In a bid to beat the middleweight sportsbike sector, Ducati’s rewritten the rule e book on its Panigale V2, beginning afresh with a lither, smarter and extra centered protagonist. Bruce Wilson took it for a pootle…
Whereas some individuals would possibly query how much less may be extra, it’s an ethos that Ducati’s performed out wholesale with the model’s new Panigale V2. The headline-grabbing information with the mannequin is the drop in efficiency, not a mere one or two ponies, however a whopping 30-plus-bhp. May much less actually be extra? Effectively, that query buzzed round my head relentlessly forward of the launch of the brand new 890cc v-twin-powered protagonist on the not too long ago opened Sevilla race observe within the south of Spain.
To chop to it, energy is every little thing, proper? There’s no denying it, but when I knew little else about Ducati than its uncompromising ardour for efficiency first and every little thing else second, I used to be obliged to think about its new path and everything of the bundle, which not solely noticed the introduction of the aforementioned, wholly new – desmodromic disadvantaged – motor, but in addition a brand new monocoque body, double-sided swingarm, a raft of latest tech – together with a subsequent gen 5” TFT sprint – and, maybe most vital of all, a weight drop of 17 kilos.
Yep, you learn that proper. Think about how a lot sooner, lighter and fitter you’d really feel having pied off that a lot mass. Or in motorbike parlance, how a lot faster you’d speed up; how a lot simpler you’d nook; how a lot sharper you’d cease.
I’ll admit, as excited as I used to be concerning the V2’s new look, which follows go well with of the V4 Panigale’s sleeker and slipperier stance, or the introduction of latest Y-spoke wheels, or the flamboyant Ohlins suspension that adorned the V2S spec machines we have been to experience – it could have meant little from a pure efficiency viewpoint with out that hefty weight reduction. Energy-to-weight is every little thing and whereas the slimming world method hasn’t fairly rendered the drop in output equal, it has meant that the outdated bike and the brand new bike are a lot nearer when the pin is pulled than you would possibly suppose.
That was some extent that obtained correctly hammered into us forward of this launch, with Ducati claiming that in testing, the brand new, lesser-powered V2 almost matched its predecessor’s lap time at Vallelunga race observe, close to Rome, being simply 0.2 seconds a lap steadier. How so? Effectively, in Ducati’s opinion, the added virtues of higher tech, improved dealing with and much much less weight outweighed the facility that’d gone walkies.
Turning up at a tropical (18˚C), shiny and new Sevilla race observe, the thrill to get caught in and kick off the primary of six 15-minute stints felt palpable. However earlier than such antics may get underway, we have been first given an opportunity to see the V2 unclothed and stripped down, highlighting the bits of the construct that you just wouldn’t usually see, such because the minuscule monocoque chassis, that appeared about as large as a shoe field and possibly weighed the identical, too. Okay, that final determine could be a little bit of an exaggeration, however hitting the scales at simply 4 kilos, it additionally led to a refined stage of flex to the V2 title… and doubled up because the bike’s airbox whereas it was at it – speak about getting your cash’s price.
Beneath it slotted the characteristic piece v-twin which was mentioned to have been constructed from a clean piece of paper with two clear objectives: to attain a 120hp output and lose a shed load of weight. To be extra exact, 9 kilos was the goal determine over the earlier model’s motor, and 9.4kg was the ultimate end result. You could be questioning whether or not they’d forgotten to place pistons in it or one thing, contemplating such a considerable drop in mass, however the engineer behind the motor talked about that a lot of the weight got here from using thinner metals and the dropping of the Desmodromic valvetrain system. To hardcore Ducatista on the market, the lack of the Desmo tech could be thought-about sacrilege, however the causes for doing so are fairly easy: it wasn’t wanted, it saved weight, and it saved price.
What turned very clear, in a short time, was that Ducati hadn’t gone about making an attempt to construct an improved model of what’d come earlier than, however one thing totally totally different, extra purposeful and extra related to what the market really needs proper now, versus the continuation of a mannequin that was neither a litre bike or a middleweight – and for that purpose, didn’t actually slot in wherever. In different phrases, the message turned clear that regardless of the plain comparisons, the one factor the brand new V2 had in frequent with its predecessor was its title… and even that’s in all probability in a barely totally different font.
Armed with extra information than my tiny mind may maintain, our observe debut finally commenced… and so did the surprises. Chief of all was the feeling of acceleration this factor supplied. Heading out of pitlane, with no thought which method the observe went, I couldn’t resist a handful of throttle, to which the Pani obligingly romped forwards at a in truth surprising price. From that second on, the engine didn’t cease impressing me.
I’ll spare you the melodrama of getting my head across the circuit and fast-forward to a couple classes in after I was setting an honest tempo, having gained an excellent grasp of what the v-twin needed to provide. Prime amongst all its good traits was a really linear dose of oomph, made so constant owing to the brand new engine’s use of variable valve timing on the inlet cam. From simply 4000rpm, 80 per cent of the Ducati’s torque was on faucet and that determine stayed constant as much as 11,000rpm. On paper, that sounds spectacular, and on a dyno map, that type of plot is the stuff of desires, however from a pure driving expertise, what it meant was the V2 by no means felt missing, no matter gear alternative or engine velocity.
I quickly discovered that even when I’d tousled, the v-twin may rapidly and simply pull me out of a pickle with an unintimidating provide of drive, that appeared to rise by the revs at a good price of knots, earlier than petering off round 10,000rpm. At that time, I’d snick one other gear, utilizing Ducati’s second-generation shifter system, and plough on merrily into the gap… till it was time for some extra panicked braking. Actually, the motor not solely felt exhilarating, but in addition it made me really feel like I used to be the boss of it, as a result of regardless of the bark from the stylish-looking twin silencers, the engine was so pliable and user-friendly. There have been no peaks or troughs, no signal of a harsh pickup, and even the back-torque on provide did not trigger an excessive amount of drama when banging down a number of gears in fast succession.
Nonetheless, that type of abuse did trigger the motor to throw a number of purple warning lights my method, lighting up the sprint in a present of frustration, asking me to cease taking the mick and calm issues down earlier than valve-met-piston. The extra methodical I used to be with the engine, the extra giving it proved, which is sort of typical of most v-twins, in my expertise. They have to be ridden in another way, leaning much less on larger revs and extra on the bountiful quantities of torque on provide. To that extent, I discovered to nearly at all times hook a gear larger when tackling a few of the sooner, flowing sections, not solely to clean the gig out, but in addition to keep away from working out of revs. As nice because the limiter sounded, hitting it undoubtedly damage my lap time.
One other factor that’d damage my lap time was lacking apexes, which was simpler mentioned than achieved on the relentless blind and twisting circuit. It actually did take a little bit of getting used to, however by early afternoon I used to be on a stable tempo and leaning closely on the attributes of the V2’s dealing with prowess. That is a kind of instances that I’ve to rein myself again from getting all giddy and claiming this to be the very best dealing with bike ever, as a result of it’s not, however what it’s, is surprisingly agile, super-easy to carry a line on and impressively secure beneath laborious acceleration or when braking all-out into one of many observe’s many hairpins.
The Ohlins on our machines had been given a stable base arrange, with my solely challenge being a slight lack of assist on the rear – prompting 2mm of preload being added. Doing this not solely minimised the feeling that the rear shock was pumping, but in addition it made the Pani even sharper dealing with… to the extent that on a number of events I needed to choose the bike up for concern of reducing the grass on the within of an apex. Actually, the way in which this factor handles is a deal with and as hung up as I’m concerning the engine, I’d really say that the way in which the Ducati corners is equally – if no more – spectacular.
For me, the easiest factor about it’s the front-end really feel, which gave me the arrogance to dick round and scratch an elbow at will. Not as soon as did I really feel the Pirelli slicks beneath complain, or the assist from the Ohlins start to lack. How a lot of this sensation may be attributed to the brand new body and swingarm is anybody’s guess, however what I’ll say is that as a bundle, all of it works so properly, and felt nice no matter whether or not I used to be tackling a second gear nook, or when pinned over a blind cresting bend in fifth.
Can I say in truth that the final V2 felt wherever close to as succesful or obliging in a nook? No, it didn’t. As respectable because it was in bends, it was a lot extra bodily, much less secure or confidence-inspiring. What it did have was good brakes, however not fairly pretty much as good because the M50 Brembos discovered on the brand new bike which, regardless of the shortcoming to totally swap off ABS, nonetheless meant grasping handfuls on the entrance lever usually resulted within the rear of the bike lofting into the air. I’ll admit, that was one thing I wasn’t anticipating, however it was so refreshing to experience a motorbike that supplied such potent stopping energy, with out some do-gooder of an algorithm getting in the way in which.
Whereas I’m on the subject of tech, I ought to say that for almost all of the time my preferences have been the identical, with stage one traction management (most minimal) employed, engine braking on stage one additionally (which means it was at its strongest), and wheelie management both off or on the least intrusive of choices.
The brand new 5” sprint is certainly a significantly better possibility than the one discovered on the outdated bike, however it’s not fairly as massive or fancy because the Panigale V4’s. I additionally discovered it super-intuitive to navigate, due to new switchgears, and the data on display was at all times simple on the attention. There are three totally different show choices (Highway, Highway Professional, Race) and mine was consistently within the latter, focusing purely on revs, gear choice, whereas the accent observe timing perform not solely confirmed me dwell sectors on the go, but in addition instructed me mercilessly that regardless of driving to my limits, I used to be nonetheless 4 seconds a lap slower than Ducati’s take a look at rider. Nonetheless, what did that matter? I used to be having an absolute blast and starting to understand that on very uncommon events, much less really may be extra.
With the driving achieved, the solar setting and a chilly beer calling my title, I couldn’t assist however mirror on the straightforward brilliance of the V2. I truthfully hadn’t anticipated it to be half as respectable because it was, maybe as a result of I, too, had obtained caught up within the hype surrounding the mannequin’s drop in output, and all that, however it’s refreshing to suppose that Ducati had the balls to know what it needed, follow its weapons, and prove the type of bike that may put Cheshire cat sized smiles on many a sports activities bike rider’s face. Even these with unhealthy backs and achy knees, as a result of whereas mulling over the expertise, it hit me that my physique wasn’t in tatters, as is commonly the case today after a day on observe. Excessive bars, relaxed pegs and a display that’s deceivingly protecting all undoubtedly did their bit for my growing older bones… and for that I’m grateful, as I dare say many riders that plan on smashing out large miles on the street (or observe) will likely be, too.
The actual query is, has Ducati gone too far in making this bike so usable, comfy and a complete lot extra sensible? Effectively, by the point you learn this we’ll have had the primary spherical of WSBK. If the Panigale V2 isn’t on the supersport podium, there’s your reply.
Change of tune…
You’d be forgiven for considering that for a motorbike that’d simply received two world supersport titles – back-to-back – Ducati can be rewarding its class-dominating proposition with new shiny bits and extra energy – not knocking over 30bhp from its arsenal. So why have they achieved it? Effectively, the reply’s a broad one with a number of totally different features to it.
Firstly, you’ve to try the rivals the V2’s up towards: the likes of Yamaha’s R9 and Triumph’s 765… plus the extra conventional 600cc in-line-fours. Now, I skipped quite a lot of college however even I do know that taking a nigh-on-litre bike to battle towards standard supersport machines is up there with fishing with dynamite… which is just a bit frowned upon. The answer? To closely chastise the V2 and stage the enjoying subject.
By culling energy, including weight and electronically governing the V2, it introduced the bundle extra according to its rivals, however it could’ve additionally had Ducati questioning its want for a better output, fancier desmodromic engine when a extra conventional and cheaper valve practice system would greater than reduce it to match its rivals’ tough output of round 120bhp. So, from a racing viewpoint, there’s an excellent purpose for the brand new engine – the final one was overkill. The opposite purpose, which ticks the industrial field, is the necessity for a standard motor throughout totally different platforms.
Ducati’s an enormous participant within the sub-litre, v-twin market and up till the intro of this new engine it sported the fancier Desmo-driven Superquadro engine (Panigale) at one finish of the spectrum and the extra conventional, street utility inclined Testastretta Evoluzione lump used within the likes of the V2 Multistrada, Monster, DesertX and Hyermotard.
So, why construct two engines when you might have one, not solely assembly the standards for all purposes, however ticking the field for brand spanking new tree-hugging laws, and so on., in a single foul swoop? Whereas it may not be justifiable to those who need a 150bhp v-twin of outdated, an alternate may need been no new v-twin motor in any respect – which may have meant the dying knell for the Panigale V2. Absolutely, that’s a actuality that nobody would have needed… least of all Ducati.
Specs: Ducati Panigale V2 S
Engine:
Kind: 890cc, 90˚ V-twin, variable valves, liquid-cooled
Bore x Stroke: 96mm x 61.5mm
Compression: 13.1:1
Fuelling: EFI
Claimed Energy: 119bhp @ 10,750rpm
Claimed Torque: 93.3Nm @ 8250rpm
Chassis:
Body: Aluminium monocoque
F Suspension: Totally adjustable, 43mm Ohlins NIX30
R suspension: Ohlins monoshock with full adjustability
Entrance brakes: Brembo M50, four-piston monobloc calipers
Rear brake: Twin-piston caliper, 245mm disc
Electronics:
Driving Modes: Sure
Traction Management: Sure
ABS: Sure
Quickshifter/Autoblipper: Sure
Wheelie Management: Sure
Launch Management: Sure
Dimensions:
Wheelbase: 1465mm
Seat Peak: 837mm
Moist Weight: 179kg (no gasoline)
Gasoline Capability: 15 litres
Data:
Value: £16,995
From: www.ducati.com
