Back in February 2023, Ducati revealed the then-new Diavel V4. It was a big move for the Italian manufacturer as they ditched the bike's traditional V-twin power plant in favour of the new Granturismo V4.
That wasn't the only shake up, either. There was a new chassis, now a monocoque design, uprated Brembo Stylema racing brakes and, as you would expect from Ducati, superbike levels of electronic rider aids.
Faster, more nimble and responsive than before, Ducati's sports cruiser appeared to be morphing into full-on naked street bike.
While all eyes turned to the new Diavel, the XDiavel, essentially a feet-forward cruiser sibling of the Diavel, slipped somewhat into the background. But now, for 2025, Ducati has reintroduced the XDiavel, using technology and components from the standard Diavel as well as fresh and muscular new bodywork and styling.
Ducati doesn’t generally make ugly bikes and the XDiavel looks right at home among the beautiful people. It's immaculately styled and detailed, oozes muscle as well as class and, in the way it sits lightly on its wheels, is unmistakeably a Ducati.
The only problem is all that beauty and desirability comes at a price, which is £25,995 in the UK. Cruisers are expensive, but even Triumph’s ginormous Rocket 3 is cheaper (and more powerful too). Competition from the USA in the shape of Harley-Davidson and Indian is also cheaper, even if you add a few optional extras.
The big talking point is the introduction of the counter-rotating crankshaft, 1158cc, Granturismo V4 powerplant in favour of the traditional 1260 V-twin. Smoother, with a more free-revving linear delivery, peak power increases to 168bhp @ 10,750rpm, but peak torque is a fraction down at 126Nm @ 7500rpm.
The V4 has wider, 9000-mile, service intervals and is equipped with Ducati's rear cylinder deactivation system, which cuts the two rear cylinders at low rpm to save fuel and reduce heat transfer to the rider on warm days.
With the new motor comes a raft of new rider aids, four riding modes (Sport, Touring, Urban and Wet) along with three power modes (High, Medium and Low). Launch control, wheelie control, traction control and cruise control are all present, and certainly valid on a hotrod like this.
It is all operated by new switchgear and a generously sized (6.9”) new dash. As you’d expect, cornering ABS is standard to match those Brembo Stylema stoppers and 330mm discs.
But it is not all about producing the most advanced and sportiest cruiser on the market. Ducati has also looked at increasing comfort with improved ergonomics. They’ve lowered the ‘bars and moved them closer to the rider, while the seat foam is thicker but still just 770mm from the ground.
Even the pillion seat is larger than before. There’s no electronics on the suspension, as you’d find on some sportier Ducatis, but the conventional mechanical setup is fully adjustable, as you would expect from motorcycle costing this much. Compared to the old bike, the rear gets 25mm more travel to improve comfort and tourability.
We tested the XDiavel on a press event laid on by Ducati in the south of France. The first test was to negotiate the crazy traffic of Grasse, trying our best to leave congestion behind as we headed to the calmer and far more fun Route de Napoleon.
Aside from trying to look cool in the fashionable city streets, the ride through crawling traffic did give us a clear understanding of the rear cylinder deactivation system, and the XDiavel's increased comfort. The former is nothing new but is now much more apparent.
Below 4000rpm and under low load, the system still cuts the rear bank of cylinders, thus saving fuel and reducing engine heat to the rider, but now Ducati has deliberately made the transition between running on two cylinders and four cylinders more obvious – and you certainly feel this when riding.
Below 4000rpm the twin-cylinder Granturismo sounds and feels different to when it's firing on four. For starters, the exhaust has a lower pitch. Assuming the revs remain below 4000rpm and the torque request to the engine remains low, you can short shift up to around 56mph on just two cylinders.
The moment you turn the throttle with conviction, however, it reverts to a full-fat V4, no matter the rpm. It’s enjoyable playing with the power, feeling the extra kick as the cylinders chime back in. As for reducing the flow of unwelcome engine heat to my legs and lower body, I certainly didn't feel uncomfortable in the city, but we did have unseasonably mild conditions in the south of France.
The small towns that pepper the hills above Cannes are policed by speed humps that are sometimes hard to see until the last moment. I missed one early on the test ride and braced for a significant jolt from the low seat and relatively short stroke suspension, but my spine was thankful of the now longer, plusher travel and meatier new seat.
I remember the old bike was a little firm, which was especially noticeable at low speed on poor roads, as cruisers with less suspension travel usually are. But the new XDiavel is noticeably improved over the previous bike. There were several occasions where I’d run over a pothole and was expecting a kick to the rear, but instead the XDiavel delivered a smooth ride. It’s no Honda Goldwing but is an improvement over the previous model.
It's out in the countryside that the Ducati plays its ace card and separates itself from all other cruisers. As the traffic thinned and the road began to twist and turn, I switched from Touring mode to Sports mode and settled in for the ride. With its sporting hat on, the Granturismo is as flexible as it is fast.
There's a broad spread of smooth-as-silk torque that drives the extra-wide 245-section Pirelli Diablo Rosso II into the road and, unlike a typical American V-twin, the Ducati also loves revs. It is fluid and frictionless as the revs escalate and you are thrust back into the seat.
Fuelling is accurate whether you are riding the toque or piling on the revs, while Ducati's Quick Shift 2.0, which pairs with the Granturismo for the first time, makes for virtually seamless gear changes.
It's a slightly strange phenomenon, having one’s feet out front and feeling relaxed, while the bike is moving like a superbike of not so long ago. It feels a little crazy to be able to ride so briskly with such ease in the traditional cruiser riding position.
The excellent rider aids give you the confidence to push a little harder than you would on any other cruiser and, should you wish, you can even remove the wheelie control. The XDiavel will happily oblige, despite the feet-forward position and a long wheelbase. Even with the rider aids removed, the XDiavel finds grip from that huge rear tyre and propels you forward to the next horizon.
Because you have confidence and feel inspired by the lightweight chassis and excellent rider aids, ground clearance limitations can be relatively easily found. Some might see this as a criticism, but the XDiavel would embarrass any other cruiser in this segment, and if you want more clearance and sporty handling, better to opt for the standard Diavel (or indeed a completely different style of motorcycle – Ed).
One downside was detected during a biblical rainstorm, which saw water and road grime get into in hard-to-reach places. Owners who love a pristine bike are not going to enjoy getting their XDiavels wet. And I should add that the seat acts like a large bowl and fills with water if left in the rain although, to be fair, it’s hard to imagine too many owners leaving their bikes out in the rain.
Verdict
Ducati already had the excellent Diavel V4 as a base model, so transforming the V-twin XDiavel into a V4 was a no-brainer.
It’s an interesting take on the cruiser market, which some traditionalists won't like, but there’s no denying it's leading the cruiser class in terms of speed, power, agility, stopping and rider aids. Looks and appeal are down to personal taste but, with the backdrop of the French Riviera for our test ride, the XDiavel looked stunning.
The extra-large grey mammal in the room is (like most of the bikes from Bologna) the price. A touch under £26,000 is pricy, especially compared to the competition, but if you like your performance cruisers and put a value on having the latest technology and superb handling, you could you definitely argue it’s worth it.
2025 Ducati XDiavel V4
Price: From £25,995
Engine: 1158cc V4, DOHC, four valves per cylinder, liquid cooled
Power: 168bhp (124kW) @ 10,750rpm
Torque: 126Nm (93lb-ft) @ 7,500rpm
Transmission: Six-speed with quickshifter, chain final drive
Frame: Aluminium frame monocoque with cast aluminium single sided swingarm
Suspension: (F) Fully-adjustable 50mm USD Marzocchi fork, (R) Fully-adjustable single shock
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 240/45 x 17
Brakes: (F) 2 x 330mm floating discs, four-piston Brembo Stylema monobloc calipers (R) 265mm disc, twin-piston Brembo caliper. Cornering ABS as standard equipment.
Weight: 229kg (excluding fuel)
Wheelbase: 1,620mm
Seat height: 770mm
Fuel tank: 20 litres
Fuel consumption: 43mpg (manufacturer claim)
Service intervals: 9,000 miles (valve check at 37,000 miles)
Warranty: 24 months unlimited mileage
Contact: www.ducati.com
Words: Adam Child
Pictures: Ducati
