Diavel Rs 2026

Hi,
Has anyone any info on this new Diavel RS planned for 2026? cheers

 

I guess that is a no then!

 

Registered in USA apparently

 

Ouch!

 

This is on Bennets Bike Social
PRICE TBC

POWER 182bhp

WEIGHT 220kg

OVERALL BIKESOCIAL RATING TBC


Ducati is turning the ‘RS’ badge into a subset within its range with the launch of the new Diavel V4 RS as the first new entry for its 2026 lineup as more exotic alternative to the existing Diavel V4.

It becomes the second RS-badged Ducati in the range alongside the Multistrada V4 RS, which is also updated for 2026, and those two letters denote a substantial change in the form of the 1103cc Desmosedici Stradale engine from the Panigale and Streetfighter V4 models in place of the 1158cc V4 Granturismo motor of the normal Diavel. Despite the smaller capacity it’s a thoroughbred motor with more performance, elevating the Diavel into a league above the standard model.


Pros & Cons

PROS

• 
  The Desmosedici Stradale V4 brings Ducati’s signature desmodromic valvetrain to the Diavel V4 for the first time
  
  Revvier nature and an extra 14hp promises to transform the Diavel RS’s character and Ducati says the RS is the fastest-accelerating production bike to 60mph in its range.
  
  High-end suspension and equipment as befit a machine that’s sure to be pricier than the standard version

CONS

• 
  Ducati has stopped shy of bringing the 200hp-plus performance that the engine is clearly capable of in the Panigale and Streetfighter
  
  Single, graphics-heavy paint option won’t be to every

2026 Ducati Diavel V4 RS - Price & PCP

Ducati hasn’t confirmed the Diavel V4 RS’s price at the time of writing, but we can look to the Multistrada range to get a clue as to what premium the ‘RS’ badge and superbike-based engine carries. The 2025-spec Multistrada V4 RS carried a £32,795 tag, more than £11,000 above the Multistrada V4 S. Given the standard Diavel V4 runs to £23,995, the Diavel V4 RS might not leave much change from £35,000.

For that, you get what Ducati describes as a ‘numbered series’ bike, with each machine carrying a unique number on an RS-badged plaque on the rear cylinder bank, but it’s not a strictly limited-edition machine where total production is capped at a predetermined figure.

There’s no choice when it comes to colour schemes, just the RS-branded black, grey and red seen in these images, and dealers are expected to start receiving bikes in December 2025.


2026 Ducati Diavel V4 RS - Engine & Performance

The engine is really the highlight of the Diavel V4 RS, and while it shares the same general configuration as the ‘V4 Granturismo’ motor in the standard Diavel V4, the Desmosedici Stradale motor is a significantly different beast.

Borrowed from the Panigale V4 and Streetfighter V4 ranges, the Desmosedici Stradale is the true MotoGP-derived V4 in Ducati’s street bike range, with an 81mm bore (the maximum permitted in MotoGP) paired to a 53.5mm stroke for a capacity of 1103cc. That’s down a fraction on the V4 Granturismo’s 1158cc, as the Granturismo uses a larger, 83mm bore with the same stroke, but the Desmosedici Stradale has a more race-inspired design and character.

Capacity aside, the big difference is the valvetrain. As its name suggests, the Desmosedici Stradale uses the signature desmodromic valve system that’s been a hallmark of high-end Ducatis for decades, with a system of rockers and cam lobes to positively close the valves as well as open them, so there’s no need for traditional valve springs like those used in the Granturismo. That cam-operated valve closing system means desmo engines can rev higher, and the Desmosedici (‘sedici’ means 16, referring to the V4’s valve count) doesn’t disappoint on that front. In the Diavel V4 RS, the engine’s redline comes at 14,000rpm in first gear and 13,500rpm in the higher ratios, while the peak of 182hp arrives at 11,750rpm and the max torque, 89lbft, comes at 9,500rpm. By comparison, the standard Diavel V4’s engine makes its peak of 168hp at 10,750rpm and its 93lbft of torque at 7,500rpm.

Ducati has clearly left some headroom for improvement here, as the Desmosedici Stradale fitted to the current Panigale V4 is much more powerful – 216hp at 13,500rpm – than the version fitted to the Diavel V4 RS, which is in a similar state of tune to the variant used in the Multistrada V4 RS. The Multistrada V4 RS, like the Diavel V4 RS, is the only model in its sub-range to use the Desmosedici engine, while the more prosaic versions have the Granturismo motor with conventionally-sprung valves.

To suit the revvier engine, the RS gets revised gearing compared to the normal Diavel, with a different final drive ratio, and its transmission features Ducati’s ‘DQS 2.0’ quick shifter and an STM-EVO SBK dry clutch. Like the Granturismo engine, there’s also a cylinder deactivation system that switches off the rear bank when the bike is stationary and in neutral to reduce heat soak that could reach the rider.

A trio of power modes is paired to traction control, wheelie control and the quick shift electronics, forming the basis of four riding modes – Race, Sport, Touring and Wet. Race and Sport use full power and fast throttle response, Touring has full power but a more relaxed delivery, and Wet uses a restricted power mode peaking at 114hp.

There’s also a ‘Ducati Power Launch’ function, with three modes, to maximise acceleration, pairing with the wheelie control. It automatically modulates the throttle while you simply keep it pinned wide open, letting you concentrate on getting the ideal clutch release, and an algorithm limits how many consecutive starts you can make using the system, protecting the clutch from premature wear.

That launch control contributes to making the Diavel faster from 0-100km/h (0-62mph) than anything else in Ducati’s road bike range, thanks in part to a longer wheelbase than the lighter, sharper sports models in the lineup. Ducati claims a time of 2.5 seconds to hit that benchmark, putting it close to MotoGP bikes in terms of off-the-line acceleration.


2026 Ducati Diavel V4 RS - Handling & Suspension (inc. Weight)

Ducati normally offers ‘S’ versions of its bikes – at least in the Panigale, Streetfighter and Multistrada ranges – with Öhlins suspension to set them aside from the base models. There’s no Diavel V4 S, though, so the new RS steps into the breach and brings Öhlins to the Diavel range in the form of 48mm NIX30 forks (surprisingly, they’re 2mm slimmer than the 50mm upside-downers used on the base model), added to an STX46 rear shock. As you’d expect at this level, both ends are fully adjustable for compression and rebound damping as well as preload. Ducati says the suspension is also firmer than the standard Diavel V4’s, adding a new sportiness to the riding experience.

As on the standard Diavel V4, the brakes are Brembo Stylema four-pots on 330mm discs at the front, with a two-pot rear Brembo on a 265mm rotor, allied to cornering ABS, but the RS gets red-painted calipers.

While the aluminium monocoque chassis and steel trellis subframe are borrowed from the stock bike, the wheels are a new forged alloy design and wear Pirelli Diablo Rosso IV rubber, specially made for the first time in the massive 240/45 ZR17 size that the Diavel V4 RS demands.

2026 Ducati Diavel V4 RS - Comfort & Economy

With the same dimensions and a similar riding position to the standard Diavel V4, the RS isn’t likely to give away anything in terms of comfort to its less-sporty sibling. Even though the suspension is firmer, the Öhlins damping promises a higher level of refinement.

There’s no screen, but the bodywork is altered for the RS, with new carbon fibre parts for the front cowl, the tank sides and the new tail unit – a single-seat design that eliminates the stock bike’s clever, retractable pillion pegs and grab handle – although the latter can be swapped for a standard seat with the usual passenger accoutrements if you want to be able to ride two-up. The two-seat kit is supplied as standard alongside the single-seat setup.

The air intakes on the sides are subtly redesigned and feature exposed carbon, and the rider’s seat is finished with red stitching. New, titanium end caps give the distinctive quad exhaust a new style, too.


2026 Ducati Diavel V4 RS - Equipment

The view from on board is much the same as the standard bike, with a similar 5-inch TFT display, albeit with dedicated graphics for the RS model. The remote key is also unique to the RS, with a laser-etched ‘RS’ logo, and the bike is separated further from the base model with a lithium-ion battery that, along with the carbon elements, gives a 3kg reduction in weight.

Of course, buyers will also be able to delve into a catalogue of options including luggage in the form of semi-rigid panniers, as well as a front windscreen to add to the bike’s long-distance ability. There’s a range of billet aluminium components, too, including levels, pegs, filler caps and reservoirs, as well as additional carbon fibre options.



2026 Ducati Diavel V4 RS - Rivals

It’s always been hard to peg the Ducati Diavel when it comes to competitors, as it’s determined not to fit into any preconceived class of bike. It’s not a cruiser – that job falls to the XDiavel V4 – but neither is it a conventional roadster. If there was a category simply called ‘head-turners’, that’s where it should sit. Alongside it in that imaginary class, you’d also find probably the closest competitor to the Diavel when it comes to head-swivelling: Triumph’s massive Rocket 3 Storm R, which also matches it on outright power despite taking a very different route. With more than twice the capacity and only three-quarters the cylinder count, the Rocket’s 2.5-litre triple is still the largest purpose-made motorcycle engine ever to be mass-produced, and results in vastly more torque than any of its rivals, all achieved without breaking a sweat. But unlike the Diavel, it’s a heavy beast, so don’t expect the same level of surprising backroad ability.

Meanwhile, Kawasaki’s Z H2 Performance is not in the first flush of youth but remains unique in the market thanks to its brawny streetfighter style that’s more than backed up by the 200hp, supercharged four-cylinder engine that’s still unique to Kawasaki’s H2 model range a decade after the original Ninja H2 was launched. While £20k is a lot for any bike, it feels like something of a bargain in this company. Low mileage used H2s dip below £10k now and you know that it’s going to be one of those rarely-seen classics in the future, a bit like the GPZ750 Turbo today, that you’ll wish you’d bought when they were still affordable.

Perhaps more closely aligned to the Ducati Streetfighter than the Diavel in its stance, MV Agusta Brutale 1000 RR earns its spot here because it’s one of the most head-turning bikes on the street and backs that up with 200hp-plus performance and all the high-end components and tech that you’d hope for from a bike in this price bracket.