Like many riders of a certain age, I’ve always been a fan of the supersport class, home of the sports middleweight. One of my first jobs as a test rider was on Ducati’s legendary 748 and, when I raced, I always preferred the supersport class over the scary big bikes. Which is why I couldn’t wait to try the 2025 Ducati Panigale V2.
Some keyboard experts have already written it off due to its relatively low power output of 120hp, but it’s worth remembering that Ducati has won the World Supersport championship two years running on a bike that produced less power than the road bike, around 140hp, as they are only allowed by the technical regulations to use 70% throttle.
What counts is weight, not only in terms of power-to-weight but the handling advantages a lower mass brings. That 17kg (37.48 pounds) reduction between the old and new models is unprecedented, especially for this class, and couldn’t have been achieved without the introduction of a new powerplant. Ducati claims the new 90-degree V2 platform is their lightest ever twin-cylinder engine; at just 54.4kg (120 pounds) it is a whopping 9.5kg (20.94 pounds) lighter than the 955cc Superquadro.
In a similar fashion to the new Multistrada V2, a minimalist monocoque frame uses the V2 as a structural element, saving more precious kilos, while a lighter cast aluminium subframe and new double-sided swingarm also contribute to a claimed wet no-fuel weight of 176kg (388 pounds) for the single-seat and S model and 179kg (399 pounds) for the standard bike. Incidentally, those standard twin under-seat exhausts are Euro5 compliant despite their old-school 916 styling and a distinctly fruity output.
The standard bike is easily recognizable by its twin seat, but the sportier S model can be fitted with a passenger kit as an accessory. Both produce the same power and torque, the key difference being the specification of the non-electronic, non-smart, and non-semi-active suspension, which features Marzocchi forks and a Kayaba rear shock on the standard bike, and Öhlins NIX-30 front forks and an Öhlins shock on the back, with bikes’ settings fully adjustable.
Both leave the showroom wrapped in Pirelli Diablo Rosso IV rubber but, for this test, the new Y-shaped six-spoke cast aluminium wheels were fitted with Pirelli Diablo Superbike slicks while the suspension adopted the standard Race set-up, which has to be dialed in manually (it’s in the owner’s manual!).
The test track has only just been completed and at just over 4km long has six lefts, 10 rights, and plenty of undulations to keep you on your toes. We were told it would be a hard track to learn, but thankfully we had the perfect partner in the shape of a new Ducati Panigale V2.
As you would expect from Ducati, it comes with a full suite of rider aids to keep you out of the kitty litter, including cornering ABS, Ducati Wheelie Control, Ducati Traction Control, Engine Brake Control, and Ducati’s Quick Shift 2.0. These are controlled by four riding modes: Race, Sport, Road, and Wet. Additionally, there are three power modes: High, Medium, and Low, which caps peak power at 95hp.
With perfectly cooked Pirelli slicks and weather conditions, I opted for the standard Race mode and High power mode; traction control (TC) on level three (out of eight); wheelie control set to two (out of four), engine brake control on level one out of three, and cornering ABS set to two (out of 3). The TC, wheelie control, and quick-shifter can be turned off, while the ABS can be dropped to level one, which applies anti-lock to the front wheel only and is not lean-sensitive.
When the Ducati test riders said the track might be tricky, they weren’t kidding. The first section after a long straight is flowing and blind, the last section is torturously tight, and second gear with rapid direction changes. When you’re learning a track you are rarely in the right gear or on the right line – and I was all over the place for a while, which shone a light on the V2’s exemplary ease of use.
Even in Race and High power modes, the fuelling is all but perfect. There’s no snatch to the throttle; engine response is smooth, giving the rear Pirelli an easy time. You feel this immediately as you leave pit lane; instead of the fire breathing aggression of the older Panigale, there’s a helpfulness and relative docility that makes it so much better at low speeds.
Ducati claims 70% of torque is in play from just 3000rpm and 80% from 11,000rpm, which was evident on those first few laps. You can afford to be a little lazy on the effortless DQS 2.0 quick-shifter because, in stark contrast to its inline-four competition, you have the grunt to pull cleanly from low rpm and the freedom to not overly worry about being in the wrong gear. When I was in fourth but should have been in third, I just relaxed and allowed the V2 to pull through the midrange for a fast, smooth exit.
The all-new five-inch TFT dash has three info modes: two road displays, Road and Road Pro, and one track mode, which clearly shows the rider aid intervention in bold colours on the right side, plus a large gear indicator and rev counter. It’s a clear, no-nonsense, and usable race dash, and even on those early laps, you can see the amount of rider aid intervention, which was mainly DWC (wheelie control) out of slow corners as the slicks developed so much grip.
With the optional Lap Timer Pro showing live lap times and splits, it turns the dash into an addictive, real-life video game. Even in those early laps, I was compelled to watch the sector time readouts illuminate as my times improved. There is even a very clear lap time, which shows plus or minus over your PB.
Aside from the torque-rich V2, that excellent onboard video game – sorry, dash – and top-level rider aids, the highlight for me was the exhilarating efficiency of the Panigale’s handling. That twisty section of track from turns 11 to 16 requires rapid changes of direction from one max lean angle to another, demanding supreme agility from the bike and physical commitment from the rider, and the Panigale V2 cut through with total accuracy and, seemingly, little input from me. It’s incredibly flickable—just point, look and turn. The more road-focused ergonomics and relatively wide bars allow you to throw lightweight V2 around with relative ease.
At a standstill, those distinctive twin exhausts might give the bike an intimidating air, but even on a difficult track, this is a machine that only wants to help. By session three, I was still making mistakes, missing braking points, and running wide, but the Ducati simply swept up my mess without breaking stride. You can change line with ease. Go too deep and you can pull it back like a small dog on a tight lead. If you’re too tight to the apex, push the bike up, let it run wide to the exit – and go again.
Ducati has relaxed the rider ergonomics on the 2025 Panigale V2, meaning the riding position is less radical than before, with higher semi-bars mounted above the steering head to ensure comfort on the road, and the pegs not as far back, and it was easy for 5 foot 7 inch me to get tucked in down the two straights in Seville. Both are long enough for the Panigale V2 to record 240kph/149mph in fifth gear on a regular basis.
The new Panigale V2, which adopts conventional valves and springs rather than desmo timing, spins up quickly and revs freely past peak torque at 8250rpm and peak power at 10,750rpm, and on to the limiter at 11,350rpm. 150mph is quick, but the new Panigale’s blend of performance means you’re not in a fight or struggling to hold on after a few hot laps, especially in the higher fourth and fifth gears.
This gives you time to relax, take a breath, and concentrate on your braking point. A back-to-back test against the older bike will be interesting as the Superquadro packs an extra 35hp but is also 17kg (37.48 pounds) heavier. I am confident you can get on the power earlier and carry more exit speed on the new V2 – but it will be close.
With more track familiarity, the Panigale V2 was a joy to thrash. The rider aids and sheer flickability – the sense of control this bike gives you – boosts confidence and urge you to let off the Brembo M50 stoppers and carry even more corner speed. The chassis and Öhlins suspension ooze feedback, you have a clear communication with both ends, which encourages you to either push for a lap time or go for crazy angles of elbow dragging lean.
As mentioned, braking is via Brembo M50 items and not the racier Stylemas. But they are more than up for stopping 176kg (388 pounds) plus rider, and never showed any inclination to fade, despite some heavy use. The new tank is designed to maximize rider support when hard on the brakes, which helps reduce rider fade, too. I opted for the standard ABS 2 setting, which is aimed to maximize track performance for amateur riders and is still lean-sensitive, and only felt the ABS kick in twice when I was pushing for a Superpole lap. In fact, you have to push hard on the limit, with lean angle, to feel the ABS work.
Some riders did play with the suspension, but we were already on a recommended track set up for 75kg/165 pounds pilot (I’m just under 80kg/176 pounds). Off the racing line, the track was bumpy in places, and the suspension was working overtime, but always controlled. The set-up talks to you, you always have a clear connection and understanding.
With the wheelie control switched off, the 2025 Ducati Panigale V2 will wheelie with ease in the first two gears. By the end of the day, it was rewarding and fun to enjoy the bike and the track, without being completely exhausted. Normally I’m thankful when the chequered flag is shown on the last session, but this time I wanted to just keep going.
I’m full of superlatives for the 2025 Ducati Panigale V2 and you can probably tell by the images I was having fun, but it’s not all good news. The price in the UK is £14,995 for the standard bike and £16,995 for the S. I know it says Ducati on the tank, and it’s far more desirable than the competition on looks alone, never mind lap times, but Honda’s CBR600RR is less than £11,000 and Yamaha’s R9 will be £12,250. And, of course, despite Ducati’s bold claim that this is their best sports bike for the road ever, we can’t after this track-only test say much than, yes, it might be—but we’ll have to wait and see.
2025 Ducati Panigale V2 Verdict
I can’t remember a manufacturer, especially one with racing writ so large in its DNA, produce a sportbike with significantly less power than the previous bike. It was a big risk.
But it appears to be a risk that’s paid off. The 2025 Ducati Panigale V2 might not have the outright top speed of the older bike, but in every other way, I’d take the new over the old. The 2025 Ducati Panigale V2 is so light and so easy and fun to ride at any pace. The new chassis and Öhlins suspension give incredible feedback and confidence, urging you to let off the brakes and carry blistering corner speed. The rider aids are excellent, as you’d expect from Ducati, and the new dash’s race display turns the V2 into a crazy real-world arcade game. It’s a lot of fun.
On a very fast track like Mugello or Silverstone, you might miss the top end power of the 155hp Panigale and you might get frustrated trying to pass a 200bhp V4 on a track day, just as you would on any 120hp bike. But for sheer enjoyment on track, without scaring yourself or feeling like you’ve done a few rounds with Oleksandr Usyk, it’s one of the best.
2025 Ducati Panigale V2 Specs
Engine Capacity 890cc
Type Water-cooled, 4v per cylinder four-stroke, inline 90-degree V2
Bore stroke 96x +61.5mm
Compression ratio 13.1:1
Electronic fuel injection, one injector per cylinder, ride by wire
Transmission Six-speed Quick Shift up/down 2.0
Clutch Hydraulically controlled slipper, and self=servo wet multi-plate
Power 88kw/ 120hp @ 10,750rpm (claimed)
Torque 93Nm/ 69 lb-ft @ 8,250 rpm (claimed)
Top speed 170mph (est)
Fuel consumption 5.3l/100km 56.5mpg (claimed)
Rider aids: Riding modes (see below), Power modes, Bosch cornering ABS, Ducati Traction Control, Ducati Wheelie Control, and Engine Brake Control.
Rider Modes: Race, Sport, Road, Wet
Frame Monocoque aluminium
Rake 23.6
Trail 93mm
Wheelbase 1465mm
Type Ohlins
Front 43mm, USD, fully adjustable,120mm travel
Rear Single rear shock, fully adjustable 150mm travel
Wheels Cast aluminium alloy
Front 3.5 x 17
Rear 5.5 x 17
Tyres Pirelli Rosso IV
Front 120/70 X 17
Rear 190/55 x17
Brakes Bosch cornering ABS
Front: 2 x 320mm discs, radially mounted Brembo M50 caliper
Rear 245mm disc, two-piston caliper
Weight 176kg. (wet no fuel)
Seat height 837mm
Fuel capacity 15l
Servicing First: 9,000 miles (15,000 km) / 24 months. Valve check 18,000miles 30,000km
Warranty 24 months unlimited mileage
Price £16,995
Images: Alex Photo
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