REVIEW | Ducati Panigale V2 S - Sports Bike Perfection
Strictly speaking, as a journalist, I shouldn't have favourites when it comes to automotive brands. From cars to bikes to accessories, my job is to give a neutral review and to honestly report on what's good and what's not. Every so often, though, I get an invite to drive or ride something that I just know is going to be superb, and that can potentially make my role of necessary impartiality quite tricky.
When I got an invite from Ducati to try the new Panigale V2S on a media test day, I knew before even seeing the bike that it would be excellent. I knew that I'd love the way that it looks, the way it sounds and the way it rides. I also knew that I'd almost certainly be ending my day by considering what sort of illicit activities I could partake in for financial gain or what I might be able to sell to get one of my own.
I was confident of all of the above because once upon a time, I made the impulse decision to buy myself a 2014 Ducati Panigale 899. At the time of its release, it was the 'baby' Panigale. The 1199 Panigale was the 'big one' with more power and the more aggressive riding position, and the 899 was the softer baby brother—still a full-fat Ducati sports bike, just a bit easier to live with for the day-to-day duties.
The Ducati Baby Brothers (so far)
It's worth noting that since the 1990s, Ducati has had two variants of its sports bikes available to buyers. They have always been almost identical in styling, but equipped with either a larger or smaller engine, plus, for the smaller-engined variant, a riding position and suspension setup that was often a little kinder for everyday use.
In the 1990s, it started with the 748 - baby brother to the iconic 998. Then there was the 749 - from the contravertially styled 999 era. The 848 came next, alongside the 1098 and later the 1198. And then came my beloved 899 with the birth of the Panigale model name.
I adored my 899. It was fast, sounded sublime, and was absolutely stunning to look at. Sadly, some grown-up decisions catalysed by a global pandemic in 2020 (you might remember it?), resulting in my beloved Panigale needing to go to a new home. And so, that was that. It was gone, but never forgotten.
The new V2S for 2025 - The Price
The latest 'V2', named after the engine configuration, is the latest' baby' Panigale, and the V2S is a slightly sportier version of the model with upgrades including upgraded Ohlins suspension and lighter components for a more focused ride. The beating heart of the V2S is a 890cc V-twin, which produces 120 hp at 10,750 rpm and 93.9 Nm of torque at 8,250 rpm.
Whilst the power figures are almost 100 hp down from its V4S big brother, don't shrug it off yet. The V2S is 10kg lighter than the V4S, and the other considerable saving will make your bank account very happy, as the V4S is now a £30,000 superbike. Sure, the V4S is a cracking bit of kit (more on that later), but it's not cheap. The V2S, in comparison, is priced from just £16,995 before options, saving a whopping £13,000 before we even get started.
First impressions: Comfortable Familiarity
As suspected, I was in love once the new 2025 V2S was in sight. It's a sensationally pretty motorbike from every angle, and once the key was turned and the bike was rolling, the memories of what makes a baby Panigale so brilliant all came flooding back. For a sports bike, the riding position is exceptionally comfortable, even for riders like me who are over 6' / 186cm tall. The handlebars sit high and wide enough to encourage a more relaxed riding position, unlike that of more typically track-focused sports bikes. On the bike, all of my weight was distributed between my feet and my bottom, meaning little to no stress was put through my wrists.
A proper bit of kit (proven with optional extras)
As is the norm with anything performance-focused, there is an entire book of potential upgrades from exhaust systems to carbon fibre part swaps, which can quite easily add another £8-10k onto the retail price of the V2S. One optional package, 'The Time Attack Accessories Package,' proves that the V2S is far from just being a softer version of the V4S. The £5,005 package provides everything you need for track days and race meetings, including adjustable footpegs, a wing mirror delete, an array of lightweight carbon fibre parts, sports handle bars with Ohlins steering damper and a full racing exhaust system to unlock a total 226 hp and a 4.5kg weight saving. For £945.54, Ducati will even sell you a set of race fairings ready to paint in your preferred colour scheme for track days and race weekends, proving the latest baby brother is designed with purpose.
For the Road
For my ride, I'd be experiencing the V2S in the environment that most buyers will be using it for: exclusively on the road. My test had no circuit element; it was just a leisurely ride on the country roads of Warwickshire, Lincolnshire, and Rutland, taking in a mixture of 40, 50, and 60 mph roads. For road riding, the performance and compliance of suspension and braking systems are far better than anyone will ever need, but that's certainly not a complaint. The Brembo braking system scrubs speed at an astonishing rate, and the Ohlins suspension soaks up the typical lumps and bumps of British roads beautifully. The geometry setup is spot on for fast-flowing corners without compromising comfort or stability.
Riding Modes: Race, Sport, Road and Wet
In addition to the ease and comfort of the V2S, there is an array of rider aids equipped, including updated cornering ABS, fully customisable traction control settings, dynamic wheelie control and even adaptable engine braking to give your bike your own preferred characteristics.
If the idea of making multiple adjustments to the safety systems seems a bit out of depth, some preset rider modes are on offer to help. Race mode offers the least electronic interference through ABS and traction control and is the ideal setting for the track. Sport mode provides all the power and excitement, but keeps enough in check with the assumption that ABS and TC might be needed. Road mode is a happy medium with safe use of all rider aids for everyday riding, and Rain mode turns the safety settings up to maximum for confident riding on slippery surfaces.
The Magic of a Ducati
Now I could hammer away at my keyboard to give you all the information that you might want to read about bore strokes (96x61.5), compression ratios (13:1:1) and service intervals (every 18,000 miles - which is excellent!), but chances are, if you're buying one, you've probably already got these figures chalked down somewhere. What you want to know is how it feels to ride, and that's easy for me to talk about.
The Panigale V2S feels inherently special to ride. Sure, there are harder, faster and more powerful Panigale variants, but the V2S is still an exceptionally special motorbike to ride. Ducati has always had an exceptional ability to make its riders feel like heroes in all environments. From chasing lap times on the track, to rolling into your nearest Caffeine and Machine car park–if you're on a Ducati, you feel good, and if it's a Panigale, you're winning the game.
I'm undoubtedly biased, given my previous affiliation with the model, but I'm confident in saying that even a rider brand new to Ducati models would find the V2S a surprisingly easy and highly rewarding bike to ride. There is a certain magic that comes with a Ducati, similar to that of driving a Porsche 911 or a flagship Ferrari. Everything about the experience is intuitive and engaging whilst feeling 'just right'. Hopping back on a twin-cylinder Panigale for a day brought the joyful memories of my 899 back to me. Weekend rides with friends, polite, complimentary conversations in car parks and overall, a sense of pride from riding a hero brand bike at every given opportunity.
Even with the standard pipes, the soundtrack is also excellent, and that's no mean feat considering the hoops manufacturers need to jump through to comply with the ever-changing Euro5 legislation. The exhausts now exit under and to the rear of the seat, which not only looks great but also allows for better heat dispersion for greater rider comfort. For those wanting an upgrade to sound and power, an additional six horsepower can be unlocked by opting for the Termignoni race exhaust system, which is finished in an especially racey black colour scheme. I was on the standard pipes, which sounded sublime throughout the rev range. On that subject, it's worth celebrating the fact that the powerband of the new V2S is vast, with a delivery of 70% of its torque from 3000 rpm, 80% from 4000 rpm, and it just keeps on going up to a frantic and fizzy 11,000 rpm.
Regardless of whether you're sitting at a set of traffic lights or cornering at 60mph on a familiar country lane, the V2S fulfils all the criteria for an exceptional riding experience, to a level that many other bike manufacturers could only dream of.
But what about the V4S?
On the day I was invited to test the V2S, the V4S was also available to ride. Of course, I had to sample it, and I did for a good couple of hours.
As you might expect, for the more experienced and hardcore circuit rider, the V4S is everything you could want a superbike to be. The new V4S has an array of clever technology, including a new system called 'Ducati Vehicle Observer', which constantly monitors what the bike is doing in space with yaw and telemetric sensors to adapt, adjust and release exactly the right amount of power, rider aids and forward predictions during a ride at any given time. It is exceptionally clever and, as a result, makes the V4S a blisteringly capable bike. If you're looking to purchase the most glamorous, sporty, and engaging superbike, then a Ducati Panigale V4S is almost certainly going to be on your shortlist, but... the big brother does come with a hit list of compromises.
The V4S has a far more aggressive and focused riding position, which is excellent for the track but undeniably flawed for casual road use in almost all environments. The power of the V4S is enormous, too, at 216 hp and 121 Nm of torque - for me personally, managing that power on the road was more of a chore than a joy, so when given the opportunity to decide which bike I'd be ending my day on, I walked away from the £30k hero bike and happily threw my leg back over the £17k 'baby' alternative.
V2S vs V4S
The V4S is the fastest Panigale you can buy outside of the 'R' model and, for many, will be the more exciting option. However, as an out-and-out road rider, the V2S is undoubtedly the better option. It's plenty quick enough, joyfully easy to ride, and above all else, feels unashamedly special to ride, which, considering the £13,000 financial saving from the V4S, makes it feel like somewhat of a bargain, too.
Regardless of my prior experience, memories and affiliation with a V-Twin 'baby' Panigale, I'm confident in saying that even if I had experienced the model for the first time on my test day, my conclusion would be exactly the same regardless: The 2025 Panigale V2S it is as close to sports bike perfection as I can imagine. And yes, I want one.
words by John Marcar
photography Too Fast Media / Potski Media for Ducati UK
