2025-on Ducati XDiavel V4 review: Symphony for the XDiavel

Released in 2023, the standard Diavel V4 has never failed to impress in the handling department. Its accuracy, agility, grip and easy poise through corners had to be experienced to be believed. It was a full-blooded sportsbike that just so happens to look like a Harley. None of that good stuff has changed in its XDiavel transformation, despite a 27mm longer wheelbase, 12mm extra trail and three-degrees more rake.

The lazier geometry slows the steering, as you’d expect and it’s most noticeable at town speeds and negotiating small roundabouts. It doesn’t change direction like a Panigale on the open road, either, but the XDiavel V4 is still incredibly lithe for a long, low 229kg (minus fuel) cruiser.

Suspension control and ride from its mechanically adjustable 50mm forks and shock are superb and grip from its Pirelli Diablo Rosso III rubber is impressive, wet or dry, but the huge 240-section rear tyre can tramline over less than perfect tarmac, causing the Ducati to momentarily wobble. The stretch to the bars and feet-forward footpegs don’t necessarily match sporty riding, but it somehow works. Crucially, ground clearance is never a problem.

Although the XDiavel V4 has been designed to be cool and sultry, it’s playful, too. Its ability to cover ground so quickly never fails to make you smile and it even wheelies off the throttle in second gear. Like the standard Diavel V4, it feels more like a cheeky super naked than a cruiser.

Its dished seat is plush, holds you in place and comfy after day’s ride and although the Ducati will never win ‘tourer of the year’ and lacks wind protection, it doesn’t leave you tired after a long run. With a low 770mm seat height (down from the Diavel V4’s 790mm) and an incredibly slim 20 litre steel fuel tank where it meets the seat, it’s easy to manage at paddling speeds, too.

The Euro 5+, 166bhp, 1158cc ‘Granturismo’ spring valve V4 is taken from the Multistrada V4. It has 37,000-mile valve service intervals and a rear cylinder cut system at low revs to keep heat down and improve fuel economy.

Having all that power between your legs is as irrelevant as it gets for a low rider like this, but it more than delivers. Acceleration is brutal and top speed is only restricted by your neck muscle’s ability to keep your head from falling off. Most owners aren’t going to scorch through the Route Napoleon, eyes on stalks, like we are today at its world launch (in May ’25), but part of the XDiavel’s appeal is just knowing the performance is there.

Happily, the Ducati also takes its cruising duties seriously. The V4’s power delivery and throttle response are smooth and the exhaust note is rumbly, thanks to its V-twin-like twin pulse firing order. Deep rivers of low and midrange grunt let you float along in lazy gears, although the engine clatters if you’re too low in the revs. Electronic rider aids and modes all combine to make the XDiavel as angry or docile as you fancy, in complete safety.

Owners’ reviews for the Diavel V4 are all positive, so the XDiavel V4 should be just as reliable and robust. V4 engine has been around since 2021 in the Multistrada V4 and any problems have been well and truly ironed out.

Valve check services at 37,000 miles goes a long way to reducing running costs, but the Ducati is still a pricey machine to buy and own and doesn’t even come with Öhlins or semi-active suspension. Its closest rival in terms of performance, handling and cruiser attitude is Triumph’s three-cylinder, 2.5-litre Rocket 3 Storm, coming in at a cheaper, but still salty, £23,895.

A colour dash, full armoury of electronic rider aids, cruise control, keyless ignition, up/down quickshifter, LED and Brembo Stylemas come standard, but you can choose from a full array of Ducati touring and performance accessories, including an 11kg-lighter race exhaust that liberates an extra 11bhp.

A 6.9in widescreen dash, loaded with functions was debuted on the new Panigale V4. It has a bonded display, like a smartphone, for crispness and to reduce glare.