Ducati Panigale V4: Turning one into two

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In the high-end segment, progress is naturally usually minimal. Or you dare to make a radical cut. Ducati is doing just that with the revised Panigale V4 and is building it with a two-sided swing arm for the 2025 model year. Since the Italian brand presented the iconic 916 in 1994, the super bikes from Bologna have always had a single-sided swing arm (except the 999, but this is not considered a success by experts anyway). Originally, this was because changing the rear wheel would be quicker in racing, but this argument has long since been dispelled.

The new two-sided swingarm is said to weigh 3.8 kg less than the mighty single-sided swingarm of its predecessor. Its pivot point is still in the same place in the engine housing. At the same time, it is 16 mm longer and is said to be 37 percent more torsionally rigid. The wheelbase increases to 1485 mm due to the longer swingarm. This means even more stable directional stability and improved transmission of forces to the road.

Stiffer swingarm, softer frame

Of course, the swingarm is not the only innovation on the Panigale V4 and the better equipped Panigale V4 S. While the swingarm can now twist less, the front frame does so all the more: its lateral stiffness has been reduced by 40 percent for more flex, while its weight has been reduced by 17 percent. The upside-down fork from Showa (on the V4 S with semi-active suspension it comes from Öhlins) is of course fully adjustable and now works with 125 mm travel. In addition, at 66 degrees it is half a degree steeper and the trail shrinks to 98 mm. At the rear, Ducati uses a shock absorber from Sachs (V4 S: Öhlins).

The Ducati Panigale V4 is one of the first production motorcycles to be fitted with the new top brakes from Brembo. The monobloc four-piston brake calipers decelerate two 330 mm brake discs on the front wheel, while the two-piston brake caliper on the rear wheel is combined with a 245 mm brake disc. The Panigale V4 is the first production motorcycle to feature the Race eCBS braking system developed in collaboration with Bosch. The electronically controlled system distributes the braking force (adjustable in seven stages) up to 15 percent of the maximum braking pressure to the rear.

More power, less consumption

The engine now has six lambda sensors and meets the Euro5+ standard. New camshafts have increased the lift on the intake valves by 0.75 mm and on the exhaust valves by 0.45 mm, while the length of the intake funnels has been adapted to the changed vibration behavior. In terms of peak power, the still 1103 cm³ V4 has increased by half a hp to 216.5 hp, although it now has to rev 500 rpm higher, to 13,500. In contrast, torque has been reduced to 121 Nm and this only at 11,250 rpm; previously it was 124 Nm at 9500 rpm. At the same time, the surface area of the water cooler increased by 17 percent. The use of lighter components has reduced the engine weight by one kilogram and the exhaust system has been redesigned. Ducati claims that fuel consumption has fallen from 7.6 to 6.5  liters. That would be a huge step.

The Panigale V4 has four riding modes: Full mode unleashes the engine's full potential without electronic filters, apart from first gear – whoever wants to ride 216.5 hp without assistance systems. High mode, combined with Race A and Race B, is intended for use on the racetrack. Medium mode, combined with Sport and Road, also delivers full power and optimizes the torque curve for each gear. Low mode is intended for country roads with less grip, and finally wet mode reduces the power to "only" 160 hp.

Less lift, more room to move

In terms of aerodynamics, Ducati has reshaped the fairing and thus also the winglets, which are now also painted red. The two "shark gills" in the fairing have been omitted in favor of a single opening through which air can flow generously. An essential and often underestimated point is the ergonomics of the rider's seat. Ducati has made thorough improvements here and redesigned the footrests and the bulges on the tank for the knees. The seat has been extended by 35 mm and has grown 50 mm in width. This makes it easier for the rider to shift weight quickly on the racetrack.

No fewer than 70 sensors permanently monitor the Ducati, the IMU has been moved behind the tank to keep it in a central position. The dry weight of the Panigale V4 has been reduced by two kilograms to 191 kg, while the V4 S weighs in at 187 kg. The fact that it has not become even lighter, although Ducati has actually saved considerably more kilos, is due to the large and heavy silencer with many catalytic converters and lambda probes. We hope that this has also reduced the noise level, as the previous Panigale V4 had an incredible 107 dB(A) stationary noise on the papers.

Ducati is also raising the prices for the new Panigale: The V4 costs 27,790 euros, the V4 S is available from 34,790 euros. The sums can easily be driven upwards by the wide range of accessories. For example, if you want a complete racing exhaust system made of titanium (without road approval), you will have to fork out 8568 euros. For those who prefer to ride legally, the Akrapovic silencer still costs 5593 Euro. Wheels made of carbon fiber laminate are available for 5712 Euro. Brembo brake callipers painted in red, yellow or black (otherwise identical to the base model) cost 856 Euro. Ducatisti are not known for watching every penny.

(fpi)