Ducati XDiavel V4 2025 Review: Power Cruiser Unleashed

The test ride around Grasse, nestled in the Maritime Alps, offers a realistic range: dense city traffic, rough asphalt in tight switchbacks, long uphill stretches with varying curves – and the Verdon Gorge as the dynamic highlight. These are precisely the conditions under which a sport cruiser with full electronic equipment must prove its everyday usability. I've tracked the test route including the Verdon Gorge cut on Calimoto for you to follow.

The XDiavel V4 remains a visual statement—long, low, wide, with a clear silhouette. Its proportions still adhere to the typical power cruiser layout but now appear tighter and more technically refined after the redesign. The large 20-liter steel tank rises prominently in front of the rider, framed by sharply contoured side panels. The lines flow in a continuous sweep to the minimalist tail. Viewed from above, the XDiavel is a true Cornetto.

Familiar from the Diavel V4 is the exhaust system with four tailpipes, while the elegant single-sided swingarm, although similar, presents the massive rear wheel on a premium rim in its best light. The rear end is undoubtedly the XDiavel's highlight, though the clean look is somewhat marred by the rather carelessly mounted passenger footpegs, which were better resolved in the Diavel.

Ducati speaks of a revamped lighting signature: a newly designed LED headlight with daytime running lights at the front and a sleek LED strip at the rear, acting as a position or brake light depending on the situation. The indicators are integrated into the front fairing, adding to the visual clarity, while the sequential rear indicators are mounted on the expansive license plate holder.

Two color options are available: Burning Red and Black Lava, both created specifically for the new XDiavel V4. The latter, with its violet-tinged surface, costs an additional 300 Euros and perfectly complements the bike's extraordinary look. The craftsmanship and materials are consistently high-quality, though in some areas where brushed aluminum might be expected, plastic parts with an aluminum finish are used.

The new V4 Granturismo has big shoes to fill, as cruisers and V2 engines go together like a match made in heaven. In the XDiavel, the V4 is no polished all-rounder. Anyone expecting that will be disappointed. Below 2,500 RPM, the engine responds with little urgency. There's also a noticeably unsettling chain slap when coasting or rolling off the throttle in too high a gear—unusual and sometimes annoying for a cruiser. This is particularly evident when puttering around town with light loads and speed changes. If you're looking to lazily cruise around in a high gear, this isn't the bike for you, though it's somewhat tolerable in Urban mode, which limits the power to 115 HP and offers the smoothest throttle response.

It's a completely different story when you let the engine rev into the mid and upper ranges: Between 4,000 and 8,000 RPM, the V4 asserts its strengths with authority. The throttle response is direct but can be finely tuned through the riding modes. Around 6,000 RPM, the sound becomes robust, with the throaty intake noise clearly audible to the rider thanks to a cleverly positioned airbox, without being intrusive to bystanders. In Sport mode, the engine roars unmistakably—not loud, but very present, in a pleasantly mechanical way that some sound aficionados have come to miss.

The standard quickshifter works nearly flawlessly in almost all situations. It only refuses to upshift when the throttle is completely closed—a minor issue, but something to keep in mind in urban settings. Moreover, during low RPM and partial load shifts, a noticeable jolt runs through the bike. Overall, the engine delivers an exceptionally sporty, yet not overly aggressive, performance for this class of vehicle.

The engine's potential is particularly evident on open country roads with sweeping curves: let the throttle hang open for just a moment at the curve's exit and shift through the gears, and you'll see a thrillingly high speed on the new 6.9-inch display. The power is always available from 3,000 RPM, yet thanks to the state-of-the-art electronics, it's never overwhelming.

Ducati claims a standard consumption of 6.6 liters per 100 km. However, after a fuel stop following nearly 140 spirited kilometers, we did the math: with brisk riding, the indicated consumption was 7.6 liters, but the actual amount refilled was 12 liters, revealing a consumption of 8.7 liters per 100 kilometers. In Urban mode, with gentle throttle application, the onboard computer suggests you can reduce consumption to around 5.7 liters. In practice, this is realistically achievable only on longer, smoothly ridden stretches without the acceleration thrills that the XDiavel V4 unfortunately makes so irresistibly fun.

The handling of the XDiavel V4 surprises in multiple ways. Firstly, despite its 1,620 mm wheelbase and forward-set foot pegs, it maneuvers through curves more easily than expected. Secondly, even with its comfort-oriented setup, it remains stable and well-defined at higher speeds. On the contrary, the front end stays calm under braking, and the bike steers with precision and excellent feedback for this class. This is supported by the standard Pirelli Diablo Rosso 3 tires, which provide high grip and stability even in low temperatures and on wet asphalt.

Particularly impressive is its lean angle capability. Despite a relaxed seating position, the XDiavel can be leaned much further than one might visually assume—even tight corner combinations can be tackled with a sporty line without the (adjustable) pegs touching down prematurely. During spirited downhill runs in the Verdon Gorge, this was a recurring "aha" moment: "When will I feel the asphalt with my heel?"

The suspension setup is comfortable but not soft. The 50-mm upside-down forks and the central rear shock with 145 mm of travel work flawlessly. Potholes, patches, and harsh road joints are smoothly absorbed. The additional suspension travel (+30 mm compared to the predecessor) at the rear is a welcome improvement, keeping the XDiavel V4 composed even on rough asphalt. The only downside: the adjustment options are not easily accessible—at the front, special tools are required (due to the handlebar design, neither rebound nor compression adjustments can be reached with a standard screwdriver). At the rear, adjusting the preload requires a C-spanner and removal of the rear seat and rider's seat, where a handwheel would have been a much more practical solution.

The Brembo Stylema setup at the front with 330 mm dual discs brings the motorcycle to a stop effortlessly at any time. The modulation is sensitive, the bite point is distinct, the response predictable, and operation is possible with just one finger. The rear brake is also noteworthy—with its 265 mm diameter, it significantly contributes to overall deceleration in the cruiser context and is well-modulated, whether in hairpins or during slow maneuvers. The only criticism is the inelegant execution of the rear reservoir solution—technically unobtrusive, but visually not a Ducati highlight, much like the entire right side of the engine with many exposed hoses and cables.

The XDiavel V4 remains a true cruiser in terms of seating position and handlebar geometry. With a seat height of 770 mm, it offers secure footing, and the handlebars are wide and relatively high—ideal for taller riders, while shorter ones may need to put in a bit more effort when maneuvering. The thickly padded seat (+58 mm compared to its predecessor) shows long-distance ambitions, ensuring no pressure points even after several hours in the saddle. The pillion seat has been noticeably improved and is now seriously usable, thanks to the standard (though not shown in the images) grab rail, if you're willing to adjust the suspension.

For those who prefer a sportier stance, accessory kits allow for the foot peg position of the Diavel. The advantage here is being able to stand up in the saddle and easily change the seating position. However, the standard, significantly forward-set position, combined with the wide handlebars, offers a more relaxed cruising experience.

Ducati equips the XDiavel V4 with a comprehensive electronics package as standard, based on a 6-axis IMU. The systems are lean-angle sensitive and intervene in finely graded steps—noticeable, yet not intrusive, especially in Sport mode. The core components are the four riding modes: Sport, Touring, Urban, and Wet. These modes differ not only in engine setup but also in the pre-settings of the assist systems, and they can be further customized individually.

The engine characteristics can be adjusted in three stages: "High," "Medium," and "Low" regulate throttle response and power delivery. While "High" provides direct response with full power in Sport mode, "Low" offers very gentle, well-dosed throttle response in Urban or Wet mode—ideal for city traffic or slippery surfaces with power reduced to 115 HP.

The traction control (DTC) and wheelie control (DWC) can each be set to four intensity levels plus "Off." The ABS is also three-stage configurable, with stage 1 disabling the rear-wheel ABS—a feature particularly appealing to sport-oriented riders and likely unique in the cruiser class. Additionally, Ducati Power Launch (DPL) can be activated for controlled, maximum acceleration starts at traffic lights.

The new 6.9-inch TFT display in 8:3 format impresses with readability in all lighting conditions, a clearly structured menu, and entertaining extras—such as graphical displays of current power output or G-forces. The controls are operated via logically arranged, backlit buttons on the handlebars—with a tangible pressure point and intuitive guidance. The cruise control is also easy to activate and adjust—small speed changes are precisely adjustable via the rocker switch.

Keyless-Go is standard, so the key can remain in your pocket while riding. For more connectivity, the Ducati Link App allows smartphone pairing—to display calls, messages, or control music. Even turn-by-turn navigation, visualized on the display, is included as standard.

Overall, the XDiavel V4 offers one of the most complete and practically oriented electronics packages currently available in the cruiser segment—functional, clear, and sensibly coordinated.

After lunch, about 2 hours' ride from the hotel, the sky darkens, and it starts to rain. With around 110 km to go, there's more than enough time to thoroughly test the XDiavel's new Wet mode. The power delivery is almost timid; it's surprising how subdued a V4 of this size can feel with modern electronics. This reduction in power enhances safety, with all assistance systems operating at their highest intervention level. In this mode, even inexperienced riders can handle the formidable power cruiser.

I must also praise the Pirelli Diablo Rosso 3, which, despite its age, was specifically developed for the first XDiavel back in 2015. Even in single-digit temperatures and wet conditions, it grips commendably, allowing for decent lean angles. However, when crossing manhole covers and pedestrian crossings, the safety net provided by the traction control is reassuring.

The Diavel V4, which we've had the pleasure of testing multiple times, and the XDiavel V4 share the same engine and electronics, but they are fundamentally different bikes, with a notably distinct riding experience. The Diavel features a 2.5 cm shorter wheelbase (1,593 mm), has a higher seat position at 790 mm, and offers an even more agile, centralized handling feel. The XDiavel, with its longer 1,620 mm wheelbase, is heavier but also more relaxed. It occupies more space—both visually and dynamically. Those who are torn between an urban and performance bike will find the Diavel more satisfying. For those who appreciate the cruiser format, the XDiavel offers a more cohesive package.

The Ducati XDiavel V4 is clearly positioned in the upper price segment. In Austria, the starting price is 37,495 Euros, while in Germany—excluding NoVA—it is 28,990 Euros. Ducati charges a moderate additional 300 Euros for the matte color variant Black Lava compared to the standard Burning Red. The market launch is scheduled for May 2025, with deliveries to pre-order customers expected to begin from that point.

Ducati's accessory program already offers numerous customization options, including heated grips, designer luggage solutions, and alternative foot peg positions. Those opting for the full equipment package will see the base price increase accordingly—though there are no surprises regarding the standard equipment's scope; only the heated grips should have been standard, especially at 8 degrees and heavy rain on the return trip.

How does the XDiavel V4 differ from the Diavel V4?

Both models share the 1,158 cc V4 Granturismo engine, but they differ significantly in concept. The XDiavel V4 is longer (1,620 mm wheelbase), lower (770 mm seat height), and designed for more relaxed riding. The Diavel V4 is shorter, more agile, and feels like a sporty naked bike with cruiser looks. Those looking for long-distance comfort will find the XDiavel more suitable.

How much does the Ducati XDiavel V4 cost?

In Austria, the starting price is 37,495 Euros, while in Germany it is 28,990 Euros. The Black Lava color variant costs an additional 300 Euros.

When will the Ducati XDiavel V4 be available?

The market launch is scheduled for May 2025.

How much power does the engine produce?

The V4 Granturismo delivers 168 HP at 10,750 RPM and 126 Nm at 7,500 RPM. The power delivery is particularly dynamic in the mid and upper RPM range.

What is the fuel consumption of the XDiavel V4?

Ducati states a standard consumption of 6.6 l/100 km. In tests, the indicated consumption was 7.6 liters during spirited riding, with a real measured value of 8.7 l/100 km. In Urban mode, around 5.5 l/100 km is possible with gentle riding.

Is the Ducati XDiavel V4 suitable for shorter riders?

Yes. With a seat height of 770 mm, the XDiavel V4 offers secure footing for shorter riders too. However, the wide handlebars and substantial weight require some experience when maneuvering.

What riding modes does the XDiavel V4 offer?

Four riding modes are available:

• Sport (full power, direct response)
• Touring (gentler throttle response, full power)
• Urban (115 HP, smooth mapping)
• Wet (115 HP, maximum intervention of assist systems)

All modes are individually configurable (throttle response, ABS, DTC, DWC).

How effective is the Wet mode in the rain?

Very effective. The power is noticeably reduced, and all assist systems operate at the highest level of intervention. Controlled riding with acceptable lean angles was possible even in rain and cooler temperatures, supported by the grippy Pirelli Diablo Rosso 3.

What are the V4 engine's everyday drawbacks?

In the lower RPM range (below 2,500 RPM), it lacks punch, and there's chain slap when coasting or in the wrong gear. The engine isn't ideal for lazy cruising but excels in the mid and upper ranges.

How comfortable is the suspension?

The XDiavel V4 offers a surprisingly comfortable base setup. The longer rear travel (145 mm) significantly improves damping on rough roads. The suspension components are fully adjustable, though not easily accessible.

What electronic aids are standard?

• 6-axis IMU
• Cornering ABS (three-stage)
• Traction control (four-stage + Off)
• Wheelie control (four-stage + Off)
• Ducati Power Launch
• Quickshifter 2.0 (Up & Down)
• Cruise control
• 6.9-inch TFT display with smartphone connectivity
• Keyless-Go

Is the Ducati XDiavel V4 suitable for two-up riding?

Yes, significantly better than its predecessor. The rear seat is wider, longer, and more padded. A pillion grab rail is included as standard but must be mounted separately. It's frustrating that preload adjustment requires a C-spanner.