The X-Factor: Ducati pack extra muscle into their cruiser line-up with new XDiavel V4 model

Just when it seemed like Ducati had nothing left up their sleeve, the Bologna brand have pulled the covers off a highly revised XDiavel, giving Lucifer’s ride of choice two extra cylinders, more poke and a little less weight to lug around. 

Available in dealerships from May, the new XDiavel V4 supersedes the outgoing 1260 model. It also ditches the firm’s 1262cc Testastretta DVT V-twin in favour of their beefier 1158cc Granturismo V4. 

With the adoption of the V4 motor, Ducati have broken from tradition and ditched ditched the belt-driven rear wheel of the old model in favour of a conventional chain drive. 

The new machine becomes the fifth bike in Team Red’s stable to make use of the engine, joining the Multistrada, Multistrada Rally, Multistrada Pikes Peak and standard Diavel V4. 

Peak power and torque climb to 166bhp and 93lb.ft at 10,750rpm and 7500rpm respectively – representing a claimed 10bhp increase over its predecessor. 

That horsepower figure is marginally down versus the brand’s four-pot adventure bike offerings, but torque is both more substantial, and available lower in the rev range than all Multistrada models. 

The move to four cylinders also ups service intervals, with an oil change required just once every 15,000km (9320 miles) or two years, while the costly valve clearance inspection is now only required at 60,000km (37,282 miles). 

On to the chassis and gone is the old steel trellis frame, replaced by a lightweight aluminium monocoque mounted to the front cylinders, with the motor used as a stressed member. 

Alongside this is a redesigned subframe and new aluminium swingarm – which, despite the latest trend among Ducati’s sports and naked bike offerings, remains a single-sider for 2025. 

As well as injecting more muscle into the mix, the motor and chassis alterations have also stripped away 6kg of fat, bringing the kerb weight (minus fuel) down to a claimed 229kg – putting the laid-back cruiser within a whisker of its sportier, non-X model Diavel sibling. 

The approach to geometry remains long and low, with the wheelbase growing 5mm to 1620mm overall. Caster angle has been tweaked however, dropping down to 29 degrees to quicken up steering response.  

Suspension gains 25mm of travel at both ends, with a fully adjustable 50mm upsidedown fork leading the charge, delivering 120mm of travel. Compression and preload adjustments sit on the left fork leg, while the right handles rebound damping. The rear shock, now featuring a separate reservoir, is good for 145mm of movement.  

At the front, braking force comes courtesy of top-tier Brembo Stylema calipers biting dual 330mm front discs, paired with a PR16/19 radial master cylinder. Out back, a 265 mm diameter disc is griped by a two-piston caliper, also made by Brembo. 

Subtlety was never the domain of the previous XDiavel, nowhere more obviously so than the massive 240/45×17 rear tyre hanging off the back of the bike.  

The gargantuan rubber remains for 2025, as does the more conservatively sized 120/70×17 front. The wheels, on the other hand, become even more showy, moving away from the old 10-spoke units to new, five-spoke star shaped affairs – with a design reportedly inspired by the world of American muscle cars. 

As you’d expect, Ducati haven’t exactly scrimped on tech, fitting a new 6.9-inch TFT dash with smartphone connectivity and optional turn-by-turn navigation, as well as an arsenal of rider aids including cornering ABS, traction control, wheelie control, launch control, and cruise control – with a six-axis IMU on hand to instantly detect roll, yaw and pitch angles. 

There are also four ride modes to play with; consisting of Sport, Touring, Urban, and Wet – each adjusting power delivery, throttle response, and electronic intervention. Plus, the marque’s up-and-down quickshifter comes as standard, as does extended rear cylinder deactivation. 

In terms of ergonomics, the handlebars now sit lower and closer to the rider and although the footpegs continue with the feet-forward approach, they are adjustable between two positions, with scope to reposition them more rearward for sportier antics. 

The passenger seat is also now wider and comes with 25mm thicker foam, plus there’s rear grab handle supplied as standard, too. 

Rounding out the changes is a new 4-into-2-into-1 exhaust exits under the bike, ditching the old twin pipes for a sleeker, mass-centralised setup, as well as revised body work, including a new 20 litre tank (up 10% from the 1260) and a new LED headlight.