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2025 · Supersport · A variant of the Panigale V2
Differences between the standard Panigale V2 and the S
Italian Looks, Apex Manners
The 2025 Panigale V2 S is a middleweight supersport built to be ridden hard by a lot of riders, not admired by a few. The 890 cc L-twin makes 120 hp at 10,750 rpm and 69 lb-ft at 8,250 rpm. What matters is how wide that torque spreads: you ride it fast in the middle of the rev range instead of chasing the redline. At 407 lb wet it is a genuinely light motorcycle. The electronics are proper supersport kit, with cornering ABS, traction control, Ducati Slide Control (DSC), Ducati Wheelie Control (DWC), launch control and the Ducati Quick Shift (DQS) Up/Down, plus the Ducati Vehicle Observer (DVO) working in the background.
This bike is for the rider who wants Ducati presence and supersport pace without a fight every time the road bends. It works on a canyon Sunday and it works at a track day, and you don't need to be a specialist to get the good stuff out of it. How it ages is where you do your homework. Two safety recalls apply. One reroutes a breather hose that can let water into the intake and stall the engine in heavy rain. The other fixes ABS fuses that can be installed reversed. Confirm both are done before you buy. Some bikes have also had water pump hose clamps fail, which Ducati fixed under warranty.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 120 hp (88 kW) @ 10,750 rpm |
|---|---|
| Torque | 69 lb-ft (94 Nm) @ 8,250 rpm |
| Displacement | 890 cc |
| Engine | L-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 190/55-17 |
| Wheelbase | 57.7 in (1465 mm) |
| Seat height | 32.9 in (835 mm) |
| Wet weight | 407 lb (185 kg) |
| Fuel capacity | 4.0 gal (15.1 L) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
The named systems that set this bike apart — and what each one does for you.
Rider aids
Swing a leg over and the first thing you notice is how little this Panigale asks of your body. The clip-ons sit higher than you'd expect on a Ducati supersport and the weight tips slightly forward, so you sit poised over the bike instead of folded onto the tank. The posture is close to a naked bike's, and after an hour your wrists and neck feel the difference. The 32.9 in seat is easy to live with, and at 407 lb wet the bike paddles around a parking lot or turns on a narrow road without drama. At real road pace the bars send a steady, clear stream of information into your hands, and when you lean it over there is always room left. Parked, it's one of the best-looking motorcycles you can buy.
The Panigale V2 S (MY2025-S) builds on the standard Panigale V2: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
| Spec | Standard Panigale V2 | S | Δ |
|---|---|---|---|
| Wet weight | 395 lb | 407 lb | +12 lb |
I've gathered owner talk on this bike for years: conversations in the paddock, chats at club nights, and the emails and messages riders send me after a season in the saddle. On the 2025 Panigale V2 the pattern is clear. Riders praise how light and easy it is to ride. The complaints are about what it gave up at the top end and what it costs.
The praise I hear most often is about how the bike changes direction. Riders consistently call it flickable, with easy, precise turn-in, and more than a few compare the feel to a Grand Prix machine. They put much of that down to the weight it lost, and they say it stays stable while it does it. The lightness shows up on the exit too. It makes less peak power than the old model, but owners say the better power-to-weight ratio makes it feel more responsive driving out of a turn.
Owners also talk about how easy the engine is to use on the road. Much of its torque arrives low in the rpm range, and riders describe it as relaxed and tractable, with a fun character that still pulls hard to the limiter. The electronics get the same kind of praise. The package includes cornering ABS, traction control, wheelie control, engine brake control and the up/down quickshifter, and riders say the systems step in so smoothly that they rarely notice them. Comfort comes up again and again. Owners say the V2 S is far easier to live with on long street rides and full track days than they expected from a supersport.
The complaint I hear most is the drop in peak horsepower from the outgoing bike. Riders who loved a screaming top end say the new engine runs out of steam earlier and can feel a little flat near the redline. Price is the other sore point. At $18,995 for the S, some buyers struggle to justify the premium over other capable middleweight sport bikes. A smaller group asks a fair question: the bike's early reputation came from a smooth, grippy circuit on slicks, and they want to know how it copes with bumpy roads and rougher tracks.
Engine stalling in heavy rain
Water can enter the engine intake via the canister breather hose, causing misfires and engine stalling. A recall (CR297) reconfigures the breather hose with a Y-connector to prevent water ingestion.
ABS fuse reversal (recall 25V838)
A supplier wiring error can reverse the ABS pump’s 25A and 10A fuses, causing the pump fuse to blow during prolonged ABS activation. This may lead to wheel lock‑up and loss of control. An ‘ABS error’ warning appears on the dashboard. 1,016 units affected in the US, ~1.2% defect rate.
Premature engine failure (metal shavings)
A single report of a brand-new engine failing within 120 miles due to metal shavings in the oil, loss of cylinder pressure, and repeated stalling. The root cause was not publicly identified.
Misfire on quick-shift between 1st and 2nd gear
Some owners report occasional slips into neutral under hard acceleration when using the quick-shifter, particularly between first and second gears.
Water pump hose clamp failure
Some owners report water pump hose clamps failing, causing coolant leaks. Ducati addressed this under warranty via a factory repair bulletin.
Rear brake squeal
A few owners note loud rear brake squeal at low speeds, though braking performance remains unaffected.
Where this Ducati Panigale V2 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Panigale V2 is actually built for.
This is your bike. It's light, the front talks, and the lean clearance never runs out on a canyon road. The higher clip-ons also make the LA traffic stretch far easier to take.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
A strong pick for learning to go fast. The rider aids are full supersport spec, the chassis stays calm at speed, and there's a deep aftermarket for your track setup.
Made for WeatherTech Raceway Laguna Seca · Barber Motorsports Park · Circuit of the Americas
For repeat runs through tight East Coast curves, it fits. At 407 lb it's easy to place, the feedback is clear, and the wide torque spread keeps you off the redline.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2020–2024
Italian V-Twin, Zero Negotiation
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Ducati Panigale V2. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2025
CP3 Soul With Supersport Precision
~$3,500 cheaper used than this bike at 1 yr
Competitor · 2024
636cc That Carves Clean
~$4,100 cheaper used than this bike at 1 yr
Competitor · 2020–2024
Middleweight With Genuine Bite
