With its Granturismo V4 engine, sculpted lines and cutting-edge electronics, the XDiavel V4 is Ducati’s high-speed answer to the cruiser category
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 V-twin powerplant 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, nimbler and more responsive than before, Ducati’s sports cruiser was morphing into a full-on naked streetbike.
While all eyes turned to the new Diavel, the XDiavel, essentially a feet-forward cruiser sibling of the Diavel, slipped into the background somewhat. 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.
AMCN travelled to the south of France to test ride the new V4 XDiavel, which has more power than the outgoing 1260 model, is lighter and laden with state-of-the-art tech.
TOTALLY AT HOME
Is there anywhere better to ride a cruiser than the south of France? From Cannes to Nice to Monaco, the jaw-dropping coastline is littered with millionaire pads and celebrities looking to show off their trappings of success. And in the hills above the coast, the wonderful and winding Route De Napoleon awaits.
In short, the new XDiavel V4 is in its perfect surroundings. Totally at home. Ducati doesn’t generally make ugly bikes and it 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: from $46,500 ride away in Australia. Cruisers are expensive, but even Triumph’s ginormous Rocket 3 is cheaper, while the competition from the US in the shape of Harley-Davidson and Indian are also less costly, even if you add a few extras.
The big talking point is the introduction of the counter-rotating-crank 1158cc Granturismo V4 engine in favour of the traditional 1260 twin. Smoother, with a more free-revving linear delivery, peak power increases to 124kW (168hp) at 10,750rpm, but peak torque is a fraction down at 126Nm at 7500rpm. The V4 has wider service intervals (15,000k or every two years) and is equipped with Ducati’s rear cylinder deactivation system. This cuts the two rear cylinders at low rpm to reduce heat transfer to the rider on warm days, and save fuel in the process.
With the new engine comes a raft of new rider aids, four riding modes (Sport, Touring, Urban and Wet), along with three power modes (High, Medium and Low). Ducati Power Launch Control, Ducati Wheelie Control, Ducati Traction Control and Cruise Control are all present and valid on a hotrod like this, and operated by a new switchgear and a generously sized new 6.9-inch dash. As you’d expect, cornering ABS is standard to match those Brembo Stylema stoppers and 330mm discs.
But it’s not all about producing the most advanced and sporty cruiser on the market. Ducati has also looked at increasing comfort with improved ergonomics by moving the ‘bars closer to the rider and lower, while the seat foam is thicker but still just 770mm from the ground. Even the pillion seat is larger. The conventional suspension is fully adjustable, as you would expect from Ducati, while the rear gets 25mm more travel to improve tourability even further.
PLAYING WITH THE POWER
The first test for our XDiavel 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 90km/h 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, though, 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, and is fluid and frictionless as they escalate and you are thrust back into the seat. Fuelling is accurate whether you are riding the torque 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.
HIGH-SPEED CRUISER
So your feet are out front, you’re feeling relaxed, but the bike is moving like a superbike of not so long ago. It’s 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. You can remove all the rider aids, aside from ABS, but you can remove the rear ABS.
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. If you want more clearance and sportier handling, you’re better to opt for the standard Diavel.
Later in the day our test was hit by biblical rain and again I changed the bike’s set-up to match the conditions. Wet mode is similar to Urban, with precise fuelling to help in tricky conditions, although opening a closed throttle to about 10 per cent of its stroke wasn’t perfect and I was expecting something a little smoother. On slippery French roads, the lean-sensitive TC was a must, and I was also thankful for the soft touch of the ABS to offset the racy Brembo stoppers.
After the rain, the poor XDiavel looked a little secondhand. Water and road grime had found their way into 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.
VERDICT
Ducati already had the excellent Diavel V4 as a base model, so transforming the V-twin XDiavel into the 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 (when it wasn’t raining) the XDiavel V4 looked stunning.
The extra-large grey mammal in the room, like most of the bikes from Bologna, is the price; $46k or near as dammit is well up there, 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 argue it’s well worth it.
✅ PROS – Leads the cruiser segment in speed, power, handling, brakes and rider aids.
❌ CONS – Expensive, and Ducati’s take on the cruiser segment will not be to a traditionalist’s taste.
XDIAVEL V4 vs THE STANDARD
THE BASE XDiavel starts at $46,500, however, you can quickly start to add a few extras and personalise the Ducati to taste if money is no object. The optional Black Lava is an extra $400, but that’s just the start. The touring pack with semi-rigid panniers, passenger rear backrest and heated grips adds around $300. Cosmetically, coloured calipers are another $1500, and options for dashings of carbon are almost endless from clutch cover at $400 to a rear mudguard at $800. If you really want to stand out, the racing complete exhaust (track use only) is just over $10k, and lighter forged aluminium wheels around $4k. It all comes down to budget but it’s relatively easy to tick some boxes and have a $70k XDiavel should you want to.
THE COMP
Triumph Rocket 3
from $45,900 ride away
Indian Sport Chief
from $32,995 ride away
Harley-Davidson Sportster S
from $23,995 ride away
SPECIFICATIONS
ENGINE
Type Water-cooled, 4-valves-per-cylinder, 90-degree V-four
Displacement 1158cc
Bore & stroke 83mm x 53.5mm
Compression ratio 14.0:1
Fuelling Fuel injected 46mm elliptical throttle bodies, ride-by-wire
Transmission Six-speed with up/down quickshifter
Clutch Hydraulically controlled slipper and self-servo multiplate
Performance
124kw (168hp) @ 10,750rpm (claimed)
126Nm @ 7500 rpm (claimed)
Top speed 272km (est)
Fuel consumption 6.6L/100km
ELECTRONICS
Rider aids Riding modes (see below), power modes, cornering ABS, Ducati Traction Control, Ducati Wheelie Control
Rider Modes Sport, Touring, Urban, Wet
CHASSIS
Frame Aluminium monocoque
Rake 29°
Trail 124mm
Wheelbase 1620mm
SUSPENSION
Type Marzocchi
Front 50mm, USD, fully adjustable,120mm travel
Rear Single shock, fully adjustable 145mm travel.
WHEELS & BRAKES
Wheels Cast aluminium
Front 3.5in x 17in
Rear 8.0in x 17in
Tyres Pirelli Diablo Rosso III
Front 120/70 X 17
Rear 240/45 x17
Brakes Cornering ABS
Front 2 x 330mm discs, radially mounted Brembo stylema calipers
Rear 265mm disc, Brembo twin-piston caliper
DIMENSIONS
Weight 229kg (wet no fuel)
Seat height 770mm
Width 850mm
Length 2310mm
Fuel capacity 20L
SERVICING & WARRANTY
First service 15,000km, valve check at 60,000km
Warranty 24 months unlimited mileage, country dependant
BUSINESS END
Price $46,500 (Burning Red), $46,900 (Black Lava)
Contact www.ducati.com/au
