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Ducati Panigale V2 test: How about baby Panigale?

24 mayo, 2021
Prueba Ducati Panigale V2 8

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The ‘baby’ Panigale evolves from 959 to Ducati Panigale V2, from this test, already Euro 5, with more power, less weight and with the authentic DNA of the red brand, its 90º L-twin engine, a small one that misleads.

It’s funny how things change … Now the real Panigale is the V4, while this one, the most authentic and genuine, is called V2 and is the little sister. For me the little Panigale V2 is the legitimate one successor to the Ducati 998, the real one, but things have changed.

At a certain distance, this V2 is almost a carbon copy of the V4 –or should I say it the other way around–, they are identical except in small details or the V4 engine… This pair is that incredible.


But let’s focus on this V2. Regarding what happens, the Panigale 959, the Designer Team It has done a good job as the fairing is super slim and gives it a very small and light external volume. The frontal look is super aggressive, with the air intakes and the small full led headlights, with the led eyebrows for drl.

The Exhaust system has improved a lot, with a single exit on the low right side, very well achieved, and they have won integers with the addition of a single-sided swingarm –Attached to the engine, as you know–, another of the Ducati sports identity symbols.

How could it be otherwise, now equip the electronics package that Borgo Panigale brand integrates on all its models. Thus, thanks to the fact that you already have a IMU –Bosch–, now offers Cornering ABS –Braked with sensitivity to the lean of the motorcycle–, antiwheelie Y tilt sensitive traction control, to which it adds a new and luxurious instrumentation with TFT screen, engine brake control Y driving modes (Race, Sport and Street), which influence the power and its dosage, the ABS and the traction control.


Even if you see the spring of the rear monoshock in yellow, do not be confused: it is a Sachs, although, yes, multi-adjustable.

One last detail is a quickshifter Up & Down, which works both to go up and down gears, a great luxury.

The ineffable L90º Superquadro twin-cylinder engine now complies with the stringent Euro 5 anti-pollution regulations and is also 5 hp more powerful than the Panigale 959, and it achieves this thanks to a new double-injector injection and oval bodies and revised intake ducts, as well as other technical details. But let’s see how it goes …

On track

This V2 is really narrow, with the knees very close together, which gives you a very attacking position and full control.

The monocoque chassis allows the width in this area to be practically that of the cylinder heads of the engine. The aluminum subframe It is anchored to the rear cylinder head, that is, you ride on a hot, narrow spar, with the cylinder heating the inside of your knees.


The seat It has a 5 mm thicker padding and is somewhat longer, which makes it slightly more comfortable, although the sporty ergonomics are maintained compared to the 959.

The motor it pushes you hard thanks to its enormous amount of torque, with typical Ducati V2 thrust, especially between 8,000 and 10,500 laps, with the addition of superlative traction control. This, together with impeccable cornering stability, thanks to the chassis and the Showa BPF and Sachs suspensions –Multiajustables–. This V2 goes where you look, you change direction in the blink of an eye and in a chicane it moves super easy.

The ride by wire feel It is perfect, you dose the power at will, aided by the electronics, and with the quickshifter you change gears very quickly, and without problems, both up and down. The truth is, I don’t usually gain confidence very quickly in the bikes I ride on, but on this Panigale it took me ten minutes, that’s how well balanced it is.Test-Ducati-Panigale-V2_2

When braking, the Brembo monobloc calipers They deliver a lot of power, but the touch seemed too soft to me, and that it lacks that hard point where you already feel how the pickup bites the disk.

Information is missing at the braking limit. The result is that if you brake on a curly, the bike is slightly nervous, something that with a fork adjustment could have been mitigated, but there was no time for it.

However, this small detail goes unnoticed on a motorcycle that with its 155 CV gives you a lot of fun and confidence, and with which the vast majority of pilots are going to have a great time, much better than with a more expensive and ultra-sophisticated Panigale V4. There is no doubt that the baby fell in love with me …

How is the Panigale V2 going in …

Ducati Panigale V2 test

Town: It was not born for it nor is it an ideal setting for a sportswoman. So the essential.

Highway: He has a great time here, he’s agile, he has an excellent punch in the mids and lows, a powerful braking, but the position takes its toll.

Highway: You are well protected, but, yes, crouched and stretched out, a sporting position that does not invite you to do kilometers in a straight line.

Circuit: Yes Yes Yes. This is its territory, agile, powerful, with a good punch and a free way to fully stretch its 155 CV. It is in its sauce, like any Panigale.

What we like the most and what we least

Only +: Its style is unmistakable and its design is improved with a new fairing and exhaust system, in addition to recovering the single-sided swingarm. The electronics pack is sublime.

Only-: The touch of braking lacks a point of hardness, a personal nonsense. The heat emitted by the rear cylinder is noticeable. Interestingly, it has no rivals.

Data sheet


Motor type: 2 cil on V90º 4T LC 8V Desmo, Superquadro
Bore x stroke: 100 x 60.8 mm
Displacement: 955 cc
Maximum power: 114 kW (155 hp) at 10,750 rpm
Maximum torque: 104 Nm at 9,000 rpm
Compression ratio: 12.5: 1
Feeding: Bosch electronic injection, double injector, oval bodies
CO2 emissions: 139 g / km
Change: 6 speeds
Clutch: Multi-disc in oil with anti-rebound and assisted
Secondary transmission: Chain of retainers
Chassis type: Aluminum monocoque
Steering geometry: 24º / 94 mm
Swingarm: Aluminum single arm
Front suspension: Showa BPF 43/120 mm inverted fork
Rear suspension: Sachs multi-adjustable monoshock, 130mm
Front brake: 2 discs 320 mm radial Brembo M4.32 calipers, Cornering ABS Evo
Back brake: 245 mm disc Brembo double piston caliper, Cornering ABS Evo
Tires: 120/70 x 17 and 180/60 x 17
Total length: Na
Maximum height: Na
Maximum width: Na
Axle distance: 1,436 mm
Seat height: 840 mm
Weight -filled-: 200 kg
Deposit: 17 liters
Average consumption: 6 l
Theoretical autonomy: 280 km
Official guarantee: 2 years
License: TO
Price: 18,490 euros
Importer: Ducati Spain / Desmotron, SL

More information in the brand website.

Standard equipment


The single exhaust silencer replaces the double of the 959. It is much more elegant, very collected and better finished, in addition to being smaller.

TFT digital instrumentation
Hour clock
Double trip odometer
Coolant temperature indicator
Ambient temperature indicator
Fuel level gauge
On-board computer
Inserted speed indicator
Maximum speed warning
Electronic anti-theft
Ride by wire
Traction control
Driving modes
Led headlight
Slipper clutch
Separate seats
Clutch lever adjustment
Brake lever adjustment
Passenger handles
Anti-theft gap
Cornering ABS

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