Motorcycle specifications DucatiPanigale V2 2020 Double heritage

With the arrival of the Panigale V4, some Ducatisti might have feared the end of a prestigious line of (very) sporty twins. Fortunately, the spearhead of the range has always been accompanied by an equally desirable and more accessible little sister. Succeeding the 959, the new Panigale V2 arrives with strong arguments to seduce Bolognese sportbike enthusiasts. The best of both worlds for those who don't want the ultimate, demanding side of a V4?

two Panigales with two different architectures, for two different missions. To compete in the Superbike class, Ducati was no longer able to push the power of its twin and had to add cubic capacity - the regulations were moving in this direction. The 4-cylinder V was the obvious choice, allowing Ducati to find more horsepower, reduce displacement and benefit from the MotoGP image. Now that the Panigale V4 has demonstrated its strength as well as its demands, Ducati can enjoy its baby Panigale. The latter takes the opportunity to break an age-old tradition. No more number to identify it, something that has accompanied every Superbike since the 851. Now it's called Panigale V2.

those who fell in love with the V4 will be more than delighted to rediscover its silhouette. Its taut lines, its slender gaze, its intoxicating diva profile, that skin shaped by mechanical fervor - the bike is beautiful, quite simply, with its own identity. Because, another tradition scratched, the V2 is not a carbon copy of the V4, like all previous duos(899 / 1199, 848 / 1098, 749 / 999, 748 / 916). It's inspired by its predecessor, nuance. With a different technical base, it was impossible to do otherwise. No regrets, no hard feelings, because the sauce works. The fork head is identical, the fairing flanks almost identical; except that the base has been reworked to allow the exhaust pipe to emerge. Take an extra moment to look at it, to soak up these desires, and catch the visible memories of the 959. So it is with the fuel tank, the rear frame support, and we'll see later what's hidden underneath.
Crucially, the little Panigale finally gets a single-sided arm. This charming element is almost part of the DNA of these sport bikes. The designers also took care to get rid of the ex-959's protruding, disgusting exhausts and replaced them with elements compacted as far as possible under the engine. This frees up the rim, lightening the line as much as possible. Yes, we can say it again, the Panigale V2 is a beautiful machine.

but it's not one to be dismissed as a beast of burden. In fact, both the mechanicals and the chassis come directly from the 959. Enthusiasts of big V2s with a grunt character will be delighted to enjoy this two-cylinder, high-cube machine. Even though it's the "little" Panigale, there's still 955 cm3 in the cylinders. This chapter is keen to comply, taking advantage of the opportunity to validate itself as Euro5 while gaining a little power. Boosted by 5 horsepower, it achieves 155 units at 10,750 rpm. That's 5 more units than on the 959 Panigale*. A little more torque is also on offer, 2 Nm. For a total of 104 Nm at 9,000 rpm, or 10.6 mkg. These values are more reasonable than those of the monstrous V4, but still allow you to have a lot of fun.
This mechanical refresh didn't just happen. There have been improvements from start to finish. The intake is more efficient, with ducts that lose less air pressure and new injectors. The exhaust system has been redesigned to significantly reduce its size. Apart from this, the Superquadro twin remains technically identical and highly accomplished. The same applies to the chassis in which it operates.

the strength and uniqueness of a Panigale lies in its monocoque structure, which acts as both airbox and frame. Ducati won't touch that. Nor does the Showa inverted fork with its large 43 mm piston. The brakes are the same: 320 mm discs and Brembo M4.32 calipers - serious, efficient and just below the famous M50.
It's at the rear that the technical changes take place. The single-arm of course, as we've already seen. And a new, 2 mm longer shock absorber. All suspension components are fully adjustable. The manufacturer is more accommodating than usual, having reconfigured the damping for a little more comfort. The saddle follows suit, with more padding and greater freedom of movement.
For the Panigale V2, keeping the 959 's chassis means preserving the fascinating lateral kinematics of the damping. Unique, enigmatic, almost an athletic appendage. The fact that Ducati has only partially reworked the bike's chassis is testament to the manufacturer's confidence in this chapter of the Panigale range. It's also a good way of extending the bike's technical life in a different guise.

moderately equipped with electronics (for a Ducati) under the 959 nameplate, the Panigale V2 gets a good upgrade, as with every generation. It hadn't yet had a taste of the IMU, the 6-axis inertial unit that makes steering assistants more efficient. As a result, its ABS becomes cornering, with 3 levels of intervention. In mode 1, it is active only on the front wheel / in 2, it acts on both front and rear wheels, eliminates stop control and allows controlled drifting / in 3, road-typical, it acts with maximum safety.
Next up is DTC traction control, in EVO 2. Still 8 levels of adjustment, followed by electronics that intervene more rapidly, with greater flexibility, and a capacity for anticipation thanks to the host of parameters ingested. The DQS EVO 2 shifter is even faster, and also takes account of the bike's angle of inclination when shifting gears, with efficiency on both uphill and downhill gradients. The harvest continues with the adoption of DWC wheeling control and a color TFT instrument panel. That's it, the era of liquid crystals is over for Bologna's pistardas. From the V4 to the V2, it's a beautiful mini-tablet for controlling the life of the machine. The essentials are visible in the blink of an eye, and the other info is well arranged. The small 4.3-inch screen is convincing.
Then there are the other aids already present: EBC engine brake management and the 3 riding modes (Race - Sport - Street). For more, you'll need to take a quick trip to the options corner, where you'll find the Ducati Lap Timer GPS, which automatically takes care of lap times, the Ducati Data Analyzer + GPS, and the Ducati Lap Timer GPS, which automatically takes care of lap times, the Ducati Lap Timer GPS, and the Ducati Lap Timer + GPS.es Ducati Data Analyzer + GPS for an introduction to telemetry, or the Ducati Multimedia System to use your phone's main functions.

this Panigale V2 doesn't really follow in the footsteps of Ducati's "little" Superbikes, the scaled-down versions of the SBK war machines. Sure, it looks like the biggest bike in the range, but it's dissimilar in many ways. In the past, only the displacement, peripherals and price came down a level. Today, the frame and engine type also differ, the objectives have more distant priorities, and one is almost reasonable while the other tips over into madness. But face to face, one thing is obvious: the culture, the passion for sport, for beautiful objects, for technology, is an indestructible kinship.

M.B - Manufacturer's photos

* Appendix: Ooh, something's wrong. How can this Panigale V2 claim 5 more horses in its total of 155, compared to the 959 Panigale, which sent out 157? Either the V2 should be putting out 162, or the old 959 doesn't add up. Quid?

It's 155 and 5 more. That's because since 2018, Ducati has changed its power-measurement process, which has brought the watts delivered by the 959 Panigale down to 150 drunks.