It’s an all new style for the seventh generation top-flight Panigale, the single-sided swingarm is replaced by a double-sided job with new flexible frame, power is up to 216 bhp (120.9 Nm torque) with 1.15 power-to-weight ratio (V4S is 187 kg), and brings the latest and greatest electronics and motor derived from the uber-successful MotoGP machines to the road – key being, naturally, the V4 motor with desmodromic distribution.

Plus some new style for this year with a big red-coloured moustache on the front. I quite like it. Ducati says the silhouette from the side is the ‘unmistakable line’ of the timeless 916. Does it get any better than this, a race-bred machine with notes of the iconic past?

Despite this generation of Panigale being clearly outfitted with peak track performance in mind, I head out to Peterborough to test it out on a countryside blast with Potski Media and co. Also sampled the 2025 Ducati Panigale V2 S on the day - which is the 'better' pick for your money?

Pricing for the top-spec Panigale V4 S is £29,995, available in ‘Ducati Red’, with the base model at £24,395. It’s a pricey option compared to some of the alternatives on the market this year, but it’s also the innovation and race-bred success that you’re paying for.

With plenty of inspiration from the leading Ducati machines of the MotoGP grid, the Panigale V4 S sees quite a few trickle-down updates and changes for 2025:

• Updated engine: V4 Desmosedici Stradale – lighter, more powerful. 216 bhp & 120.9 Nm.
• Different cam profile and lift, alternator and oil pump from Panigale V4 R. New longer travel variable length intake horns. Gearbox drum from Superleggera V4.
• Meets Euro 5+ homologation.
• New fairing, aerodynamic resistance of 4%, with new integrated double-profile winglets (in red).
• 47 kg lighter front frame, new aluminium hollow symmetrical swingarm -37% lateral stiffness.
• Ohlins NPX 25/30 S-EC 3.0 electronic suspension up front, Ohlins TTX36 S-EC 3.0 at the rear.
• New Brembo Hypure monobloc calipers feature, a first – with self-bleeding master cylinder, and Race eCBS (combined braking system).
• Footrests moved inwards by 10mm – allows more lean angle on track.
• Wider, longer seat – they say to help facilitate riders of all sizes.

Headline figures for the 1103cc V4 Desmosedici Stradale V4: 216 bhp at 13,500 rpm, and 120.9 Nm of torque at 11,250 rpm – these numbers are far beyond what you’ll need for road-riding, but jump on track and you’ll find the MotoGP-derived chassis and electronics come to life – that is, if you’ve got the ability to make the most out of the engine. I’m personally more 'Marquez in his last years at Honda' than on the Ducati in the current and previous seasons...

Nevertheless, even with completely fresh Pirelli Diablo Supercorsa SP-V4 hoops fitted and a damp road ahead (not ideal), I pushed on in the easier-going road modes in an attempt to bed them in sensibly. Even then, the raw power and acceleration of that Desmo V4 rears its head – accelerating instantly to the legal speed limit effortlessly, and barely ticking over on the rev counter at 70 mph – I had about 10,000 rpm to play with!

As the tyres got warmer and were bedding in, I ventured into sports mode, the throttle response and resulting delivery was second to none. Opening the taps on the V4 was an absolute thrill – and knowing that you have the entire Ducati Vehicle Observer & sleek electronics to back you up is a relief. Though, in the sportier modes, they may just encourage you to press on a bit harder…

It's a sublime motor, with plenty of pulling power all the way through the rev range, and provides a stunning ride. Even on our countryside back roads.

Upon first mounting the Panigale V4 S, I was met by a seriously race-orientated position. Entirely expected, but its clear that all of the Panigale is set out for out-and-out track dominance. You get quickly accustomed to the layout, and even as a 6’3” rider I got used to the 850mm seat, tucked race position, and high rear-set pegs. Not ‘comfortable’, but you’d never expect it to be on a Multistrada-level.

Moving on, the front frame is lighter, with re-modulated stiffness, the new swingarm is a Ducati Hollow symmetrical swingarm – developed for its reduced lateral stiffness of 37%, and is lighter thanks to the two holes – said to improve traction when exiting corners.

A key note for the 2025 Panigale are on these final two points - the Ohlins third-gen NPX/TTX electronic suspension features, with comprehensive road and race settings. You have settings to tune the suspension in for road use, with superb feel for your inputs, even on the adventure-esque UK country roads.

It’s also the first motorcycle to debut the new Brembo HypureTM front brake calipers. You can’t get any more top spec than this. They are lighter (-60 grams per pair), disperse heat more efficiently, and are now considered the best calipers and brakes money can buy (on the road). They also feature the new Race eCBS system, a Bosch and Ducati collaboration, effectively backing in the rear by applying some brake force for you – a truly race-and-track-focused innovation.

Plenty of tech and electronics, here, with an even greater suite for 2025.

Ducati’s Vehicle Observer uses 70 sensors to predict when it needs to intervene,  estimating forces acting on the motorcycles and feeding information to the Traction control, wheelie control, power launch, quick shifter, wheelie control and engine brake control – it’s baffling stuff, and I’d be lying if I told you I was making the most of all of these settings on the ride.

Just to throw in, as well, the TFT dash is 6.9” and nice and wide, with optical bonding so it’s always visible, and the navigation with the switchgear is simply so intuitive. The left side has a couple of toggles up and down, and you have a few nice different screens to flick through – including a g-sensor, power and torque percentages (to show you how little of the motor you’re actually using), and lean angle with throttle and brake sensor. A glimpse into just how much data the DVO is working with.

Next to that is a dedicated switch for your settings, and switching modes. On the right you’ll find a dedicated button for launch control – which I happened to accidentally tap and worried if I’d be inadvertently blasting off down the road. Don't worry, that didn't happen, and the screen defaulted back.

Pros

• 2025 updates elevate a top machine even higher.
• Power delivery is exquisite.
• It’s a dream machine.

Cons

• Perhaps a bit too ‘race-focused’ (though that’s exactly what you want here).
• I’ll never be able to own one!

First off, the red elephant in the room. Is the Panigale V4 too much for UK roads? Well, yes. Of course it is. You’ve never needed 216 bhp to pootle around the back roads, and you quite frankly never will – but that will never take away from the allure of owning such a motorcycle with this potential, even if you never touch the tarmac of a circuit.

But even with inordinate amounts of power at your fingertips, it was an absolutely wicked ride. I’m still pinching myself now. The motor is incredible, the electronics are all top-notch, and the ride quality and feel is all out of this world.

For those weighing up the idea of owning one, I can’t recommend this bike enough. It’s beautiful, the new 2025 features elevate an excellent machine even higher, and accelerating up to the national speed limit from cruising speed with all that V4 power will never get old.

So yeah, sure, the sensible (and arguably better all-round option) is the Panigale V2 – there, you can use all of the motor, and comparatively it’s a better price for those of you who, like me, are expecting a baby and wondering if you really should be spending that money on a motorcycle as a lovely ‘family heirloom’.

But at the same time, we all love making some silly decisions sometimes. Because why not. Even to just stare at the Panigale on your drive. You may know deep down that you’ll never be enough of a rider to get the most out of the bike – but that’s just fine.

Cheers to Ducati UK for the chance to sample such an exquisite machine!

Engine	Desmosedici Stradale 90° 1103 cc V4, counter-rotating crankshaft, 4 valves per cylinder
Power	216 bhp at 13,500 rpm
Torque	120.9 Nm at 11,250 rpm
Transmission	6 speed with Ducati Quick Shift (up/down)
Suspension	(F) Ohlins NPX 25.30 Smart EC 3.0 43mm full adjustable fork, electronic compression and rebound. (R) Ohlins TTX36 Smart EC 3.0 fully adjustable shock with electronic compression and rebound damping.
Brakes	(F) 330 mm semi-floating discs, radially mounted Brembo Monobloc Hypure with race eCBS. (R) 245mm disc, 2-piston caliper with race eCBS
Weight (no fuel)	187 kg
Seat	850 mm
Fuel Tank	17 Litre
Features	Riding Modes, Power Modes, Race eCBS, Ducati Vehicle Observer, Duicati Straction Control, Ducati Wheelie Control, Ducati Slide Control, Engine Brake Control, Ducati Power Launch, lithium-ion battery. Quick adjustment buttons and 6.9" TFT display (optical bonding), pit limiter, auto-off indicators.
Warranty and Maintenance	24 months unlimited mileage warranty.  7,500 miles / 12 months maintenance service intervals. 15,000 miles valve clearance adjustment.