Ducati XDiavel V4 2025 Review: Power Meets Comfort in a Cruiser

The test ride around Grasse, nestled in the Maritime Alps, offers a realistic spectrum: dense urban traffic, rugged asphalt in tight hairpins, 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 practicality. I've tracked the test route, including the Verdon Gorge cut, on Calimoto for you to follow.

The XDiavel V4 remains a visual statementlong, low, and wide, with a clear silhouette. While the proportions still reflect the typical power-cruiser layout, the redesign brings a tighter and more technically refined appearance. The large 20-liter steel tank rises prominently before the rider, flanked by sharply contoured side panels. The lines flow in a continuous sweep to the minimalist rear end, making the XDiavel resemble a real Cornetto when viewed from above.

The exhaust system with four end pipes, already familiar from the Diavel V4, is similar but not identical, accompanying the elegant single-sided swingarm that showcases the massive rear wheel on its premium rim. The rear is undoubtedly the XDiavel's strong point, though the clean look is somewhat marred by the rather haphazardly mounted passenger footpegsa detail better executed on the Diavel.

Ducati mentions a revised lighting signature: a newly designed LED headlight with daytime running lights sits at the front, while a slender LED strip at the back functions as either a position or brake light, depending on the mode. The front indicators are integrated into the fairing, enhancing optical clarity, while the rear sequential indicators are mounted on the expansive license plate holder.

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

The new V4 Granturismo has big shoes to fill, as cruisers and V2 engines go together like peas in a pod. The V4 in the XDiavel isn't a smooth all-rounder. If that's your expectation, you'll be disappointed. Below approximately 2,500 rpm, the engine responds with little urgency. Additionally, there's a noticeable chain slap when coasting or decelerating in too high a gear, which is unusual and sometimes annoying for a cruiser. This is particularly evident when ambling through the city at low load and variable speeds. If you want to lazily roll around in a high gear, this isn't the bike for youit's most tolerable in Urban mode, which limits power to 115 hp and offers the gentlest throttle response.

Things change dramatically when you bring the engine into mid and high revs: between 4,000 and 8,000 rpm, the V4 shows its strengths with vigor. The throttle response is direct but can be finely adjusted through the riding modes. From around 6,000 rpm, the sound becomes robust, with the throaty intake noise clearly audible to the rider, thanks to the cleverly positioned airbox, though not intrusive to those outside. In Sport mode, the engine roars unmistakablynot loud, but very present, in a pleasantly mechanical way that some sound aficionados might miss.

The standard quickshifter works almost perfectly across most scenarios. It only refuses to upshift with a completely closed throttle, which isn't a major issue but should be noted in city riding, and there's a noticeable jolt through the bike during shifts at low revs and partial load. Overall, the powertrain delivers an exceptionally sporty yet not overly aggressive performance for this class of bike.

The engine's potential is particularly evident on open country roads with sweeping curves: if you let the throttle sit for just a moment at the curve exit and fire through the gears, you'll see a forbiddenly high speed on the new 6.9-inch display. The power is accessible from 3,000 rpm onwards, but thanks to the cutting-edge electronics, it never overwhelms.

Ducati claims a standard consumption of 6.6 liters per 100km, but after a refuel stop following nearly 140 (rather brisk) kilometers, we did the math: the indicated consumption was 7.6 liters, yet the actual refill was 12 liters, revealing a consumption of 8.7 liters per 100 kilometers. If you move around in Urban mode with gentle throttle input, you can reduce consumption to about 5.7 liters according to the onboard computer. However, in practice, this is only realistic on longer, smoothly ridden stretches without the acceleration sprees that are unfortunately so much fun on the XDiavel V4.

The handling of the XDiavel V4 is surprising in several ways. Firstly, despite its 1,620 mm wheelbase and forward-set footpegs, it maneuvers through curves more easily than expected. Secondly, despite its comfort-oriented setup, it doesn't feel mushy or vague at higher speeds. On the contrary, the front end remains stable under braking, and the steering is precise with excellent feedback for this class of bike. This is supported by the standard Pirelli Diablo Rosso 3 tires, which provide high grip and stable performance even in low temperatures and on wet asphalt.

Particularly impressive is the lean angle freedom. Despite a relaxed seating position, the XDiavel can lean significantly more than one might visually expecttight corner combinations can be tackled with a sporty line without the (adjustable) footpegs touching down prematurely. This was a recurring "aha" moment during swift downhill runs in the Verdon Gorge: "When will I feel the asphalt with my heel?"

The suspension is comfortably tuned but not soft. The 50-mm upside-down fork and the central shock absorber with 145 mm of travel (rear) work seamlessly without flaw. It effectively filters out ruts, patches, and hard cross-joints. The additional travel reserve (+30 mm compared to the predecessor) at the rear is a noticeable improvementthe XDiavel V4 remains composed even on rougher asphalt. The only downside is that the adjustment options are cumbersome to accessup front, you need special tools (a standard screwdriver can't reach the rebound or compression settings due to the handlebar configuration). At the rear, adjusting the preload requires a hook wrench and removing the rear seat and rider's seat; a hand wheel would have been a much more practical solution here.

The Brembo Stylema setup at the front, featuring 330mm dual discs, brings the bike to a halt effortlessly. The modulation is sensitive, the bite point is clear, the response is predictable, and operation is possible with just one finger. Notably, the rear brakewith a 265mm diametersignificantly contributes to overall deceleration in the cruiser context and is easy to modulate, such as in hairpins or during slow maneuvers. The only criticism is the rather inelegant solution for the rear reservoirtechnically unremarkable but not a visual highlight for Ducati, much like the entire right side of the engine with many exposed hoses and cables.

The XDiavel V4 maintains its true cruiser essence in seating position and handlebar geometry. With a seat height of 770 mm, it offers a secure stance; the handlebars are wide and relatively highideal for taller riders, though smaller ones might need to put in some effort when maneuvering. The thickly padded seat (+58mm compared to its predecessor) shows long-distance ambitions, ensuring no pressure points even after several hours in the saddle. The passenger seat has been noticeably improved and is now genuinely usable, thanks to the standard (though not pictured) grab handle, provided you're willing to adjust the suspension.

For those who prefer a sportier stance, accessory kits allow for the Diavel's footpeg position. This advantage allows riders to stand up in the saddle and easily shift their seating position. However, the standard significantly forward-set position, combined with the wide handlebars, offers the more relaxed cruiser riding experience.

Ducati equips the XDiavel V4 with a comprehensive electronics package as standard, based on a 6-axis IMU. The systems operate based on lean angle and intervene in finely graduated stepsnoticeable but not intrusive, especially in Sport mode. The core components are the four riding modes: Sport, Touring, Urban, and Wet. Each mode differs not only in engine setup but also in the preset configurations of the assist systems, and they can be further customized individually.

The engine characteristics are adjustable in three stages: "High," "Medium," and "Low," which control throttle response and power delivery. "High" in Sport mode provides a direct response with full power, while "Low" in Urban or Wet mode offers a very smooth, well-modulated throttle responseideal for city traffic or slippery surfaces with power reduced to 115 hp.

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

The new 6.9-inch TFT display in 8:3 format impresses with good readability in all light conditions, clear menu structure, and amusing additional infosuch as graphical representations of current power output or G-forces. Operation is via logically arranged, backlit buttons on the handlebarwith a noticeable click and intuitive navigation. The cruise control is also easy to activate and adjustsmall speed changes can be precisely controlled via the toggle switch.

Keyless-Go is standard, allowing the key to remain in your pocket during the ride. For more connectivity, the Ducati Link App allows smartphone pairingto display calls, messages, or music control. Even turn-by-turn navigation, visualized on the display, is part of the standard equipment.

In sum, the XDiavel V4 offers one of the most complete and practical electronics packages currently available in the cruiser segmentfunctional, clear, and sensibly tuned.

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

Credit must also be given to the Pirelli Diablo Rosso 3, which, although a bit older now, was specifically developed for the first XDiavel in 2015. Even in single-digit temperatures and wet conditions, it provides excellent grip, allowing for respectable lean angles. However, when crossing manhole covers and zebra crossings, you'll be grateful for the safety net provided by the traction control.

The Diavel V4, which we've had the pleasure of testing multiple times, and the XDiavel V4 share the same engine and electronics, but are fundamentally different bikes otherwise, with noticeably distinct riding experiences. The Diavel has a 2.5 cm shorter wheelbase (1,593 mm), a higher seat position at 790 mm, and offers an even more agile, central riding feel. The XDiavel, with its 1,620 mm wheelbase, is longer, heavier, and more relaxed, taking up more space both visually and dynamically. Those torn between an urban and performance bike will likely be happier with the Diavel. Those who appreciate the cruiser format will find the XDiavel to be the more harmonious package.

The Ducati XDiavel V4 is clearly positioned in the upper price segment. In Austria, the starting price is 36,995 euros, while in Germanywithout NoVAit's 28,990 euros. Ducati charges a moderate premium of 300 euros for the matte Black Lava color variant over the standard Burning Red. The market launch is set for May 2025, with deliveries to pre-order customers expected to begin from that point.

Ducati's accessory program already offers numerous customization optionsamong them heated grips, designer luggage solutions, and alternative footpeg positions. Those opting for the full equipment package will see the base price increase accordinglythere are no surprises regarding the scope of standard equipment, though the heated grips should have been standard, especially in 8-degree temperatures and heavy rain on the return journey.

How does the XDiavel V4 differ from the Diavel V4?

Both models share the 1,158 cc V4 Granturismo engine but 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 resembles a sporty naked bike with cruiser aesthetics. Those seeking 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.

What is the engine's power output?

The V4 Granturismo delivers 168 hp at 10,750 rpm and 126 Nm at 7,500 rpm. 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 during spirited riding was 7.6 liters, 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 a secure stance for shorter riders. However, the wide handlebars and high weight require some maneuvering skill.

What riding modes does the XDiavel V4 offer?

Four riding modes are available:

• Sport (full power, direct response)
• Touring (smoother throttle, full power)
• Urban (115 hp, soft mapping)
• Wet (115 hp, maximum assist intervention)

All modes can be individually configured (throttle response, ABS, DTC, DWC).

How well does the Wet mode perform in rain?

Very well. Power is noticeably reduced, and all assist systems operate at maximum intervention level. 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 weaknesses in everyday use?

In the lower rpm range (below 2,500 rpm), it lacks torque, and there's chain slap when coasting or in the wrong gear. Lazy cruising isn't this engine's strengthit shines in the mid and upper ranges.

How comfortable is the suspension?

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

What electronic aids are standard?

• 6-axis IMU
• Cornering ABS (three stages)
• Traction control (four stages + Off)
• Wheelie control (four stages + 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 carrying a passenger?

Yes, much better than its predecessor. The rear seat is wider, longer, and more padded. A passenger grab handle is included as standard, but it must be mounted separately. Unfortunately, adjusting the preload is cumbersome with a hook wrench.