more than anything Harley makes at that displacement. I’ve ridden the previous model on this bike, and it would obliterate anything out of Milwaukee. I’ve owned and ridden many bikes over the years, Harley’s included. Your welcome to your opinion as to what makes a desirable street engine. But this bike will perform amazingly well as a general street bike and a high performance bike.
It might have a short stroke but it has massive pistons. A large piston diameter gives you just a much torque as long strokes. However, the short stroke does allow higher rpm in order to spread torque out further than a long stroke engine can. A typical Harley has a 4,000 rpm power band. The Diavel has around a 10,000 rpm power band.
I’d like to hear an actual passenger review after riding for a couple of hours with that “comfortable seat” grinding it’s way up to the leather cheerio. “Pure pain” would be my guess.
It is not a Harley.
Brilliant
Indeed, a veritable combination of Wilde, Sartre and Wittgenstein!
I think this bike is blistering good looking. Bring it on Ducati. I shall certainly consider it as my next bike.
A grotesque bit of kit that looks like a whale-shark and makes as much sense as the marketing-speak. Someone tell them an athlete sprints away from the starting blocks, not to them…
Dirck,
* Why do some folks comments require moderation and approval, and why are non-moderation required comments often posted way out of chronological sequence ? Just curious, as it all seems to show eventually. Assuming you sleep sometime, that time does not appear to be a factor.
Sometimes I don’t know the rhyme or reason.
Your web site, Huh ?
There is an algorithm that sends comments through an approval process. It is extremely good at filtering spam, but it is, perhaps, too aggressive.
Thanks for the explanation, however – makes me leery that the robots have taken over human interaction such as judgement calls. No need for approval of polite open dialog.
Keep up the good site.
This thing does seem to have some staying power.
Hi Jony Noskills. How about a 168hp bizarremobile?
No thanks. I would like something light weight with about half that much power.
Oh no! They will put a boo boo on every part of you body and then on your poo poo. How about something with a bit more power?
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What the heck, this is beautiful ! All it needs is an engine paint job, a flat seat, and chrome intake inlet rims. Red is the best color. Best of all there are 4 exhaust outlets, which will give a depth and texture to the sound, kinda like a Honda 6 at Isle of Mann
Looks like all 4 of those stingers are coming out of the same “box”. It’ll probably be fairly quiet.
I was joking about the 4 outlets, It will be quiet.
Ah, I should’ve picked up on “depth and texture”. I’m sure someone will figure out how to uncork it.
For all the H8er’s bashing it’s looks, I’m surprised nobody appreciates the obvious Hot Rod cues. Oversized proportions, massive tire, pilot behind a big engine. It’s a recipe Americans have loved for a long time.
Looks pretty ugly. Even bizarre.
I think that it looks beautiful, as Italian machines do. BUT,
“this bike astonishes with its aptitude for mid-range touring with truly amazing comfort for rider and passenger.” Ummm, NO and NO, and NOOOOO.
For touring they need a touring sized gas tank with a fuel gage, not a little red light.
For rider comfort they need a wide seat that is cushy for the tushy.
For passenger comfort they need a seat, … on the couch, … at home.
With all of the horsepower and torque I am confident that it will keep ahead of the swarm of Californians that are moving from that state like locusts.
Inspired by the now second ugliest water buffalo in history, the V-Max , the new king of flared snout water buffalos is without doubt this Diavel.
This bike is so ugly it would make a train take a dirt road.
Alas, still not fast enough to outrun the “unmistakable stage presence”.
I have nothing positive to say. This is disgusting.
Well said that man
WOW. Gotta give Ducati a hand for such a complete no compromise design. I do wish an option was a metallic colored engine instead of all black. The optional dry clutch should sound interesting too. Wonder what the transition from 4 to 2 cylinders and back feels like, and is it useful at all on such a machine. Lighter is always a good thing, and a comparison road test for this class of bike would warm the coccals of my heart. WOW. <500 pounds. WOW.