Now the lightest Panigale ever produced by Ducati, the V2S has been completely redesigned for 2025 and continues the heritage of the 748, 848, and 959—all designed around the brand-new 90-degree V2 motor with 120 bhp.

Ducati themselves say that the new Panigale V2 is built for ‘true Ducati performance between the curbs’, specifically focusing on making it enjoyable and tailored for everyday use.

I head over to Potski Media in Peterborough for a day in the UK countryside, split between this 2025 Panigale V2 S and Panigale V4 S – more on that in another feature.

When it comes to pricing, you’re looking at the £14,995 for the standard Ducati V2, and £16,995 for this S (as ridden). It’s a bit pricier than the Yamaha R9 at £12,254 which compares quite directly, but this is a beauty of a machine for the money.

Here’s a quick run-down on what’s new with the 2025 Ducati Panigale V2 S (and a little on the differences between the S and non-S version).

• Lighter overall weight (-17 kg) making it the lightest Panigale V2 Ever
• Meets Euro 5+ homologation – 890cc V2, 120 bhp and 93.3 Nm.
• Intake Variable Timing with hollow stem intake valves.
• Ohlins suspension on the S – Marzocchi and Kayaba for the non-S
• 4 Riding Modes (Race, Sport, Road, Wet).
• New 5” TFT.
• New chassis and cast wheels, with Pirelli Diablo Rosso IV.
• Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, Ducati Brake Light Evo
• Ducati Multimedia System (and turn-by-turn) are accessory options
• A2-compliant 35 kW version is available.

If you opt for the base-model Panigale V2, alongside the down-specced suspension, the S model is also specced up with a Lithium-ion battery – and a single seat (the S model will need to be specced with accessory pillion seat). Mechanically and ergonomically, the two are set up the exact same – though the S is 3 kg lighter.

Ducati’s new ‘middleweight’ 890cc V2 engine is now 54.4 kg on its own, with power peaking at 120 bhp and 10,750 rpm, and has variable valve timing (and a valve train with finger followers and springs) as opposed to the desmodromic timing seen on the V4.

Sure, some may say that the drop in power from around 150 bhp to 120 bhp is a completely unforgivable move for the Italian marque, but this change in focus signifies an understanding that where the previous V2 Panigale “sacrificed rideability and road enjoyment in the name of maximum performance on the track in the hands of expert riders”, this 2025 rendition is built for pure riding pleasure regardless of the setting.

Let’s be honest, too, 120 bhp is still absolutely plenty for the road, and I had no worries whatsoever about the delivery of power, and was at no point thinking ‘wow, I wish this had more power’. I say that having ridden the V4S on the day just before jumping on this. The motor itself weighs 54.4 kg (-9.5 kg from the Superquadro it replaces), the total weight of the V2S is around 175 kg (-18kg), and 70% of the 93.3 Nm of torque comes in at 3,000 rpm, peaking at 8,250 rpm. Power to weight is 0.69 hp to kg.

On the road the delivery of power is dependent on the rider mode and power mode selected, but it’s all usable and seriously tractable on the UK roads – control and handling is sweetly tuned in to the chassis, and ultimately chasing that torque through the gears and flicking up/down through the quickshifter is still Panigale levels of fun.

Service intervals are every 9000 miles or 24 months for maintenance, and valve clearance intervals every 18,000 miles. I’ll note that as these motors were quite fresh, vibrations at the top end of the revs were a bit noticeable, but I’d expect that to lessen after they aren’t quite so new.

Despite a more road-orientated approach, the V2 S is still a sports bike, so the comfort levels aren’t hugely relevant, but the rider triangle reflects this new approach – with bars that felt a touch higher on the V2 than the outright race position on the V4. This gives your upper body a slight more comfort with an upright position, yet still seating you in that all-engaging race position, atop an 837 mm seat.

Suspension on the S is in the form of fully adjustable Ohlins 43mm forks, and rear fully adjustable Ohlins shock (it’s Marzocchi and Kayaba on the non-S). We didn’t tweak the suspension settings on the day, but I didn’t feel it was warranted for a 3-hour ride – and it felt very well set up in any case. But having that customisation potential is invaluable for an owner who can almost ‘set and forget’.

Brakes are twin Brembo M50 radially mounted calipers on 320mm discs, and 245mm disc with 2-piston caliper on the rear. Not quite the top-spec Hypure as found on the V4, but still more than adequate on the road – and not something you’ll run into worries with at road speeds. The Bosch Cornering ABS does the job well, and can be tweaked somewhat if you so desire. I only noticed it during a more ‘spirited’ ride going heavy into some corners, where the rear ABS would kick in and send some clicks through the lever.

For the chassis, a Sachs steering damper is on both the V2 S and non-S models, with the engine used as a structural member of the frame, tied to an aluminium monocoque mainframe (just 4kg!) and Panigale V4-inspired aluminium double-sided swingarm. All in, top marks for the sports handling on the V2 S – certainly feels like you can throw it into a corner and power out, using all of the motor.

Ducati’s six-axis IMU feeds the full electronics package: cornering ABS with slide-by-brake function, traction control, wheelie control, brake control, and quick shifter (as on the V4). You'll find plenty of safety and performance tech, here, letting you refine the ride however you see fit - be it more day-to-day riding, or out on track in Race mode.

For 2025, four rider modes are present (race, sport, road, wet), and you can tweak these further for engine response and all other controls. Very smart, very intuitive, and all with a noticeable influence on the output character. Sports mode was order of the day, unleashing that power and lovely roar of the V2.

The 5” TFT works well, and the switchgear is nice and intuitive – though it’s not as advanced as found on the V4. Not a negative point, just as the V4 dash is simply brilliant.

With the twin high-mounted cans (that looks stunning), the exhaust note was scintillating, really gave me goosebumps when hearing the other V2 S on the road roar away for the photo and video opportunities.

Last up, you have a 15-litre tank, OEM-fit Pirelli Diablo Rosso IV hoops on the 17-inch 6-spoke alloy wheels, and the overall package here is fantastic – particularly when compared to the Panigale V4 and its nearly £30,000 price tag.

Pros

• More road-focused power.
• Stunning handling.
• Spec-list is mega.

Cons

• Many will bemoan a drop in power for 2025.
• Value versus the rivals.

Trimming down weight and reducing power for the 2025 Ducati Panigale V2 S does, from the outside, look like a strange move – but when you ride it, it makes a lot more sense. Perhaps not as intimidating to ride as its older brother V4, the V2 still has that ‘Panigale factor’ about it – the delivery of power, the class and excellence found in its handling, even down to the head-turning ability in its trademark red colour.

This Panigale V2 S is every bit as Ducati as you want, and if you’re convinced that 120 bhp isn’t enough to enjoy on the road, then I encourage you to give one a go – if not, then just look at picking up an older model with more power.

Marquez tested one in OEM configuration at the Aspar Circuit in Spain, and as per Claudio Domenicali, the Factory Ducati GP rider was smashing out laps and matching the 1 minute 12.2 second record lap time… if that’s not all the review you need then I don’t know what is!

5 stars for the Ducati Panigale V2 S. Cheers to Ducati for having me out for the day!

Engine	New V2 - 90° 890 cc V2, 4 valves per cylinder, intake variable valve timing system
Power	120 bhp at 10,750 rpm
Torque	93.3 Nm at 8,250 rpm
Transmission	6 speed with Ducati Quick Shift (up/down, hydraulic slipper
Suspension	(F) Ohlins NIX30 43 mm, fully adjustable USD fork. (R) Fully adjustable Ohlins monoshock and aluminium double-sided swingarm
Brakes	(F) 2 x 320 mm semi-floating discs, radially mounted Brembo Monobloc M50 (R) 245 mm disc with 2-piston caliper. Bosch Cornering ABS.
Weight (no fuel)	176 kg
Seat	837 mm
Fuel Tank	15 Litre
Features	Riding Modes, Power Modes, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, Auto Tyre Calibration, Ducati Brake Light, Lithium-ion battery, Ducati Power Launch, Pit limiter, Single Seat (Pillion is extra). 5" TFT display.
Warranty and Maintenance	24 months unlimited mileage warranty.  9,0000 miles / 24 month maintenance service intervals, 18,000 miles valve celarance adjustment.