When you think superbikes can’t possibly get any faster, smarter or mind bogglingly brilliant, along comes a new Ducati Panigale to take things to another level. The Italian company describes its new V4 S as 'a true engineering marvel’, a claim even the Bologna's factory's biggest rivals would find hard to refute…
After all, the now outgoing Panigale V4 S is the poster bike of the next generation of sports bike lovers – just as the famous Ducati 916 was for so many of us in the 1990s. It is arguably the most desirable superbike on the market and, in comparison group tests around the world, more times than not comes out on top as the fastest and most rideable too. It is, you might say, not exactly struggling and you could forgive Ducati for letting their highly skilled Ducati Corse engineers have some time off. But no, they’ve pushed on and present us with another breathtaking, 216bhp, game changer.
This significantly updated Panigale is lighter, more powerful and festooned with more technical wizardry than ever before, making it the most advanced road-going Ducati ever. The big talking point for many is the introduction of a double-sided swing-arm, which takes over from the much-loved single-sider and follows instead the design on the MotoGP GP24 bike. The change comes in a bid to manage ever increasing levels power and grip and, despite having a double arm, it’s 2.7kg lighter and has 37% less lateral rigidity. The redesigned ‘front frame’ has also had its lateral stiffness reduced by a comparable 40%, while suspension features the very latest Smart EC 3.0 electronic componentry from Öhlins.
The familiar 1103cc Desmosedici Stradale V4 with counter rotating crank remains at the heart of the Panigale, but gets a little more power to keep the headline writers happy. Brembo’s Hypure calipers make a debut, there's more aerodynamic detailing and styling which gives a certain 916-look to the silhouette. Ergonomics are also revised, and include more inboard footrests and a longer, wider, seat.
The second big talking point is the new electronic package, in particular the Ducati Vehicle Observer (DVO). DVO features an algorithm developed by the Ducati Corse MotoGP technicians to precisely estimate and optimise levels of traction control and wheelie control intervention, as well as the race eCBS combined lean-sensitive braking system. Combined, it helps you feel like a MotoGP rider on the brakes.
Like the BMW M 1000 RR, the Panigale is an unashamed track bike. Ducati's target goals for the V4 S were to improve lap times, reduce the riding effort and to allow the new bike to effectively boost the skill of the rider. With even more intelligent rider aids to grasp, as well as a raft of new electronic tech and a new chassis to test, Ducati provided us with a MotoGP-style technician for the press test at the Autodromo Vallelunga racetrack near Rome. More than ever, the Panigale's performance is centred on its electronic set up and with an expert on hand we could make changes each session and look at data, lap times and splits using the optional Ducati Data Logger (DDL). In theory, after each session we could give feedback to the technician, analyse lap times and change the bike's myriad modes and settings to hopefully make me go faster. That was the plan, anyway.
There is always something special about a Ducati superbike press test, and this was no exception. It was all too easy to feel like a factory superbike racer for the day, analysing data and changing the Öhlins Smart EC 3.0 plus a plethora of rider aids to match my riding style and hopefully improve my lap time.
To give some background, in 2022 Ducati datalogged me at the Vallelunga test of the then-new Panigale V4 S and compared my data with my performance on the previous 2021 version. I was 0.7 seconds faster on the new 2022 model with a best lap of 1.49:442 on a standard bike with slick Pirelli tyres.
This year, in private testing with eight different riders of varied skill levels, Ducati performed a similar test at the same track, pitting the current 2024 Panigale against the new 2025 model. On average, riders were 0.94 seconds faster on the new bike. It’s refreshing for a manufacturer to be this open about its test data, and I was intrigued to see how the new 2025 model would match my lap times on the previous model from 2022.
My initial up-close-and-personal reaction was that Ducati has produced the most desirable Panigale yet seen. The integrated wings look like they are sculpted and integrated into the design, far from the bolt-on afterthoughts of yore. I don’t think anyone who forks out almost £30k for one will tire of opening the garage door to see this Italian stunner. My eye was also drawn to the double-sided swingarm, which may lack the wow factor of the previous single-sided arm but is deliciously minimalist, and clearly engineered for the subtleties of mid corner compliance rather than brutish strength.
Vallelunga might not be as glamourous as some circuits, but it’s a great test track: fast in the first third; more technical and slower toward the end.
The most obvious modification over the older bike is its improved stability. Where the V4 S I rode in 2022 would weave gently through a fourth gear and fearsomely fast and committed kink, the 2025 Panigale was much more predictable and, even in the first session, I had more confidence to use the power. This newfound stability might be down to extra flex in the frame and longer swingarm, or the new electronics, or a combination of everything, but the difference between the old and new bike is obvious.
The end of the lap is tight and twisty with several second-gear corners and late apexes, followed by hard acceleration with potentially perilous lean angle – but again the new rider aids take care of everything, to the point you can be aggressive with the throttle, holding it to the stop, and simply allow the rider aids take over. The throttle connection is all but perfect when you get on the gas, then it's just a case of winding on the power as fast as you dare and leaning on the rider aids. I don’t think I’ve ever exited a sequence of corners so hard and so early.
On occasion, I could feel the torque reduce as a slide or wheelspin were corrected, especially when exiting first and second-gear corners hard on the throttle. As my times came down to 1.47:56, the dash showed tantalising live lap times and splits, keeping up to date on every metre of the track.
As mentioned, braking is now managed by new Brembo Hypure calipers, and also the new Race eCBS combined ABS system. There are seven levels of ABS, with level one the dedicated Race eCBS. This new system combines the front and rear brakes so that even when you release the front brake and arrive at a corner apex, it continues to trail the rear brake, without any rider intervention. With DVO ensuring it won't lock or slide the rear wheel while working out the fastest, safest braking strategy for the corner, you can, in theory at least, steer and lean to the apex. According to Ducati, a trailing rear brake tightens the line and adds stability mid-corner and, most important of all, makes you feel like a MotoGP racer.
The older Panigale was impressive on the brakes, but the combination of the Brembo Hypure stoppers and new technology is a hugely potent package. You can take real liberties on the brakes: braking so late and with so much power up to the apex it’s almost hard to comprehend and calculate, and with forces which make it physically painful. Meanwhile, the revised and more supportive shape of the petrol tank and relatively wide bars allow you to prepare for and absorb the stopping power.
Back in the pits, the data and lap times showed that with the eCBS in its track setting, my lap time came down to 1.46.27 – over a second faster than the previous session. The data also showed how the system was adding 11 bar of pressure on the rear brake into T8 whereas before I was only using 3 bar of pressure – nowhere near the limit. In fact, the system was adding more brakes without me noticing and therefore reducing my stopping distance, which is as stunningly impressive as it is slightly disconcerting.
I became an instant convert to eCBS and now, with my helpful engineer, started to explore the active Öhlins suspension. I had already tried the pre-programed Active Track 1 and 2 modes but now had the opportunity to try a bespoke Active Track 3, a self-created setting saved into the bike. I simply went up from level 3 to 4 on the front fork, and 4 to 5 on the shock, with brake support, mid-corner, initial acceleration, acceleration, and steering damper all remained the same as Active Track 1, the most track focused setting.
With this added support, the most noticeable change was to the initial turn-in to the apex and slow speed cornering. The steering was more accurate and I was clipping apexes with more consistency and precision, able to hold a tighter line. These seemingly small changes significantly changed the speed of the steering and, back in the pits, the lap timer showed 1.46.04, with 0.3 seconds made up in those slower corners.
With only two more sessions to go, I was desperate to forget the lap timer for a while and simply enjoy the new Panigale and have some elbow-dragging fun, which is what the Ducati does so well. Yes, you can chase lap times, but as it’s now so much easier to ride fast you can also maintain both a pace and safety margin higher than you thought possible while still having trackday fun.
The astonishing level of grip from the chassis, rider aids and big 200/65-17 slick Pirelli rubber allows crazy lean angles. If you ever want to get your elbow down – this is the bike to try it on. The new bodywork and fuel tank shape encourages you to hang off the inside MotoGP style. No bike I have ridden before feels so natural or relaxed at radical lean angles. Even when I was in play mode and just enjoying the quality of the V4's ride, I was lapping consistently in the 1.46 bracket – way quicker than on the 2022 model.
The chassis feedback is forensic and as pure as mountain air. You feel in tune with the chassis, understand completely the Pirelli rubber and elevate your riding too. Sometimes electronic suspension can dilute the connection with the bike, but this is not the case on new Panigale. Towards the end of the sessions, I couldn’t help but push for a fast lap and recorded a 1.45.5 without taking risks.
For the last session of the test I opted for Full power rather than High power, which is automatically set in Race A mode. Full power is more aggressive in first and second gear, but near identical to Race A from third gear onwards, and with better precision and more fluidity, more usable than the older Panigale's equivalent mode.
We also decided to remove the wheelie control, which made the Ducati harder and more tiring to ride but far from wheelie prone. This may be due to the longer wheelbase and new swing arm, plus the new wings, perhaps, and the fact that the power is higher up in the rev range – but my lap time came down to 1.45.2 anyway. However, the lap times were less consistent, and each lap was more tiring on the body.
Verdict
So what has all this intensive testing and adjustment taught us about the new Panigale V4 S? Away from the lap times, just on feel, Ducati has made significant progress. The new 2025 model is more stable and planted and therefore easier to ride. Where the older bike occasionally asked you to use calming shortshifts, particularly on the exits of fast, hanging sweepers, the new one asks for full gas and every one of its Italian horses in all the corners and does so without hesitation. This makes the bike faster and cut faster lap times.
Secondly, the advancement in rider aids and braking technology is truly breathtaking. Never has a Ducati superbike been this easy to ride consistently and safely. You can take outrageous liberties and rely on the rider aids, which takes a conscious re-configuration of your riding because the new Panigale allows you to do things on a motorcycle you really shouldn’t. It flatters the rider, improves lap times and in turn makes riding on track more enjoyable. In short, it makes you faster.
We don’t know what the new Panigale will be like on the road, and all this new technology comes at a price that now puts the V4 S is close to £30,000 in the UK. That is £2000 more than the previous model, and it will be interesting when the Ducati goes up against strong competition, especially the slightly less expensive Honda and the more costly BMW.
But, to be fair, what’s a few thousand pounds if you have £30k to drop on a new in the first place. I were the competition, I’d be worried. Ducati has taken its race-winning MotoGP and WorldSBK know how and technology and transferred it to their road -going superbike so we can all feel like an elite level racer. In short, it is stunning.
Ducati Panigale V4 S specification
Price: From £29,995
Engine: 1103cc V4, DOHC, four valves per cylinder, liquid cooled
Power: 216bhp @ 13,500rpm
Torque: 120Nm @ 11,250rpm
Transmission: Six-speed, chain final drive
Frame: Aluminium front frame
Front 43mm, Öhlins NPX 25/30 S-EC 3.0 pressurised fully adjustable, electronic compression and rebound damping 125mm travel
Rear Single rear shock, Öhlins TTX36 (SV) S-EC 3.0 unit. Fully adjustable with electronic compression and rebound damping 130mm travel.
Wheels 5-spoke forged aluminium Front 3.5 x 17 Rear 6 x 17
Tyres: (F) 120/70 x 17, (R) 200/60 x 17
Brakes: Front: 2 x 330mm discs, radially mounted Brembo Monobloc Hypure 4-piston calipers Rear 245mm disc, two-piston caliper
Weight: 187kg
Wheelbase: 1485mm
Seat height: 850mm
Fuel tank: 17 litres
Servicing First: 12,000km (7500miles) 12 Months. Valve check 24,000km (15,000miles).
Warranty 24 months unlimited mileage
Contact: www.ducati.com
Words: Adam Child
Photos: Ducati
