2025 Ducati XDiavel V4 Review

Ducati’s XDiavel has long been the redheaded stepchild of the Ducati lineup. It’s been sitting on dealer floors for nine years in the older 1260 version, but it hasn’t achieved the sales success that many in Bologna expected.

Photography by Gregor Haldena

The XDiavel (along with the base model Diavel, for that matter) has never faced significant competition from Japan or Europe. Perhaps you could argue the Triumph Rocket III could be classed as a rival, but the Diavel and XDiavel positively smoke it in the performance stakes.

We tested the *Diavel V4* back in 2023 at the world launch in Dubai (link: https://www.cyclenews.com/2023/02/article/2023-ducati-diavel-v4-review/) and loved it. The XDiavel V4 is largely the same machine, save for the obvious, even more outlandish style and attitude that even if you’re not familiar with the brand, you’d probably guess it was from Ducati.

The centerpiece of the XDiavel V4 is the same 1158cc V4 Granturismo engine found in the base Diavel V4 and the Multistrada V4, which delivers a claimed 168 horsepower at 10,750 rpm and 93 lb-ft of torque peaking at 7500 rpm.

Unlike the peakier high-performance bikes that house a Ducati V4 (Streetfighter and Panigale), the XDiavel V4 is tuned for stronger midrange power, giving it a punchy, responsive feel, especially between 4000 and 7000 rpm.

Hammer the throttle and the counter-rotating crank (along with the electronics) does its best to reduce wheelies, and mash the drive into that fatty 240-section rear tire and, before you know it, you’re fired towards your near future at a fabulous velocity.

Acceleration from the 1158cc V4 is irresistible when you’re on a clear road with no cars to ruin your fun. Get that motor spinning up in its midrange and it’s an absolute riot in much the same way as the Streetfighter V4. There’s so much midrange torque on offer, and you can even see just how much power or torque you’re using for a given rpm and throttle position via the cool little meter on the new dash.

The engine isn’t perfect, however, as it suffers from two distinct problems—a harsh initial throttle response from fully closed, regardless of your chosen riding mode, and a rough clutch engagement when the drive is finally delivered to the countershaft sprocket.

The jerky throttle pickup is not Ducati’s fault, as it’s due to the draconian emissions laws we have to abide by in the U.S.—I know this because the European-spec Diavel V4 I rode back in 2023 did not have this throttle issue.

However, the clutch issue was a new one, as I didn’t remember experiencing it on the Diavel in Dubai. The take-up point is quite far into the lever travel, and a few testers at the launch experienced repeated issues with the XDiavel V4 stalling at low-rpm situations.

This is only a problem when pulling away from a stop, because once you’re underway, the clutch is superfluous thanks to the up-and-down Ducati Quick Shift 2.0 system (DQS).

That brings me to another point: the DQS’s engagement is not as smooth as I’d have liked, especially at low rpm. I had to keep reminding myself that this is a superbike-derived motor, and as such, low rpm is not its forte—it prefers mid- to high-rpm shifts with all the engine internals working at a rapid pace. It’ll still do slow-speed shifting on the DQS, but I found using the clutch for sub-40 mph made the ride far more comfortable. And Ducati’s rear cylinder deactivation in traffic also helps the ride comfort by reducing heat from the V4 getting into your nether regions.

Like its less swanky Diavel V4 brother, the XDiavel V4 comes with four riding modes (Wet, Urban, Touring and Sport), as well as three power modes (High, with 168 horsepower; Medium, with 168 horsepower but a smoother throttle response; and Low, with 115 horsepower and a sedate throttle response). There’s also the usual Cornering ABS and traction control, wheelie control, power launch, LEDs front and rear, cruise control, and turn-by-turn navigation as standard (nice job, Ducati).

These systems are managed through a sharp 6.9-inch TFT display—the same one used on the Panigale—that presents information in a clear and intuitive layout. Navigation, media and call integration are available via Bluetooth, with Ducati’s proprietary app offering additional functionality like ride tracking and system updates.

One area that boggles the mind is that, on this $30,000 motorcycle, Ducati hasn’t equipped the rider with heated hand grips as standard. Nor do you get radar-assisted cruise control, electronic suspension, or even a preload adjustment knob for the rear suspension. That part, along with the grips, I find stunning, especially given that this is a bike you will probably want to use to cover vast miles with a passenger and possibly even luggage. Thus, having to change preload setups with the collar does not meet the standard of the rest of the machine.

One area that is impressive is that the motor’s valve check is now a whopping 37,000 miles, and the oil change is 9000 miles, thus bringing down the cost of ownership.

Anyway, moving on.

If the engine has a few issues, the same cannot be said for the handling, as Ducati has done wonders to make a bike with an ass so fat that it handles as well as it does.

With its long wheelbase and fat 240-section rear tire, you might expect the XDiavel V4 to be a reluctant partner in the twisties. But once underway, the XDiavel V4 is remarkably cooperative. Turn-in is smooth and predictable, the bike holds a line with confidence, and it does so with less rider input than on the old 1260 XDiavel.

You’re sitting quite low at 30.1 inches seat height (Ducati has an aftermarket seat that will give you an extra inch of leg room and trust me, if you’re over 5’10” tall, you’re going to want it), and the XDiavel V4 comes standard with forward-mount foot controls in the traditional cruiser style. This, however, proved incompatible with me after 45 minutes on board. The combination of the forward foot controls and the extreme curvature of the seat put an uncivilized amount of pressure on my lower back, to the point where I’d demand that Ducati fit the $300 extra mid-mount controls, or else I’d be taking the bus back to the hotel.

This put the XDiavel V4 back into the same ride position as the Diavel V4 I tested in Dubai and transformed the machine from a fast but sluggish-steering steed into a bruiser naked bike, one where I could get my weight over the front-end and make it steer with a bit more speed and a lot more precision.

It also took 70 percent of the weight off my lower back, making the ride a lot more comfortable. If I had access to the taller seat, I think I’d have hit the riding position sweet spot.

That being said, the handlebars are 0.8 inches lower and 0.6 inches closer to the rider than previously, so the reach to the handlebars is comfortable regardless of what feet position you have chosen.

The suspension setup features a 50mm inverted fork up front and a fully adjustable monoshock at the rear. In standard setting for a 200-pound rider such as myself, the ride is composed and pretty comfortable (once you’ve got your feet position sorted), although you will get a bit of a shock up through the seat if you hit square-edged potholes at any decent speed.

In faster corners, the big ol’ wheelbase of 63.8 inches and the 240-section rear tire make for a bit of a sluggish initial turn, but again, you have to expect that with the territory. Given its size and length, it’s remarkable how nimble the XDiavel V4 is. It’ll not hold a candle to any sporty naked bikes, but it handles with more precision and has a greater rate and speed of turn than a bike this size has any right to.

Braking performance is strong as you’d expect with Brembo Stylema four-piston calipers biting down on 330mm front discs with a Brembo radial master cylinder giving you plenty of feel at the lever. When backed up by Cornering ABS, and when you include the massive 265mm rear disc, braking is very difficult to fault.

The XDiavel V4’s styling is a major pillar of its identity. Let it be known—this is not a subtle motorcycle. Its aggressive stance reminds me of nightclub bouncers with ’roided-up traps, and, along with its distinctive lighting signature, the XDiavel V4, more so than the Diavel V4, is designed to turn heads.

The quad-exit exhaust system, tucked neatly on the right side, is both a visual and auditory highlight. The sound is rich and deep at idle, and it transforms into a feral bark under acceleration. (Ducati even has a full race exhaust for this bike that was modeled on the Spitfire WWII plane that must sound extraordinary.)

For riders looking for a cruiser that’s about as far as you can get from the Harley-Davidson/Indian Motorcycle definition, the XDiavel V4 is a compelling option. It combines the emotional appeal of Italian design, the power of the high-performance V4, and the kind of technological polish that is now a hallmark of modern Ducatis. It has its drawbacks, that is for certain, and there are a couple of parts Ducati needs to work on to make it a real polished diamond. The XDiavel is not a bike for everyone, but for those who understand its language, it speaks volumes. CN

VIDEO | 2025 Ducati XDiavel V4 First Ride

2025 Ducati XDiavel V4 Specifications

 

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