Table of contents:
- Ducati Panigale V2: red of passion and balance
- WSBK electronics at the service of the street
- In crops of nobody
- Ducati Panigale V2 2020 - Assessment
- Ducati Panigale V2 2020 - Technical sheet
Everything red. The Ducati Panigale V2 It is only going to be marketed in Ducati's deep red at the moment. And yes, it is a bet that may seem risky with a model that is located in no man's land, but it is a winning bet.
In addition to the obviousness of its color, the Panigale V2 is the evolution of a species (that of two-cylinder sports shoes) that maintains all the confidence of the Bologna brand, and with good reason. With 155 hp and a dry weight of 176 kg, this V2 is the triumph of reason without turning its back on emotions. We rode with her thoroughly at the Jerez Circuit and, yes, she convinced us.
Ducati Panigale V2: red of passion and balance
The new Ducati Panigale V2 not only has a new aesthetic, it also unifies the Panigale concept more than ever. Borgo Panigale's small Superbike inherits the aesthetics of the Panigale V4 with a sharp and clean fairing that highlights a suit of two layers on the sides, overlapping the engine air vents and extending into the fuel tank.
The pointed front is starred by the huge air inlets that are delimited by the charismatic dual Panigale headlight, with the integrated LED daytime running light and the main headlights tucked further inland. From behind the tail also changes and adopts the hollow forms in the interior and the rear light type 'wing'.
But if we keep looking more towards the lower zone we come across two hallmarks that until now had not appeared (together) in the access Panigale. The exhaust is again located in the lower area, integrated into the keel like the 899 Panigale had, and is complemented by a single-sided swingarm identical to the 1299 Panigale. Perfect match.
The whole of the Panigalina looks more attractive than ever and the finishes as usual are a step above the average. It is nice to see the disassembled parts from the Borgo Panigale factory and with what subtlety they fit into the assembled motorcycle. Few buts can be put on the aesthetic aspect.
But we have not come to the Jerez Circuit to dedicate ourselves to looking at a motorcycle that on paper promises a lot. Its figures may not attract as much attention as those of its older sisters, but that does not matter to us, we want to know first-hand what this Bolognese only available in the intense red color of Ducati tastes.
With one of the best tracks on the world championship calendar for us, we get ready to go out and the autumn weather gives us an unpleasant day with wind and fine intermittent rain. The first two batches we took it very calmly seeing how delicate a cold and wet asphalt was partially raining. And you know, the asphalt grips until it stops.
During this time we became familiar with a Ducati Panigale V2 in which not only its aesthetics changed, but its ergonomics have also been varied with respect to the previous 959 Panigale. In general, it is a very similar motorcycle, but the seat has a fluffy 5 mm higher, putting even more weight on the wrists and raising the center of gravity. Now the seat is also 20mm longer to allow for better mobility.
This minor change has an immediate effect. The force on the semi-handlebars is increased while the body in a higher position forces the bike to turn faster in the changes of direction by pulling physical. Coupled with this slightly different geometries (same 24º throw but 2mm shorter lead) they make the steering pure instinct, while the wheelbase lengthens 5 mm with a longer swingarm for extra stability and traction.
During this first part of the contact we kept the electronics in Sport mode, to avoid scares. Of the three available (Street, Sport and Race) the second is the most balanced. Traction control, anti-wheelie and ABS with cornering assistance take intermediate positions and despite the delicate asphalt, none of them were intrusive to us.
As we began to gain confidence with the mount and with the way of acting of electronics, we gained confidence and exploring the 155 hp from the 955 cc Superquadro engine. It has apparently lost 2 hp compared to the Panigale 959, but this is due to a change in the now standardized measurement process. With the same protocols, this new generation gives 5 more CV. And no, we already anticipate that they are not few and it is not necessary to go to the 200 CV barrier.
This engine in addition to a more than reasonable power for a 176 kg dry weight and 200 kg in running order, generates a 104 Nm torque at 9,000 rpm of which more than 60% are already available from 5,500 rpm. That, for an engine with the red line at around 11,500 rpm, is a very usable useful band.
It didn't take long for us to cheer up and place the electronics in the Race mode with which the power delivery is much more direct, the traction control is less restrictive as well as the ABS and the antiwheelie. We go out on the track and the changes are noticed immediately. They are the same 155 hp but delivered in an even more energizing way.
The engine stretches, and stretches with enthusiasm. It has kick and can make you go really fast if you play properly with the assisted change. bidirectional quickshifter DQS EVO 2And it is a joy to be able to get out of the curves by twisting the accelerator to its limit without hesitation without feeling the dread that the Panigale V4 can cause.
For its part, the cycle part remains practically the same. The monocoque chassis is joined by a inverted fork Showa BFP 43mm at the front and a Sachs monoshock on the rear, complemented by a Sachs steering damper. As with the engine, the fact that its components are less exotic has a pacifying effect for those of us who are not Carlos Checa, Andrea Dovizioso or Chaz Davies. A not-so-firm moron creates a feeling of confidence enough to allow us to enter braking harder and later than we could enter with a Panigale V4. It's all psychological.
The brakes are perhaps the least strong point of the Ducati Panigale V2. The kit consists of a complete set of Brembo with 320mm discs, radial brake calipers M4.32 and radial pump. It is a solvent and sufficient team that perhaps it could be somewhat lacking in mordant in the first section of the lever, although pressing more everything is fixed. The good thing is that they never falter and their deceleration is really measurable.
WSBK electronics at the service of the street
Thanks to a full and stretched but at the same time dosable engine, you can allow yourself to focus on the driving, to enter the corners faster and faster and explore your limits on the track in a safe and quite fun way. And here a good part of the fault is the electronics.
With six-axis inertial platform (IMU), eight-level traction control, four actions for the antiwheelie, ABS with cornering function and engine brake regulation, it seems that we are always talking about the same thing, but it is not like that. In this Panigale V2, practically the same package as the Panigale V4 has been introduced and it feels that it is not even painted.
For this generation, traction control has gone one step further. The Ducati Traction Control EVO 2 has been borrowed from the one used in the Desmosedici GP18, has just been developed on the Panigale V4 R and has now been extended to the rest of the range.
This new system has evolved into predictive traction control. Now him DTC EVO 2 it is able to intervene faster and smoother thanks to its ability to read in advance when the rear wheel starts to slip. That is, it does not let the rear wheel slip a lot to cut, but is able to anticipate.
The result is once again a heightened sense of security, but it doesn't cut off the fun, quite the contrary. The electronic defect of the Ducati Panigale V2 is a house brand, that is, it is a motorcycle that moves, slides slightly and you have to work on it to take it around the site, but in a controlled way. A point of passionate character typical of Borgo Panigale.
On the other hand the Intelligent three-level ABS allows you to easily look like a real pilot. You can brake very late as the control unit will take care of keeping the rear wheel touching the asphalt, but also the "slide by brake" function helps you to brake even later by leaning on the rear brake and lets the rear wheel cross without exceeding the limits of security. It's amazing how easy a Marquez-style crusade can be thanks to electronics.
In crops of nobody
Difficult to position the Ducati Panigale V2. This Italian sports car comes, according to the brand, to stand somewhere between the sports road concept that was so popular in the 90s and a more radical facet destined for closed traffic circuits. The reality is that due to sensations, components and the specificity of its approach, it seems like a very circuit bike. Obviously not as much as a modern Superbike, but it is a motorcycle that the roads are too small for everything it can offer.
Its price is not affordable, since it starts in 18,490 euros, but both in terms of components and technology, it is a motorcycle that is well worth them. And yes, we already know that for price it almost gets against the Suzuki GSX-R1000R (21,199 euros), Yamaha YZF-R1 (21,899 euros) or Kawasaki ZX-10R (19,399 euros), but it is that in the cycle part it is almost at its level and in electronics it even surpasses them.
On the other hand, and although it does not use components as exotic as those of its older sisters, all are clearly above those that would be its competitors below the Superbike. They are not directly comparable, but a Yamaha YZF-R6 costs 15,849 euros, a Kawasaki ZX-6R costs a third (12,225 euros) and the MV Agusta F3 800s almost tie at a cost of 17,490 euros.
With its 155 hp and 104 Nm of torque for a weight of 200 kg in running order, This Panigale V2 occupies the category that once populated the 750 cc four-cylinder sports cars now extinct, but with a much more up-to-date concept.
In any case, this motorcycle is one of those that can be misunderstood, but at the same time they are necessary for the market. Because seriously, you don't need a Superbike to go fast and enjoy the track. Sometimes, less is more, and this Panigale V2 is possibly one of the most enjoyable bikes we've ever ridden on the track.
Ducati Panigale V2 2020 - Assessment
Motor 8 Vibrations 6 Change 8 Stability 7 Agility 8 Front suspension 8 Rear suspension 7 Front brake 8 Back brake 6 Pilot comfort 7 Passenger comfort N / A Consumption N / A Finishes 8 Esthetic 8
- Powerful and dosable motor
- Aesthetically perfect
- Advanced electronics
- Intuitive behavior
- Radical position
- High price
- Upgradeable brakes
- Sound too Euro5
- Testing area
- Motorcycle news 2020
- Ducati Panigale V2
Ducati Panigale V2 2020 - Technical sheet
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