Ducati Panigale V2 & V2S (2025) – Technical Review

Ducati has loved to throw curveballs in its recent history. First there were the V4 models that flew into the face of critics who swore the Ducati brand needed to be built around V-twins – only to become stone-cold classics in their own lifetimes. Then came the Granturismo V4 engine that threw out the signature desmodromic valve system in favour of conventional springs. Again the wailing and gnashing of teeth from experts proved inconsequential as customers came regardless. More recently still we’ve seen the Hypermotard Mono – a single, of all things – and even Ducati’s Desmo450 MX motocross bike.

The new Panigale V2 might be an even bolder move because it breaks an unwritten rule that says every new bike must be more powerful than its predecessor. This isn’t an apologetic power decline blamed on emissions laws but a conscious, wholehearted decision to slice a full 35hp from the maximum compared to the last model to wear the same name.

And you know what? There’s something quite exciting about that...

Pros & Cons

2025 Ducati Panigale V2/V2S - Price

The model range is split between the standard Panigale V2, with two seats, and the V2 S which comes as a single-seater with the passenger accommodation available as an optional extra. Both are expected in dealers at the end of January 2025, with the base version arriving at £14,995 and the ‘S’ model at £16,995. That’s well down on the £17,195 starting price for the old Panigale V2, let alone the £23,500 of the ‘Superquadro Final Edition’ version that sees the old bike put out to pasture. In fact, the two prices put the new Panigale V2 very much in line with another model in Ducati’s range – the Supersport 950 – which cost £14,495 in base form and £16,195 for the ‘S’ version. The Supersports is also essentially superseded by the new Panigale V2 thanks to the new model’s more relaxed riding position.

Both versions are available in restricted form with the power slashed to 43.5hp to suit riders with restricted, A2 licences, but there’s no choice when it comes to colours – if you want a Pangiale V2, you’re having it in red.

2025 Ducati Panigale V2/V2S - Engine & Performance

Ducati’s new 890cc, 90° V-twin is arguably even bigger news than the bike that first houses it – in time we’re going to see this 120hp twin permeate through the range. Initially it’s replacing the Superquadro V2 motor from the old Panigale V2 and Streetfighter V2 models but in time it’s also likely to take up residence in a host of other bikes, superseding the Testastretta Evoluzione in models like the Multistrada V2, Hypermotard, Monster and DesertX.

Like the Granturismo V4 engine, the new motor – which Ducati simply called ‘V2’ rather than adopting a name like its predecessors – ditches desmodromic valves in favour of conventional valve springs and finger followers, helping to cut down on servicing costs and pushing valve clearance service intervals to 30,000km.

The intake valves have variable timing via a cam phaser on the end of the camshaft, helping spread the performance across a broad rpm range. The peak of 120hp arrives at 10,250rpm but the rev limit is substantially higher at 11,500rpm, so you’re not left trying to snatch another gear as soon as the power peak arrives. Max torque of 68.8lbft arrives at 8250rpm, and Ducati claims that 80% of that figure is available all the way from 4000rpm to 11,000rpm.

An optional Termignoni race exhaust pushes the peak power up to 126hp and slices 4.5kg off the bike’s mass, while a road version is also offered with a more restrained 500g weight reduction.

Weight – or the lack of it – is more important than power for Ducati’s new engine. The company claims 54.5kg is all the motor weighs, 9.4kg less than the Superquadro V-twin it replaces in the Panigale V2 and 5.8kg less than the Testastretta Evoluzione used in other V-twin models.

It drives through a six-speed box which, on the Panigale V2, is fitted with the latest generation of Ducati’s DQS quickshifter, as used on the new Panigale V4. It does without the microswitch in the shift linkage that most quickshifters use, relaying on the gear sensor inside the box instead to tell when you’re putting pressure on the shifter – a strategy that’s claimed to give a more direct, mechanical feeling.

The A2-legal version of the engine puts out 43.5hp at 6250rpm and 36.2lbft at 5750rpm.

2025 Ducati Panigale V2/V2S - Handling & Suspension (inc. Weight)

Like other recent Ducati supersports bikes, the new Panigale V2 uses a cast aluminium monocoque chassis that’s another key to the low weight of the machine.

The chassis alone weighs just 4kg and uses the engine as a substantial part of its structure, while doubling as the airbox for the motor – a route that’s been taken by several generations of Panigale. The subframe is also cast aluminium, so there’s none of the traditional steel trelliswork to be seen here, and there’s a plastic front subframe to hold the nose fairing, headlight and dash.

Without fuel, the bike comes in at only 179kg, or 176kg for the S version (that’s an impressive 17kg less than the old Panigale V2, by the way), and Ducati claims that despite its 35hp deficit compared to the old model and the more practical riding position, the new model lapped the Vallelunga circuit just 0.2 second slower than the previous Panigale V2. To achieve that feat, it needed to be faster through the corners, better on the brakes and have improved traction, losing out only when it came to top speed on the straights thanks to the relative lack of power. It’s a formula that promises to make the new Panigale V2 more fun in real-world use than the older version.

As with other Ducatis, the split between the base model and the ‘S’ version is largely defined by the suspension components. On the standard bike, there are 43mm Marzocchi forks – fully adjustable, of course – and a Kayaba monoshock, also fully adjustable. The S model, meanwhile, uses the Ohlins NIX 30 forks and a matching Ohlins shock, again with all the adjustment you could need.

At the back there’s a double-sided swingarm – another departure from Ducati’s traditions in favour of better performance – that’s attached directly to the engine. An Ohlins steering damper is available as an option.

Both the base and S models get a six-axis IMU and a strong suite of rider aids including cornering ABS with multiple modes, cornering traction control, wheelie control, the quickshifter and engine brake control, allied to four riding modes – race, sport, road and wet – while the ‘S’ version also gets a pit lane limiter and launch control. Both are optional on the base model.

The brakes are Brembos, as you’d expect on a Ducati, with M50 monobloc calipers on 320mm discs at the front and a Brembo radial master cylinder, plus a 245mm rear disc.

2025 Ducati Panigale V2/V2S - Comfort & Economy

Both the aerodynamics and the ergonomics have been designed with an eye to on-road comfort – something that might have been alien to the previous, track-oriented Panigale V2.

The fairing, for example, includes ‘conveyors’ inside the panels to direct fresh air towards the rider’s legs; along with side vents to expel engine heat, the design helps prevent you from getting too hot. Meanwhile, the ergonomics include an 837mm seat height, a fraction lower than the old bike’s 840mm, plus bars that are mounted much higher and wider than you might expect from an out-and-out sports bike. The pegs, similarly, are claimed to be low enough to reduce strain on your knees, while the tank is shaped specifically to support the rider during braking and when hanging off in corners.

The weight reduction will also make the bike easier and less tiring to handle, of course.

2025 Ducati Panigale V2/V2S- Equipment

We’ve already covered the Panigale V2’s high-end electronics in terms of rider-assist systems and riding modes, but all that and more is accessed via a 5-inch TFT dash, or ‘user interface’ in Ducati parlance, with a display similar to the one on the Panigale V4. That means there are three modes for the dash, Road, Road Pro and Track, each put the emphasis on different information to suit the situation.

Options include the race-only exhaust that adds 6hp, plus further track-oriented additions like lower bars, adjustable pegs and even a racing fairing. Meanwhile, riders less interested in track use can opt for cruise control, turn-by-turn navigation and tyre pressure monitoring.

2025 Ducati Panigale V2/V2S - Rivals

It’s becoming increasingly clear that a new breed of middleweight sports bike is emerging, placing more emphasis on road use and practicality than the ultra-focussed 600s that used to occupy that slot. Yamaha’s new R9 is one example of a machine that will compete in the same arena as the new Panigale V2, while customers at the more exotic, sport-focussed end of the spectrum might consider another triple in the form of MV Agusta’s F3 800. Meanwhile, the old warhorses of the class – Kawasaki’s ZX-6R and Honda’s CBR600RR – battle on, offering similar performance for less cash, but also without the prestige.

Yamaha R9 | Price: £12,250

Read more

Power/Torque

117bhp / 68.6lb-ft

Weight

195kg

Honda CBR600RR | Price: £10,529

Read more

Power/Torque

120bhp / 46.5lb-ft

Weight

193kg

MV Agusta F3 R | Price: £16,900

Read more

Power/Torque

148bhp / 64.9lb-ft

Weight

192.5kg

2025 Ducati Panigale V2/V2S - Verdict

What an enticing sector this supersport category is. Dead as of just a few year ago realistically with only Ducati making a fuss with the Panigale V2. Fiercely competitive in track form, this new version is not only pleasing on the eye but has the potential to be a saleschart winner too. I know our own Mr Mann will be chomping at the bit to have a ride and once we do, there’ll be a comprehensive review right here.

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2025 Ducati Panigale V2/V2S - Technical Specification

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard

• An ignition immobiliser system

• A vehicle marking system

• An alarm system

• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.