2025 Ducati V2

Thanks Dan for the pictures! The swingarm looks much better in these. I'm falling in love with the bike. Propably start annoying Bobbie soon...

Looks like the first ride reviews have gone live, and either Ducati marketing was handing out amazing gift bags and tons of espresso or the enthusiastic reactions are actually genuine.

Can’t wait for mine to roll in, no clue when yet, though supposedly 2nd V2S coming in through my dealer. It will be interesting to see if the Time Attack package has the same graphics they were showing off in Spain.

https://www.visordown.com/reviews/ducati-panigale-v2-s-2025-review-new-v2-tested-track

I very nearly bought one...however, I could not get my head around the 120hp. I would not have minded a lower power point say down 15hp...but dropping 35hp was just too much. 17kg (or 13kg for the s) less and 140hp would have been my sweet spot to throw money down.

I ended up with the new v4s for a .... load more money and too much power for me.

Maybe in 2-3 years they'll drop a little more weight and increase the power to over 130?

I hear ya, hanging on to my current V4 and this will be an addition to the family. A little road duty and smaller track bike.

I would wager a small sum that we see an R version of this with their eyes on the SuperSport class (which is currently using the previous V2 for a couple of years). Lighten the internals for a few more RPMs and throw on a hefty profit margin, but it stays in line with the model naming scheme.

same here, I got one on order as well... DNB says mid March ETA.. i dig the "v4r" style as well.. cant wait to see and feel the thing in person!

I don't understand how Ducati could get a claimed 148hp out of a 898cc 899 Panigale motor, but only 120hp from this 890cc motor with adjustable cam timing. I sure hope it's because of the tune and they're limiting the top end like the Japanese do.

Lower the compression ratio. Would run cooler too.

Different cam timing, different valve train design, different compression ratio, different porting for higher rpm power vs low rpm torque, and (need I say it) Desmo valve train for a more aggressive opening and CLOSING valve movement that increases power in the areas necessary without danger of floating the valves. The 899 was basically a smaller bore 1199, and the 1199 made 195 hP and 90+ ft-lbs of torque. 3/4 of 195 is right at 145 hP, which works with the 899's rating.

If you put the 899 heads/cams on the new V-2, you'd gain power but lose low-rpm tractability. hP is an rpm related power number. Torque is not. Look at the power curves and you'll see the difference.

Sheikh said:

Different cam timing, different valve train design, different compression ratio, different porting for higher rpm power vs low rpm torque, and (need I say it) Desmo valve train for a more aggressive opening and CLOSING valve movement that increases power in the areas necessary without danger of floating the valves. The 899 was basically a smaller bore 1199, and the 1199 made 195 hP and 90+ ft-lbs of torque. 3/4 of 195 is right at 145 hP, which works with the 899's rating.

If you put the 899 heads/cams on the new V-2, you'd gain power but lose low-rpm tractability. hP is an rpm related power number. Torque is not. Look at the power curves and you'll see the difference.

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Just so were on the same page, the 899 was a small bore & de-stroked 1199, the 959 had the same bore as the 899 and the same stroke as the 1199/1299. I'd say the 959/V2 is the small bore 1199. However the 899 makes more torque than the 2025 V2 too, there both rated at the same RPM 10,750. The curve is important but damn, for racing big numbers are even more important.

In the supersport class wasn't the V2 limited? I think the new V2 will allow the bike to compete in a race series without being limited. It's down on power but also weight.

BP PanigaleV4S said:

In the supersport class wasn't the V2 limited? I think the new V2 will allow the bike to compete in a race series without being limited. It's down on power but also weight.

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Yeah, you are absolutely right about that. The old V2 is neutered for the 600 class because it's a 750 class bike. It's exponentially more fun riding a slow bike fast than it is a fast bike slow, so I hope this V2 is a success.

Forewarned said:

Just so were on the same page, the 899 was a small bore & de-stroked 1199, the 959 had the same bore as the 899 and the same stroke as the 1199/1299. I'd say the 959/V2 is the small bore 1199. However the 899 makes more torque than the 2025 V2 too, there both rated at the same RPM 10,750. The curve is important but damn, for racing big numbers are even more important.

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Basically, yes. Some valve clearance changes for the 899/959, and rebalancing the crank for the 1299's heavier pistons and clearances on the crank for the skirts, but otherwise the same engines with slightly different components. Kind of like a Small Block Chevy 307/305 and 350.

Forewarned said:

I don't understand how Ducati could get a claimed 148hp out of a 898cc 899 Panigale motor, but only 120hp from this 890cc motor with adjustable cam timing. I sure hope it's because of the tune and they're limiting the top end like the Japanese do.

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There is a lot more that goes into engine architecture than most people realize. You have to determine what you want the engine to do, how long you want it to do that before you rebuild or replace, how much you are willing to spend, etc. Some examples are like: a Top Fuel Dragster makes a 11,000 hp, but it has to be torn down after every race. Or in Moto GP, they only get 4 engines per year (I think it is 4) I don’t know the exact number of miles each engine has to last, maybe only has to last a few thousand miles before you throw it away, but a non-abused regular car engine will go 2-300,000. Next you can have the same number of ccs making vastly more or less hp. Take a F1 car at 1.6L making 1050hp. Split that in half and you get 800cc making 525 hp. Compare that to your 24/25 V2 and you start to see the wide range of what the various engines are capable of.

So your question is very valid and the answer is there are many variables that go into making the engine that you want. How much power do you need, how long does it need to last, and how much are you willing to spend. And when it comes to racing, how smart are your engineers.