Motorcycle specifications Ducati1100 Panigale V4 2025 Full throttle is not enough

Lightning isn't white or yellow or blue; it's red.
They don't rip the sky but the circuit.
The roar in the ether is not that of the notching air, but of a big 4-cylinder barking its horde of horses.
This excessive, obsessive torment has a name: Ducati Panigale V4.

Ducati presents the latest version of its sports bike; its hypersportive. Appearing in 2018 with a bang and a sublimation, the beauty has shaken up all the conventions established by decades of twin. Perpetually in pursuit of performance, the bike passes a new milestone, where emotion is put to the test for every sense.

The Panigale V4 is now in its 4th generation (and the 7th generation of Superbikes). Each one has brought its share of evolutions without significant upheaval. The tone is bold again. The new tome has decided to give its Superbike a new outfit, with that breath of grace, rage and fire recognizable at first glance.

Ducati claims, as always, that the lines of its latest creation are directly inspired by the 916. It's true, they're both red, and each of their wheels is round.....
Joking aside, and apart from the fact that the brand cultivates its communication and history aristocratically, it's hard to question its ability to produce beautiful motorcycles. And this one joins the long list of divine, sensual Italian sportbikes.
The face it has sported since its debut is transformed, with sharper eyes, no exuberant hollows, but retaining that instinct to threaten and provoke. The fins, now painted, blend in better with the silhouette, while the fairing sides are redesigned with much greater simplicity. The air vents have been cut with a knife to create cleaner, clearer lines.

The junction between the shoulders, the holes in the front mudguard and the MONOBRAS have all disappeared. The rear end, always a sexy sight, splits the headlight into two parts. Integrating the triangular exhausts seems to have been a little more complicated on this one.
And then, notice the mirror arms. They no longer rest on the front of the bike, but instead run around the cheeks of the fork head - so that it doesn't suffer visually from any appendage... or any cover to put on when you take all the road hardware off to the track. Ergonomics have been improved to allow the rider to move around the machine more easily. The footrests are new, as are the rims and throttle control (from the V4 R).

let's get down to the nitty-gritty of the debates. Yes, the Panigale V4 abandons its single-arm design. It's not the first time that the SBKs from Bologna have made this departure from the sublime. The 999 / 749 did it before, as did the 899 and 959 Panigales. But why did they do it?
For efficiency, even if it means disappointing some. But this time, the double-sided swingarm is surprising in its shape. It's made up of strong sections with gaping recesses. Its design has reduced lateral rigidity by 37%, improving traction and feel. Longer by 16 mm, it increases the wheelbase to improve traction and stability.

Go for it! The new styling goes hand in hand with improved aerodynamics, resulting in 4% less rolling resistance. Cooling is also optimized, as is rider protection. As for the winglets, their offset is identical to that of the previous model.
And to get from Turn A to Turn B and beyond as quickly as possible, the Panigale V4 relies on its 1103 cm3 V4, refined for the occasion. This very powerful heart, drawing on its large displacement and MotoGP-derived technology, gains a little half a horsepower at 500 rpm, or 13,500 rpm. As a result, the block pumps out 216 hp, or even 228 bhp and 127.8 Nm when fitted with the Akrapovic full exhaust system. But the bulk of the work wasn't to find watts. Rather, it was a general improvement. In order to pass Euro5+, save a kilo on the engine as a whole, and reduce its inertia - to this end, camshafts, transmission and timing components, alternator and oil pump rotors, and gearbox drums have been modified.

The engine features a counter-rotating crankshaft, double-ring pistons, bore dimensions identical to those of the GP Desmosedici, desmodromic valve timing and variable-length intake cones (reworked for the 2025 version), two injectors per 52-mm throttle body, automatic rear cylinder cut-off at idle when the engine starts to heat up, "Twin Pulse" timing with 0°-90°-290°-380° ignition, and 12.3 mkg of torque (down slightly, by 0.3 mkg).

Ducati abandoned tubular steel trellis for its sportbike frames a long time ago. On the Panigale V4, the semi-perimetrical aluminum "Front Frame" has been modified to reduce weight (730 grams) and lateral rigidity (-40%). Strange, isn't it, that the chassis should twist more after years and years of stiffening!
Not really. The manufacturer's aim is to give the rider a better feeling, and to make the chassis work harder when the suspension is under stress. Increasingly efficient tires and the sick performances achieved by today's sports cars mean that certain technical approaches have to be reconsidered.

suspension is little changed, with Ducat renewing its faith in the Showa BPF 43 mm inverted fork with large piston and Sachs shock absorber, both adjustable in all directions. A steering damper (also Sachs) has also been retained. The only change is a 5 mm increase in front-end travel. As usual, Ducati has reserved some top-notch hardware for the S version, with pilot-operated Öhlins components.

Bologna's sports bikes are often the first on the market to introduce the latest braking technology. The new Panigale V4 respects this tradition. It features new Brembo Hypure calipers. They are lighter and cool better than the high-performance Stylema calipers. These 4-piston aluminum-silicon calipers bite huge 330 mm discs. Insane braking guaranteed. The rear brake gains 80g, with its 245 mm diameter disc 0.5 mm thinner.

And that's not all. Deceleration has also been improved with a new electronic toast, the Race eCBS. An automatic, modular coupling of the rear caliper with the front. When the rider applies the brakes with the lever, the system also sends sauce to the rear, but moderates the force according to angle (Cornering function) and load. It can even retain a little rear brake after releasing the front brake to tighten the trajectory (level 1, Track Plus strategy).

The company is taking advantage of this technological evolution to install its new Ducati Vehicle Observer (DVO) - an algorithm that simulates 70 sensors to take into account 70 physical quantities for even finer adjustment of traction and wheeling controls. From now on, the Panigale V4 is equipped with :
- dTC DVO traction control
- dWC DVO wheeling control
- dSC glide control
- dPL DVO standing start assist
- up&Down shifter DQS 2.0
- eBC Evo 2 engine brake control
- aBS cornering Race eCBS
- 4 power levels
- 5 riding modes

and an all-new screen, much larger than the previous one. Its elongated 8:3 format fits into a diagonal of 6.9 inches, with a resolution of 1280 x 480. More room to display a host of information, including more visible assistants, a prominent place for the gear engaged and space for lap times. Riders can choose between a Road or Track interface, depending on their riding preferences.

The new 1100 Panigale V4 is one of those bikes that makes your senses tingle with every moment you spend with it. The desire to look at it, the heart that lifts with every acceleration, the adrenalin that pulses in the chord point, the strength that exudes from the body when braking, and the mouth that bursts when the fare falls on the table.

In the space of 8 years, its price has risen by 24%, while it has become "easier" to ride and more aerodynamic, gaining a few seconds in the process. However, the Panigale doesn't offer carbon parts, a beautiful open-work fork crown or the refined parts found on the competition's bikes. For all that, and more than ever, the Panigale V4 aims to be the most fantastical sportbike on the market. Reasonable? Certainly not. And that's what the public wants.

The different riding modes of the Ducati 1100 Panigale V4 '25:

"Race: A" - The Race A riding mode offers the rider the full power of the engine (216 hp) with a direct response from the Ride by Wire system to throttle opening (High Power mode). The default Race A mode features a low-intrusive electronic setting designed for circuit driving, with the Race eCBS system at level 1.
" Race: B - The Race B driving mode retains full engine power in High Power mode. The electronics default setting remains low-intrusive and designed for circuit driving, but with less free DSC calibration (2 instead of 1) and with Race eCBS at level 3.
" Sport" - The "Sport" driving mode is associated by default with the medium power mode (maximum power of 216 hp and more progressive response of the Ride By Wire system). Electronic controls are set to support the driver during sporty road driving.
" Road" - The "Road" riding mode is recommended for on-road driving, particularly when surface conditions are less than optimal. The RM offers the driver 216 hp with a progressive throttle response (Medium Power Mode).
" Wet" - The "Wet" riding mode is designed for riding on low-grip or wet surfaces. The RM limits maximum power to 160 hp with a particularly smooth throttle response (Low Power Mode).

M.B - Manufacturer's photos