The 2025 Ducati Panigale V4 is the most forward-looking mass-production superbike of the modern sportbike era, but I can’t help but look to past versions as I throw a leg over the new bike. The last Panigale V4 I rode was a 2023 V4 SP2 during Cycle World’s superbike shootout. It was stunning, fast, and had an obvious electronic edge, albeit with the temperament of an ornery bull that had little intention of letting the rider off easy. The rawness and brute force allowed for a fast lap time, but you weren’t getting there without working for it.Ducati recognizes that the Panigale’s exactness has always been a fly in its otherwise stellar ointment. Engineers softened the edges following the launch of the potent but overly stiff 2018 Panigale V4, first in 2020 and later in 2022. If those model year updates were Ducati showing that less can be more, then the 2025 model is it going all in on the belief that the fastest motorcycles are the ones that are easiest to ride. And the 2025 Panigale V4 S is a very, very fast motorcycle.

How Did We Get Here?Ducati’s philosophy stems from racing. Yes, a “friendlier” motorcycle will have some advantages on the street and work well for the casual rider, but the less on edge and physically demanding a motorcycle is, the more a top-level rider can sustain riding at its limits. Performance is an incredible thing, but so too is having a little brain capacity and stamina left to focus on racecraft.Peel the layers back, as we were able to do at a ride event for the Panigale V4 S that included incredibly open conversations with Ducati personnel, and you’ll realize there’s more strategic reasons behind Ducati’s technical evolutions—namely the new double-sided swingarm. Why here, and why now? Especially after the almost apologetic return to a single-sided arm on its 2007 1098 superbikes following the capable-yet-shunned 999 with conventional swingarm that preceded it.Related: 2025 Ducati Panigale V4 First Look

The simple answer, according to those close to the project, is that Ducati Corse wants to leverage information gleaned from chassis development in MotoGP. What benefit is it to learn things there if you can’t apply those lessons to the World Superbike effort? Especially when, in both cases, tires and suspension are asking more of the chassis than ever—and at deeper lean angles.Given World Superbike’s homologation-based rules package, the only way to create overlap between MotoGP prototype and production-based racing was to transition the Panigale to a double-sided swingarm. Racing drives Ducati’s decisions, as it has with nearly every change to the 2025 Panigale V4. Ducati is a performance company first, and a sentimental, style-driven company somewhere on the priority list after that.

Panigale V4 S ChassisThe decision to upend the norm wasn’t taken lightly. It started with management tasking Ducati Corse with designing a double-sided swingarm using mass-production methods (a cast design with no special machining), as well as a single-sided swingarm with the same stiffness targets. Testing between these bikes and a previous-generation Panigale began in early 2021 and took place across three tracks: Vallelunga, Cremona, and Mugello.“I think that in Ducati’s story, we never made such a big development activity,” says Carlo Ricci Maccarini, Panigale V4 development team leader, when asked about what that process looked like. “I can say that the answer did not come [snaps fingers] like that, because we found a positive and negative in every situation, but finally looking at the overall rider feeling and overall lap-time saving, the double-sided won the comparison. The answer was there.”

The result is a swingarm with identical longitudinal rigidity (for stability under braking and acceleration), but 37 percent less lateral rigidity, which offers better feedback, grip, and better bump absorption at deeper lean angles, where the suspension is less effective (suspension is most effective in a vertical plane). Ducati says overall “rear-end” weight is reduced by 5.9 pounds, a number that includes suspension components, swingarm, and the forged wheel that come standard on the up-spec V4 S, so direct component comparisons to the single-sided setup become a challenge.Further, the V4 S is different from the base-model V4 in that it uses an Öhlins NPX 30 fork, Öhlins TTX 36 shock, and Öhlins steering damper, compared to a Showa Big Piston Fork (BPF), Sachs shock, and Sachs steering damper. You also get the aforementioned forged aluminum wheels versus cast aluminum hoops, and a lithium battery (versus lead acid). Electronic suspension on the V4 S is controlled by a third-generation SmartEC 3.0 system and can be run in customizable Fixed or Active modes. The suspension uses Öhlins’ newer spool valve design (versus needle valve) that provides increased sensitivity and responsiveness at the low and high ends of the adjustment range, and very much deserves its own story. Paging Mr. Cameron; Mr. Kevin Cameron…

Perhaps more important is that the philosophies driving Ducati’s new swingarm were carried over to the new front frame, which has 40 percent less lateral stiffness and is 1.6 pounds lighter. More upgrades come in the form of Brembo’s new Hypure brake calipers, which are lighter weight thanks to a more efficient material distribution, have better heat dissipation, and are said to have improved pad life.Viewed independently, these are all really nice parts, but bring them together as Ducati has done with the Panigale V4 S and you have something quite special, as evidenced by our day at Vallelunga Circuit, an incredibly unique track that flip-flops between an eye-watering series of fast corners and hairpins that are tight to an extreme.

Overall handling is not profoundly different from before. The 2025 V4 S steers easily into a corner, sure, but not quicker or with significantly less effort than previous-generation V4s. Stability and feel at the contact patch is, however, increased, and there’s a greater sense of wholeness to the bike. There’s very little chassis pitch, nor does the bike bind up as you load the chassis at lean, or snap as you accelerate off the corner. And while it may have taken some effort to make last year’s Panigale protest in that way, small mistakes and unreasonable inputs would remind you of that bike’s personality at the edge. In racing, these small gains in composure and sure-footedness make a difference. And for us mere mortals, they increase the operating window, enabling us to have more fun at the same (if not faster) pace.Credit also goes to the combination of excellent suspension and Brembo brakes, the latter offering so much performance that we have zero issues calling this the best braking package to come standard on a mass-production sportbike. Not only is there an abundance of feel at the lever, but there’s so much stopping power that it’s hard to wrap your head around the true braking potential. Need to make up time? Simply trust the stability of the bike, run it in deeper, and grab more lever than your mind wants you to believe is possible. The V4 might say, “Hey, that was kinda fun,” without so much as breaking a sweat.

Panigale V4 S ElectronicsMuch of the Panigale’s performance and control is owed to the electronics package, which for 2025 includes increasingly advanced systems like the Race eCBS combined braking system developed by Bosch, and Ducati’s own Ducati Vehicle Observer (DVO) algorithm, which manages Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and Ducati Power Launch (DPL). In addition to the DVO-powered systems, you have “normal” Ducati Slide Control (DSC), Ducati Quick Shift (DQS), and Engine Brake Control (EBC). Five riding modes open the door to a diverse combination of settings, but as always, you can customize system selections to fine-tune the experience.Choosing a standout between Race eCBS and DVO is tough, if only because DVO is immensely complex and has roots in Ducati Corse’s MotoGP efforts, thus Ducati doesn’t offer much of a peek behind the curtain. Want an example of how sophisticated the system is? Even in its efforts to simplify the explanation of the system, Ducati’s plainest effort is: “This algorithm allows an instant estimate of physical, kinematic, and dynamic quantities that cannot be measured in practice, which impact the ground forces, accelerations, and maximum torques that the vehicle can bear in various riding conditions.” So, yeah, there’s that…Related: Ducati Continues To Evolve With the V4

An easier way to picture the system, perhaps, is as something that estimates how much torque can be applied, given known and predicted dynamics of the motorcycle. But wait, there’s more, because none of this is accomplished with an abundance of physical sensors, rather through a program that “acts like 70 sensors” and works with IMU data to analyze the behavior of the motorcycle.How about what it does? The best answer we have is that the system doesn’t wait for the rider to make an input before working, so much as it expects something from the motorcycle based on available data, then starts to move in this direction. Once the rider does what the system expects it would based on its understanding of the situation, the system gets to work, condensing the time it takes to manage a wheelie or any loss in grip.

Race eCBS is moderately less confusing, even if there are no fewer than seven selectable levels of intervention. In ultra-sporty Level 1, the system attempts to replicate what MotoGP riders are doing, which is to apply some rear brake pressure when the front is applied, then continue to apply rear brake pressure at the apex of a corner, even after the front brake has been released. This, according to Ducati, helps with “closing” the corner or holding a tighter line.Action varies in the remaining six levels, with some levels offering linked braking performance but no overrun when the front brake is released, and others offering no combined braking function.Settings for the aforementioned rider aids and the Panigale’s other electronic systems are managed through a new and rather sizable, 6.9-inch TFT display that’s extremely well organized whether in Road or Track display modes. Systems and settings are a lot to digest and there’s an abundance of things to get comfortable manipulating—welcome to the modern, electronics-driven world!

The other good news is that the systems simply work. Or maybe that’s trivializing how good they are, which is easy to do given how seamlessly the systems operate in the background. That’s especially true of things like wheelie control and traction control, which were working during our day at the track according to the data, even if we never felt them actually intervene. The big thing here, we believe, is how Ducati has been able to shorten the time it takes for the systems to recognize an imminent loss in traction and start managing torque. For anything else that’s not DVO-powered, smooth and reliable intervention comes from the countless hours Ducati has spent refining the overall performance of the systems.More important from a big-picture perspective is that we’ve never tested an electronics package that’s as advanced or refined. These systems aren’t just modulating power, but working alongside you to push you toward a faster lap time, and with more composure than you might expect given the absolutely wicked performance of the chassis and engine underneath you.Related: Superbike Shootout: Aprilia RSV4 Factory vs. BMW M 1000 RR vs. Ducati Panigale V4 SP2

Panigale V4 S EngineSpeaking of the engine, we’ll admit to coming into this test expecting the Panigale’s 1,103cc 90-degree V-4 to be the thing that left the biggest mark on us. I mean, come on, we’re talking about 216 hp after all (209 for the US models). Surely that’s enough to rattle your cage, right?It is, technically, though in all honesty the power curve is quite smooth across the rev range. There’s no uppercut-like blow at low rpm, nor any peaks or valleys through the midrange—just an incredibly smooth ramping of power that’s easy to enjoy as you watch for the dash lights to flash green, indicating it’s time to shift. Don’t confuse this for slow, mind you, because even if the engine is smooth, it has a propensity for building speed in a way that few motorcycles could dream of. It’s you and the engine, not you versus the engine.

There’s a bit more to the story, of course, because like every other manufacturer, Ducati is fighting an uphill battle against Euro 5+ emissions regulations, and it’s having to make concessions where it might not have wanted to. On the 2025 Panigale V4, this led to exhaust changes—changes that were later offset by adjusting valve timing (more lift), and by widening the sweep of the variable-length intake funnels, which drop another 10mm in the short configuration and climb an additional 5mm on the long side.None of these changes significantly affect outright power numbers. Ducati almost hilariously claims a 0.5 hp increase in peak output and slightly less peak torque (89.5 lb.-ft.), while adding that there’s more torque at lower rpm.

In other news, the alternator rotor and oil pump are from the Panigale V4 R, and the gearbox drum from the Superleggera V4. More important for the average rider is that the engine weighs a claimed 2.2 pounds less.There continue to be different power modes; while we prefer the High power setting that’s considered the “standard” power map, you can opt to use a less electronically regulated Full setting. There is no difference in peak power, nor is the power character significantly different in Full. There’s a little more excitement to the whole experience though, and for some reason the engine sounds just a bit angrier. Remember that anger was never Ducati’s main goal, so maybe it just left this in for people who want to let loose and get their kicks in?

Panigale V4 S Design and FeaturesFunny enough, I remember switching over to the Full power mode when riding the 2023 V4 SP2 mentioned earlier, and how everything started to blur toward the back end of a long straightway because of how the bike was beginning to bend time and space, and because I couldn’t fully escape the wind that I was hurling myself into.That seemed to happen a lot less on the 2025 Panigale, which I have to assume is thanks to the extensive work Ducati continues to do in terms of design and aerodynamic innovations. This is not just a bike that’s been restyled for the sake of standing out, but for actual performance gain.

More specifically, Ducati has reduced drag by a claimed 4 percent and used a higher windshield to keep the rider in more of a bubble. Smaller changes include repositioned footpegs, which are moved 10mm inward on both sides to keep the rider’s legs out of the airflow as much as possible. This also increases cornering clearance.Ducati says that it’s moved the leading edge of the fairing back in relation to the front wheel and that this “makes the bike nimbler when changing direction at high speeds.” You’d probably need to be Pecco Bagania to feel that, but it’s hard to not notice the new shape and MotoGP-esque contours, not to mention the redesigned winglets that are integrated into the fairing and feel much less like a tacked-on afterthought. Look closely and you’ll notice a handful of other aerodynamic concepts that were either inspired by or drawn up by Ducati Corse. That includes the new front fender and air deflectors in front of the radiators, which straightens airflow near the oil cooler, increasing efficiency.

Equal emphasis was placed on ergonomics, which has resulted in a much more comfortable motorcycle, especially for taller riders. Big news here is that the seat area is a whopping 1.4 inches longer and 2 inches wider, which enables the rider to move around with greater ease and place their weight where it’s needed, versus being locked in place. A flat seat and reshaped tank also help with rideability, especially under braking. No longer are you being thrown over the front of the bike and searching desperately for something to latch your knees onto when dropping anchor. Our body thanks you, Ducati.

Final ThoughtsAdmittedly, it feels a little funny to say that. “Oh, how dare the superbike ask great things of the rider?!” Shouldn’t we be physically prepared for the task at hand?The answer is, yes, we very much should, because a 200-plus horsepower literbike with aerodynamics and top-level brakes is always going to be a physically and mentally demanding thing. But it doesn’t need to be ruthless in its delivery. And in many ways, that’s what previous-generation Panigale V4s were: potent but also easily pissed off and quick to remind you of who was in charge.

The 2025 V4 turns a corner by successfully emphasizing that smooth and fast don’t have to be mutually exclusive things. In fact, the smoother you can make a 200-plus horsepower superbike, the easier it will be for the rider to more consistently extract the most out of that package.We won’t sit here and tell you that the Panigale is an easy motorcycle to ride. The performance capability and forces on your body are still quite extreme, and you better be in good riding shape to take the bike around a track for any amount of time. But the bike is also less on edge and less likely to snap on you if you miss a mark and hit that big bump you’ve been avoiding the last four laps. It’s working with you, not against you, and that makes the experience all the more enjoyable. You still have to work for a lap time, but we guarantee you’ll enjoy that work a lot more.

2025 Ducati Panigale V4 / V4 S Claimed Specs

GearboxHelmet: Arai Corsair-XRace suit: Alpinestars GP Tech V4Gloves: SediciBoots: Alpinestars Supertech R