Seems the year 2025 is living up to its astrological projection of new beginnings. While I am no stargazer, I have noticed some sea change of late. To name but a few: There’s a new administration in the White House, the Chiefs lost a Super Bowl, and the Ducati Panigale V2 broke the internet when it was announced it would have less horsepower and, heaven forbid, valve springs! We are witnessing the dawn of a new era in the supersport category, a middleweight revolution spearheaded by the much anticipated Yamaha YZF-R9 and the reimagined Ducati Panigale V2, the latter of which we recently had the pleasure of experiencing on-track in southern Spain.

Kicking off the technical brief, the V2 project lead defined its primary development targets as lightness, intuitiveness, low riding effort, and a wide powerband. The 2025 Panigale twin truly is a V2 2.0 in every sense of the term, a clean-sheet design with an all-new engine, complete new chassis featuring a double-sided hollow swingarm, a sleek styling refresh, and more relaxed ergonomic layout.A pair of V2 variants are available with the $15,995 base model equipped with a Marzocchi fork and KYB shock, and the $18,995 V2 S featuring a solo seat configuration equipped with Öhlins suspension, lighter-weight lithium-ion battery, and the addition of Power Launch and Pit Limiter to the otherwise identical electronics suite. Engine tune is identical for both models with a claimed 120 peak horsepower at 10,750 rpm and 69 lb.-ft. of torque at 8250 rpm.

Less Horsepower, More Performance?At first glance it may be difficult to wrap our heads around the idea that the new V-2 engine forfeits 35 peak horsepower yet deserves to be taken seriously. When viewed through a torque-to-weight ratio lens however, the picture of performance across the entire rev range comes into focus.

Emission regulations are an ever tightening noose around the neck of the internal combustion toys we enjoy. With that hurdle in mind, this 890cc 90-degree V-2 engine is an engineering answer to the Euro 5+ standards, and does so with minimal sacrifice of power-to-weight performance. It’s the most compact and lightweight V-twin Ducati has ever produced: a mill weighing 21 pounds less than the 955cc Superquadro desmo engine of its predecessor. In pursuit of the weight savings it also marks a stark departure from Ducati’s long-lived desmo doctrine, adopting a valve-train arrangement utilizing finger followers and valve springs that are said to also offer simplicity, reduced manufacturing costs, and extended valve adjustment service intervals from 15,000 to 18,000 miles. The intake side now features hollow-stem valves for reduced mass, and VVT (variable valve timing) adjusts cam timing over a 52-degree range.In brief, less valve overlap at low revs yields not only increased bottom-end engine response and torque, but improves fuel efficiency and reduces exhaust emissions. With VVT we get to have our cake and eat it too as the electronically controlled intake cam timing continuously increases valve overlap as rpm climbs for optimum top-end performance. Best of all, no discernable dips or spikes are felt throughout the rev range.Warming the engine while waiting to be released onto the track for our first of six 15-minute riding sessions, the twin beneath me emitted a familiar sound and visceral feel that speaks genuine Ducati. Blipping the throttle evoked a snappy free-revving response providing a prequel to the intake soundtrack to come. A moderately firm two-finger squeeze on the lever of the hydraulically actuated wet clutch is sporting legit, not limp or vague. Smooth engagement follows when pulling away from a stop. Don’t sweat the clutch effort since the V2 base model and S both come with up/down DSQ 2.0 as standard equipment.This latest iteration of clutchless up/down shift strategy now uses a sensor located on the shift drum rather than the previously employed microswitch on the shift linkage rod. This new approach provides more direct shift action, eliminating spongy feel and increased lever travel of old. Aside from a slight dip of the lever on the change into second gear as I cruised down pit lane (more of a personal habit than absolute necessity) the only other time I used the clutch was rolling to a stop at the end of each track session.Panigale V2 S on TrackThe 2.6-mile, 16-turn Circuit of Seville offers a mix of fast sweeping bends, technical corners, some of which feature a french curve radius from entry to exit, flip-flop changes of direction, hard braking zones, and a couple of midcorner blind crests for good measure. Oddly, the track doesn’t have traditional sloped curbs, instead relying on paint lines and rumble strip grooves cut into the flat blacktop to define the apex and keep you honest. Learning this unfamiliar track presented an opportune scenario to validate the stated V2 design goals. Completing my final lap of the inaugural stint I had realized just how little mental energy I spent on what the bike was doing beneath me as I learned the road. Tick the intuitiveness box.Upping the pace over subsequent laps quickly validated the remaining pillars of the project. Simply put, Ducati has built an amazingly approachable bike that will undoubtedly provide a much wider range of backroad and trackday enthusiasts the satisfaction of truly tapping the performance of the red stallion they own.

With a claimed weight of 388 pounds without fuel—37.5 pounds less than the previous model—the lithe baby Panigale delivers remarkably light handling unlike that of any Ducati sportbike I’ve ridden in the past. The V2′s agility allows for midcorner line adjustment with uncanny ease, yet retains the previous model’s steadfast chassis stability. Weight reduction is only part of the equation as steering input leverage has also been greatly increased via a 2.6-inch higher and more aft handlebar placement. Ducati has nailed the ergos with a riding position that is notably more roomy and relaxed than the previous V2 and fits my 5-foot, 10-inch frame like a custom-tailored suit. It’s easily the most civil Panigale Ducati has produced.Engine PerformanceThis handling prowess is complemented by the engine’s crisp throttle response and broad, linear spread of power. Ducati claims 70% of peak torque is available at 3000 rpm with 80% of the claimed 69 lb.-ft. at 8250 rpm spanning from 4000 rpm to 11,000 rpm. Given this much grace, gear selection seemed a multiple choice question with no wrong answer. Perhaps that is a bit of hyperbole, but several corners throughout a lap could be taken in either second or third gear without a great disparity in comparative exit drive. Try that aboard the likes of a Yamaha YZF-R6.

True twin character abounds with tactile engine vibration felt through the handgrips blending in mild harmony with the throaty intake growl and percussive exhaust note, all culminating into an informative communicative state of current engine rpm. Acceleration in the bottom three gears is vigorous enough to find yourself bumping into the soft 11,000 rpm rev limiter, despite the TFT dash providing ample shift indication. Set to Track mode (one of three options which also includes Road and Road Pro), the new 5-inch display depicts a bar-style tachometer that changes from gray in color to flashing green prior to the illumination of a pair of flanking red lights signaling the actual rev limit. A nice detail: The lower the gear, the more pre-warning you receive, examples being second gear flashes at 9500 rpm, third at 10,000 rpm, and fourth at 10,500 rpm.Panigale V2 S CriticismsOn track the DQS delivered light and seamless shifts up and down the six-speed gearbox. All is not perfect however, an occasional up-change glitch results in a momentary stumble and hesitation on the shift. I initially believed this anomaly to be associated with having tapped the rev limiter at the moment I made the gear change, but later encountered the shift stumble while short-shifting from third to fourth. Ducati is aware that many testers at the launch had a similar experience and plans to refine DQS calibration.

My only other gripe is quite minor in that adjusting front brake lever position could be made simpler as the adjustment knob is quite small and stiff to turn. Doing so with a gloved hand while the bike is stationary on pit road proved tough enough and was nearly impossible while riding. Once the lever position had been set to my preference, lever travel maintained consistency throughout an entire hot lap session as the Brembo M50 Monoblock calipers provided all the power and feel one could need.

Serious Lean Angle!As the day progressed, I had yet to experience so much as a hint of tire slip front or rear. While the bike comes with Pirelli Diablo Rosso IV radials, the bike we rode was fitted with soft-compound Pirelli slicks that are used in World Supersport competition. The SC1 special compound rubber provides an incredible level of adhesion as though glued to the abrasive Spanish tarmac. While the tires looked no worse for wear after multiple sessions, the metallic toe sliders on my Astars Supertech R boots were wearing thin at an alarming rate. Despite footrest location now offering more knee relief than its predecessor, the stubby pegs had yet to ground at deep cornering lean—a bit surreal considering the V2 is more street-focused than any previous Panigale.“Talk to me, Goose.” Where are the limits?

Doing my best Pecco/Márquez full-attack cornering posture into a medium-speed left with knee and elbow skimming the deck, I tipped in ever so slightly more when a sudden jolt was felt at the rear! Quick as you can think “oh crap” the rear tire chatter-hopped out from under me with the bike completing a 180-degree pirouette flat on its side. The extreme cornering lean had grounded the shift lever, initiating an untimely downshift. As improbable as that might sound, I speak with prior experience.Two decades ago, long before auto-blip assist had been conceived, I encountered a similar incident while hot lapping a Ducati 749R at a Master Bike test conducted at the Catalunya circuit. In that instance it was at the apex of a second-gear left at the end of the back straight. Leaned in deep with the throttle closed, the shift lever solidly grounded as I approached the apex. All was well until the moment I cracked the throttle open, thus removing deceleration load off the gear dogs which allowed the dragging lever to backshift the gearbox resulting in an instant rear end washout.

Having done the donkey work, I hope my mishap can help others. As an admitted serial abuser of shift levers on a wide variety of make and model sportbikes over the years, I wish to offer the following insight. Modern-day shift assist systems command the respect due a hair-trigger-loaded weapon and most certainly shouldn’t define cornering clearance limits. Having said that, Ducati does offer a billet aluminum adjustable rearset kit as part of the V2 Time Attack accessories to negate this issue. Tick that box if you are a hardcore track rider looking to cover your bets.

Is the 2025 Panigale V2 S a Better Motorcycle?Priced at the high end of the exciting new middleweight sport category is precisely where we would expect to find a bike offering premium Ducati build quality. Quality castings abound, much of which are hidden beneath bodywork that also exemplifies a high level of fit and finish. The V2 TFT display is a dashing reminder of the bike’s underlying tech.

When a motorcycle is as inspiring to gaze at while parked in an owner’s garage as it is to ride on the road, that has a value of its own. Is the Panigale V2 S better than better? A resounding, “Yes!” Perhaps the toughest decision comes in deciding between the base or S model? While my gut suggests the more affordable option will not disappoint, one also has to consider the haunting curiosity when settling for less.2025 Ducati Panigale V2 and V2 S Specs