I’ve been riding both Ducati Diavels for months now and OMG they are just so different from anything else out there. The Ducati Diavel has always been this weird mix – part muscular cruiser, part superbike DNA. Testing both the 2023 Diavel V4 with that V4 Granturismo engine and the older Ducati Diavel 1260 with the L-Twin Testastretta, they both nail this “power cruiser” thing in different ways.
both bikes have that wide tank, sexy single-sided swingarm, and cruiser ergonomics, but the new V4’s 1,158cc four-cylinder just brings a sportier feel than the 1260’s 1,262cc twin. When I rode them back-to-back i was honestly blown away – you get that comfy street vibe but then HOLY CRAP the performance when u twist the throttle!
price-wise they’re definitely not cheap haha. The latest Ducati Diavel V4 S (with the fancy Ohlins and tech stuff) is around $26.7K, while the 2019-22 Diavel 1260 S was about $23K (base 1260 around $20.4K). But they come loaded with electronics (cornering ABS, traction/wheelie control, ride modes, cruise, etc) and those awesome Brembo brakes. lemme break down how they actually feel to ride and compare to other bikes.
The heart of the V4 is that 1,158cc V4 Granturismo engine. It’s got a 90° layout and Twin Pulse firing order. It makes 168 hp @10,750 rpm and 93 lb·ft @7,500 rpm. Engineers at a launch event praised the V4’s power curve. “Smooth torque down low… strong midrange, and up high it just keeps making power.” Riding it daily means explosive but controllable power. Compared to the 1260’s twin, the V4 power comes on more progressively. It revs way higher, making highway passes ridiculous. Ducati sells an Akrapovič “Spitfire” exhaust that drops 24 lb and adds power.
The 1262cc Testastretta twin makes about 159 hp @9,500 rpm and 95 lb·ft @7,500 rpm. Its character feels more burly with big V-twin pulses. Both use ride-by-wire with two power modes. You can choose full power or reduced ~115 hp mode. On the road, the torque is just immediate. The 1260 S’s 159-hp twin gave “tremendous acceleration and speed.” It felt more refined than a Multistrada 1260 S, despite the cruiser look. Throttle response is muscular with deep, throaty exhaust.
Engine braking is surprisingly strong. It reminded me of an electric bike’s regen through corners. The V4’s extra 7% horsepower definitely shows. It’s faster and smoother, especially at high revs. During mountain rides, 3rd-4th gear from 5,000-8,000 rpm is plenty. The huge midrange and top-end power are impressive. My Cycle News buddy said the V4 engine “shreds anything I can think of” in its class. It handles “everything from sportbike thrashing to cruising.”
Competitors each do something different. Yamaha’s 1679cc VMAX V4 makes ~200 hp on paper but dyno tests showed 174 hp. The VMAX delivers 112.8 lb·ft at the wheel. It’s a torque monster, but feels different with its 5-speed and shaft drive. Harley’s Sportster S makes 121 hp and 93 lb·ft. With mid controls, it’s more sporty standard than dragster. Triumph’s Rocket 3 (2,500cc triple) dwarfs everything with torque (~163 lb·ft). It makes ~165-180 hp but is very heavy.
Ducati Diavel engines offer explosive performance beyond typical cruisers. The V4 S ensures blistering top-end power. The older twin still delivers strong roll-on power. Both feel smooth and refined with all the electronics. The only downside is power-induced wheelies or lowsides if you’re not careful. Thankfully traction control saves your butt.
this is where the Ducati Diavel shocked me – lean angle for DAYS! The V4 corners with crazy agility for what it is. That huge rear tire and long wheelbase (62.7 in) somehow still let me carve tight turns and scrape pegs, while staying stable at speeds I probably shouldnt admit to.
Ducati uses an aluminum monocoque frame and 50mm fully adjustable USD fork to keep weight down – the V4 drops 29 lb compared to the 1260, hitting about 520 lb wet (with 5.3 gal fuel). Ground clearance is limited – i definitely scraped those little pegs knobs during aggressive canyon carving – but this bike wasn’t built for full knee-dragging MotoGP stuff anyway.
on actual roads, both Ducati Diavels handle WAY better than their cruiser looks suggest. My friend at MCN said the 1260 S “handles like a sports roadster half its size” – a “brawny” cruiser that can dance thru corners. Testing the 1260, it felt surprisingly nimble, with quick direction changes and decent turning radius. The V4’s tighter rake (27° vs 1260’s 28°) and lighter weight only sharpen this: Cycle News found the V4 “will carve tight corner arcs as happily as long sweeping turns,” and i gotta give Ducati credit for making such a versatile chassis. Only complaint was the stock suspension was a bit soft – both front/rear springs use light preload from factory – so i twisted those preload knobs to tighten things up for aggressive riding.
the brakes are AMAZING. Both use Brembo Stylema radial calipers on 330mm discs up front. The huge discs bite HARD and dont fade even after repeated stops, plus they’re backed by sophisticated ABS with cornering mode. Never once felt like i needed more stopping power – u can scrub speed really aggressively before the chassis even complains. That unique four-exit exhaust on the V4 looks badass and gives a nice nod to its four-cylinder layout with a satisfying bark, but the real story is how balanced the chassis feels and how those strong Brembos give u confidence to use all that power in turns.
despite the whole Diablo styling thing, the Diavel is surprisingly comfy for long rides. The seating position is upright with mid controls: high bars and relaxed leg angle (pegs just behind ur belt line) put most riders in a natural stance. Ducati actually moved the rider forward and lowered the pegs on the 1260 update, so ur sitting more over the tank and less spread-eagle than on a typical Harley.
the stock seat is padded pretty well. On longer rides, i noticed the V4’s seat is a touch firmer than the 1260’s plush bench, but both are WAY better than typical cruiser torture racks. i’ve always thought cruiser seats ruin my lower back (maybe im just getting old 🙄), but thankfully, the Diavel seat is far more comfortable than most in this category. im about 6’1″ and the 31.1″ (790mm) seat height on the V4 felt secure while still giving plenty of legroom, and even my shorter riding buddy (hes like 5’7″) had no issues despite the seemingly tall number. (For reference, the 1260’s seat is 30.7″ / 780mm, and the Sportster S is super low at 28.9″.)
passenger accommodations are pretty minimal on base models (tho both Diavels have optional pillion seats and folding pegs u can add). There’s no windscreen fitted – out of town you’ll definitely feel that windblast at speed. But cruise control is standard (thank god), and theres tons of legroom so the Diavel can actually be a decent mile-eater. Both bikes also come with useful extras: ride modes (Sport, Touring, Urban, Wet) let u dial in the ride, and S-models get even more tech standard (cornering ABS, Ducati Quick Shift up/down, Öhlins rear shock on the 1260 S, etc). In town the Diavel is surprisingly manageable: that wide bar gives good leverage, and steering isnt nearly as ponderous as the bike looks.
comfort-wise, my overall verdict after living with both bikes is that the Ducati Diavel is cruiser-cozy with sportbike DNA. It kept me feeling planted (thanks to that big rear tire and solid chassis) without the annoying vibration u get from some Harleys. Electronic suspension (on the 1260 S or V4 S) can be tweaked to smooth bumps further if u want. The bikes soak up highway hours better than most power cruisers, especially with cruise control, and the upright posture puts almost no strain on wrists or knees. In short, the Diavel convinced me it can do long journeys almost like a maxi-naked sport-tourer – as one tester noted, it felt “less like a 159-hp muscle machine and more like a touring bike” during a seaside cruise we did last month.
ok so neither Ducati Diavel is a dedicated track bike (duh), but their sport-tuned chassis allows some pretty serious riding on twisty roads – i even took mine to a track day! With the V4 S on track, i was shocked how it handled “everything from dead stop to dead fast” through a mountain loop. The Diavel feels super stable braking hard into turns, and its power is totally usable at high RPMs without any harsh hit that would upset the chassis.
in mixed corner-and-straight circuits, i easily got the Diavel V4 well over triple-digit speeds (dont tell my mom lol), yet it remained planted thanks to that huge contact patch from the Pirelli Diablo Rosso rear tire. On corner exits the V4 just flat-out ACCELERATES thru the gearbox with smooth traction (tilt and roll control helps exploit all that power). The V2-powered 1260 isnt far behind in acceleration, but on track its narrower powerband means more shifting. In both cases, i did have to be mindful of the lean limit – scraping pegs happens pretty easily – and turn-in definitely isnt as instant as a short-wheelbase superbike. Brakes are strong and fade-resistant, making repeated hard stops easy.
basically, the Ducati Diavel can totally be hustled: it stays neutral through entry, agile mid-corner given its mass, and POWERFUL thru exit. It wont out-handle my buddy’s Panigale, but it handles far better than you’d expect from a heavy muscle cruiser. As MCN said, these bikes combine “acceleration thrills” with the ability to “dance through corners”. In my experience riding it hard for a week, the Diavel V4 felt very confidence-inspiring even on fast sweeps, allowing some near-sportbike angles. One moto journalist i know said the V4’s chassis shifts the “dial firmly towards riders coming off a sportbike and interested in taking things a bit slower”.
For everyday riding the Ducati Diavel is surprisingly friendly. Sounds crazy for a 168hp monster, right? The upright ergonomics make city riding easy. Good brakes help too. Strong low-to-mid torque adds to ease of use. The ride modes ensure you won’t get bucked in slippery conditions. Traction controls add safety. Visibility is good thanks to high bars. The mirrors work well. Fuel economy isn’t stellar. I got low 30s mpg in mixed use. A 5.3–5.8 gallon tank gives roughly 150–200 miles range.
Maintenance isn’t too bad. Ducati’s Desmo engine demands valve checks. Service intervals are long. Oil changes come every 9,000 miles. Valve service happens at 37,000 miles for the V4. The V4’s six-speed gearbox with quickshifter works smoothly. The 1260’s six-speed is also slick. Low-speed balance is surprisingly good given the weight. The low center of gravity helps. That wide-looking tank actually feels narrow between your legs. Parking these bikes takes some muscle. With practice it’s no worse than a big adventure bike.
Both Diavel models have comprehensive TFT displays. Smartphone integration comes standard. Turn-by-turn navigation is available via app. The V4’s color TFT is nice and large. Ducati’s intuitive menu lets you adjust electronics easily. Cruise control works flawlessly on highways. Neither has any windscreen. I bought an aftermarket flyscreen for longer trips. The passenger seat works only for short hops. Overall, I found the Diavel remarkably practical. It gives a “badass feeling” to mundane commutes. It handles weekend errands well. Twisty-tour routes are no problem.
Lemme put the Ducati Diavel in context with its main rivals (ive ridden most of these over the years). Yamaha’s VMAX (2020 model) was really the original V4 cruiser. It displaces 1,679cc and came with a $17,999 price tag (US). Yamaha claims ~200 bhp, but dyno tests i’ve seen found around 174 hp at the wheel and 113 lb·ft torque. The VMAX is WAY heavier (like 683 lb ready to ride) and has more laid-back custom cruiser styling. Ride quality is solid but kinda stiff (that big frame and shaft drive). Handling is much looser – the VMAX was great on drag strips or straight roads but not nearly as eager in tight bends. Brakes are good (often radial Brembos too), but the VMAX lacks the Diavel’s lean-angle aggressiveness. On price, the new Diavel V4 commands more money but also has way more electronics and better handling.
Harley-Davidson Sportster S (2024) is the newest American entry. It uses Harley’s Revolution Max 1250T V-Twin (1,252cc) and makes 121 hp and 93 lb·ft. Its lighter (~502 lb running order) and cheaper (starting at $15,999). The Sportster S feels sportier than any older Sportster i’ve ridden, with decent suspension and comfortable seating, but it doesnt match the Diavel’s outright speed or top-end. In corners the Sportster is more flickable due to lower weight, but it has a narrower powerband and literally half the horsepower. It also has fewer modes (no multiple power maps) and a more basic chassis. Ducati’s Diavel clearly outguns it in performance, tho the Sportster wins for everyday simplicity and price (my wallet would prefer the Harley lol).
Triumph Rocket 3 R/GT is the granddaddy monster tourer. With that HUGE 2,500cc inline-triple, it produces about 165 hp and a staggering 163 lb·ft torque (2020 R model) and weighs ~645 lb dry. Latest Storm versions push ~180 hp and 225 Nm (~166 lb·ft), but also bump curb weight to ~699 lb (i sat on one – its MASSIVE). The Rocket 3 is slowest to rev but absolute king of roll-on grunt; it feels more like a monster truck than a nimble bike. Its ride is comfortable (long-travel suspension) but its just too damn big to hustle in traffic or tight turns.
Design-wise, the Rocket is more retro-roadster vs the Diavel’s modern muscle styling. Pricing is similar ($22–25K), but the Rocket offers world-class torque at the cost of handling finesse. basically, the Diavel V4 sits between the Sportster and the Rocket: far more performance than the Harley at similar or higher price, and much greater agility than the Triumph at a modest premium.
Here’s the comparison I put together after riding all these monsters:
| Motorcycle | Engine (cc / Type) | Power (hp) | Torque (lb·ft) | Weight (kg / curb) | Seat Height | Transmission | Notes |
|---|---|---|---|---|---|---|---|
| Ducati Diavel V4 | 1,158cc V4 Granturismo | 168 hp @10,750 rpm | 93 lb·ft @7,500 rpm | ~236 kg (520 lb) | 790 mm | 6-speed, chain | Fast-revving, lightest of the bunch |
| Ducati Diavel 1260 S | 1,262cc L-Twin DVT | 159 hp @9,500 rpm | 95 lb·ft @7,500 rpm | ~249 kg (549 lb) | 780 mm | 6-speed, chain | Torque-rich and muscular |
| Yamaha VMAX | 1,679cc V4 | ~174 hp (dyno) | ~113 lb·ft (dyno) | 310 kg (683 lb) | 775 mm | 5-speed, shaft | Torque monster, heavier build |
| Harley-Davidson Sportster S | 1,252cc Revolution Max V-Twin | 121 hp | 93 lb·ft | ~228 kg (502 lb) | 734 mm | 6-speed, belt | Lightest Harley with a modern engine |
| Triumph Rocket 3 R / Storm R | 2,458cc Inline Triple | 165–180 hp | 163 lb·ft | ~291–320 kg (641–705 lb) | 773 mm | 6-speed, shaft | Largest capacity and torque by far |
(these specs from manufacturers and test data; see Ducati, Cycle World and Harley for more).
Pros: OMG the power delivery – combining cruiser comfort with superbike performance. Surprisingly agile handling for such a heavy bike, thanks to that short wheelbase and high-tech chassis (shocked me the first time i really pushed it in corners). Strong Brembo brakes and comprehensive electronics (cornering ABS, traction/wheelie control, quickshifter, cruise) that actually work well. Comfortable upright ergonomics and relaxed ride modes make it usable every day (i commuted on it for a week). The V4 S adds the latest hardware (Öhlins, carbon bits) for even better performance and tech. Unique, futuristic styling means it stands out and retains its “MegaMonster” appeal.
Cons: High price (especially the V4 S – my bank account still hurts). Heavy weight (500+ lb) still makes parking and low-speed maneuvers a workout (i dropped mine once in a parking lot – dont tell anyone). Limited lean angle (pegs scrape relatively early). No stock windscreen and rather firm steering (giving some bumpiness at city speeds unless u adjust suspension). Seat height may be tall for very short riders (my 5’4″ friend had to tiptoe), and passenger accommodations are basic (my girlfriend complained after like 30 mins on back). Fuel range is modest with only ~5 gallon tank. Lastly, exhaust note and character on the V4 are less raw than a pure V-Twin – some riders miss the classic Ducati throb (i kinda do tbh).
The Ducati Diavel delivers on its promise of a “power cruiser” like no other bike ive ridden. It fuses the visceral thrill of a muscle bike, top engineering, cutting-edge tech, and mature chassis. In daily use its comfortable and convenient, yet it can still astonish u at full throttle. The 1260 L-twin model still stands as a benchmark for style and acceleration in its class, while the new V4 S takes that formula higher: its smoother, quicker, and even more refined. For riders wanting the most extreme power-cruiser experience, the V4 is unmatched (nothing in the class “can rival it” in spec and performance). For those more budget-conscious, the 1260 offers nearly the same charisma and handling at a lower price.
compared to rivals, the Diavel balances all-around capability: it out-accelerates and out-corners a Sportster S or VMAX, and is far more nimble than the colossal Rocket 3. If ur a sportbike rider looking for cruiser comfort without sacrificing pace, the Diavel V4 is especially compelling – it can even appeal to superbike veterans as “a cruiser… firmly shifted towards sportier riders”.
Final Verdict after living with both bikes: The Ducati Diavel (especially the new V4 S) is a technical tour-de-force in the high-performance cruiser category. It offers thrilling power delivery, well-sorted handling, and surprisingly ample everyday usability. Its flaws – weight, price, and limited wind protection – are inherent to its design goals. In the end, for me at least, its strengths far outweigh the cons for anyone seeking a bold, unique machine that can dominate both stoplight drag races and winding canyon roads.
Pros: Unmatched acceleration and top-end power; agile cornering for a cruiser; high-tech electronics that actually work; stable at speed; comfortable ergonomics. Cons: Expensive (my wallet still hurts); heavy; high pegs limit lean; minimal wind protection; short range.
Ride with confidence: the Diavel V4 and 1260 reward aggressive riding and long-haul cruising alike, making them outstanding choices for sport-cruiser enthusiasts seeking adrenaline and attitude in one package. At least thats been my experience putting a few thousand miles on these beasts in the last year – i might be obsessed 🏍️
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