Review: 2025 Ducati XDiavel V4

Escape the City

Colorado offers a wide range of testing options for a motorcycle. So, when I was on my way to Denver, a city I’ve last visited 13 years ago, I knew that every type of road would be within striking distance. Fortunately, the 170-mile test loop didn’t necessarily highlight all the things the new Ducati does well, but it definitely mimicked a probable ride of a future XDiavel V4 owner. 

I bring this up because we test some motorcycles in the deep sands of Morocco. While that shows off a bike’s capabilities, I’d bet few riders would ride in such extreme conditions. From the Mile High City, I motored to Estes Park on US 36 before heading back via Nederland. The jaunt featured slow city riding, busy interstate sections, and fast mountain sweepers. Testing a motorcycle with a real-world loop was refreshing.

Sport Cruiser

Many years ago, I spent enough time on a Harley-Davidson V-Rod and a Yamaha V-Max to fully appreciate what those bikes were meant to be. The V-Rod was arguably better looking than the V-Max, but they both packed a punch. This was early on in my riding career, so I have to confess that looking cool was more important than it should have been. I could ride aggressively while still sporting my leather jacket and hanging out with the cruiser crowd. This was the time of hi-viz Gore-Tex jackets that I admittedly hit a little too hard.

In a very similar way, the XDiavel V4 is aimed at riders who want to stand out. From the undeniable curb appeal to the sound, the feature-rich technology suite, and ridability, there are few comparable motorcycles on the market. Just like with the V-Max and V-Rod, you either get it or you don’t.

I got it. Donning my Italy-inspired Vanson Leathers jacket and Schuberth E2 Carbon helmet, I fired up the engine, clicked it into first gear, and pulled into the streets of downtown Denver. To view the clean dash, I had to look down considerably. The key fob stayed firmly in my pocket. The 6.9-inch TFT display is very large, but that means it contains a ton of information. Fortunately, the menu control buttons on the left grip are very intuitive, and I quickly cycled through the options while sitting at a traffic light. 

The XDiavel V4 comes with forward controls that are adjustable to three positions. Due to a back injury just days before the test ride, Ducati was nice enough to install the accessory middle-position controls for me, which placed the foot pegs underneath me. Later in the day, I switched to a bike with the stock forward controls. They’re acceptable for a short amount of time, but you’ll definitely want the middle ones if you’re planning to ride a full day. Having my feet underneath me allowed me to lean forward to a more engaged riding position. With the pressure off my tail bone, I could move around in the seat.

On the Road

The fully adjustable suspension is made up of a 50mm upside-down fork and a shock absorber with a reservoir. Compared to the Diavel 1260, travel has been increased almost an inch on both ends, bringing the front to 4.7 inches and the rear to 5.7 inches. It’s a firm and sporty setup, and I never bottomed out when hitting potholes. On a particular righthand sweeper, I didn’t see a rather deep one. I certainly felt the impact, but the motorcycle stayed on the line without much fuss. A traditional cruiser would have bucked more. This felt more like hitting a pothole on a sportbike. 

Slow speeds are not what the XDiavel V4 was built for. If you’re looking for a parade bike to potato-potato down Main Street, this is not the bike. It doesn’t like to stay in first or generally low in the rpm range. The engine is a four-cylinder one, after all. Once you hit 4,000 rpm, the throttle inputs become smoother. This Ducati is happiest at 5,000 and above. 

This bike handles very well. It has a 63.8-inch wheelbase and a fat 240/45-17 rear tire mounted on a single-sided swingarm. Coaxing it into tight switchbacks is surprisingly easy, although once you’ve picked your line, it takes more effort to change it. For a skilled and smooth rider, it’s an absolute blast. If you find yourself running out of room in tight corners and adjust your line often, you will find this motorcycle more difficult to manage. 

Another reason for the fun handling characteristics is the counter-rotating crankshaft, which makes the heavy bike feel lighter through the curves. This tech comes from Ducati’s MotoGP bikes and, as the name implies, turns the crankshaft in the opposite direction of the wheels.

Under the Hood

The XDiavel V4 serves you with two more cylinders over the Diavel 1260. The latest iteration’s heart is the MotoGP-derived 90-degree V4 Granturismo powerplant with a twin pulse firing order. Instead of four evenly spaced out sparks, two are super close together, giving it more of a V-twin note. As the XDiavel V4 only weighs 505 pounds , you’ll accelerate hellishly fast with the 168 horsepower available. 

It’s been a while since I’ve been on a Ducati, and this one featured Ducati Quick Shift 2.0. As long as I shifted up while accelerating and shifting down while decelerating, it was rather smooth. At times, though, when I didn’t have the throttle in the right position, the gear shift felt and sounded rather brutal. 

There’s technology galore onboard. On top of the quickshifter, you get cornering-ABS, traction control, wheelie control, Ducati Power Launch (DPL), and cruise control. Ride modes consist of Sport, Touring, Urban, and Wet, each customizable. As a simple man, I rarely change the ride mode on my bikes. Maybe I’ll switch to a rain mode if I’m on a super potent bike or off-road when the pavement ends. I asked if Ducati has data of riders’ use of their ride modes. The answer is yes, but I couldn’t wring any numbers out.

Flo’s Lowdown

The Ducati XDiavel V4 is a beautiful and feature-rich motorcycle, but it pushes the price to a proud $28,995. If you want the Black Lava color (that looks rather plum to me), add another $300. The exhaust with heat shield adds a whopping $6,882.75. I’ve heard it, and you’ll definitely want it. To add meaningful comfort for your passenger, then you’ll need the $393 accessory grab rails and mini backrest. There’s also a windshield available, but I don’t know why you’d make a cool motorcycle look uncool. Total all of this up, and you’re looking at a $36,570.75 price tag. 

One thing you’ll most likely be off the hook for is the valve inspection that’s recommended every 37,000 miles. This seems like a second or even third owner problem. No Desmo on this bike. You will have to perform at least one oil change, though, with intervals set at every 9,000 miles.

If you have the appetite for a unique premium motorcycle, then the 2025 XDiavel V4 will impress you with its handling, fun factor, and overall quality. It’s an experience.

Technical Specs

+handling, power, looks
-seating position, quickshifter, price

Distributor: Ducati North America
MSRP: $28,995 
Engine: V4 Granturismo, 90°, 4-valve, counter-rotating crankshaft, twin pulse firing order, liquid-cooled
Displacement: 1158cc
Power: 168hp @10,750rpm; 93lb-ft @7,500rpm
Transmission: 6-speed, up/down quickshifter, chain final drive
Rake/Trail: 29°/4.9in
Weight (Wet): 505lbs
Seat Height: 30.3in
Fuel Capacity: 5.3gal
Fuel Consumption: TBD MPG
Fuel Grade: premium
Color: Burning Red, Black Lava