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Ducati is no stranger to making controversial decisions - ones that risk alienating long term fans . The decision to switch from a V-twin to a V4 engine on the range-topping Panigale in 2018 angered some fans , but proved to be a wise choice . Now there ' s a similar reaction to the launch of the biggest upgrade since then - one that sees the much-loved single-sided swingarm dropped in favour of a dual-sided design . Like the move to V4 , the swingarm change is prompted by practicalities , and particularly the need to remain competitive in WSBK racing . In fact , the
demise of the single-sider with the fact that the new road bike is closer than ever to the company ' s MotoGP machine , which has been a V4 with a dual-sided swingarm ever since the Ducati ' s entry to the series more than 20 years ago . The swingarm might be more conventional than its predecessor , but it ' s still a distinctive design . Largely symmetrical , it ' s unusual in both its shape and the fact that it ' s able to be used while keeping the belly-mounted exhaust layout that Ducati has favoured for the Panigale V4 . Unusually , the company ' s stated benefit of the new design isn ' t
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increased rigidity , but increased flexibility . It ' s 37 % less rigid than before , which might sound a retrograde move , but it ' s actually a response to the increasing grip of modern motorcycle tyres , which allow greater lean angles than older chassis were designed to cope with . The extremes of lean mean that flexibility is desirable to help keep the tyre in contact with the tarmac over mid-corner bumps , and in pursuit of the same goal , the new Panigale V4 ' s front frame section has also been made 40 % less rigid than its predecessor . As a result , the swingarm and frame use less metal than before , so they ' re lighter |
- although the overall difference on the finished bike is negligible as weight has been gained elsewhere . Overall , the 2025 machine is 1 kg lighter than the 2024 version . Back-to-back tests on track have shown that the new Panigale is both faster than its predecessor and easier to ride , allowing even relatively inexperienced riders to improve their lap times . The styling has been completely reworked , and while an initial glance leaves no question that this is a Ducati superbike , a closer inspection shows that the overall proportions have been moved back in the direction of earlier machines , when compared to the very |
MotoGP-inspired shape of the last Panigale V4 , including the legendary 916 . There ' s less visual mass over the front , with a higher nose and less imposing side panels , and the tank no longer merges into the side panels . The changes are partly practical - the sides are now less susceptible to crosswinds and the tank is better shaped to be gripped by riders ' knees - and partly intended to give a closer link to the 916 . The engine has been reworked and lightened compared to the previous version , with new camshafts , variable length intakes with longer travel than before , and components borrowed from more exotic bikes , including the alternator and oil pump from the Panigale V4 R and the gear shift drum from the Superleggera V4 . However , the power increase is marginal - going from 158.5 kW ( 215.5 PS ) to 158.9 kW ( 216 PS ) - and torque is actually reduced , dropping from 123.6 Nm to 120.9 Nm . Both power and torque peaks are higher in the rev range than before , too , but the real benefit appears to come when raceonly exhausts are fitted . Ducati has developed two track-only systems with Akrapovic , the first , with two underseat pipes , increasing power to 228 PS , and the second , a belly-mounted design , boosting power to 224 PS .
Adios to the Superquadro V2 engine and Panigale V2
The Panigale V4 might be entering a new era , but the existing 955 cc Panigale V2 is being phased out with a limited-edition run of 550 Panigale V2 Superquadro Final Edition machines .
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These mark the end of production for the Superquadro V2 engine that first appeared with the 1199 Panigale superbike in 2011 . It ' s been offered in a variety of sizes since then , from 898 cc to 1,285 cc , but Ducati has decided not to continue with its development . While not explicit about it , the demise of the Superquadro V2 must also mean that the Streetfighter V2 , that ' s currently equipped with the engine , will also be discontinued . There is already evidence that Ducati is readying a new sports bike - potentially to carry the Panigale name - with another V-twin engine . This time the
engine looks likely to be the older Testastretta 11 ° design , as used in the SuperSport , DesertX , Multistrada V2 , Monster and Hypermotard . With a power level of between 111 bhp and 122 bhp , it makes it substantially less than the Panigale V2 ' s 955 cc Superquadro V2 . The Testastretta makes around 114 hp in most applications at the moment , so looks like the most likely engine for the new bike . Rumours have also been swirling that the SuperSport 950 , which is currently the sportiest Ducati to use the Testastretta engine , will be dropped , with a new model replacing both it and the Panigale V2 .
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