Buying a used Ducati Panigale V2

If Ducati has been known for anything over recent decades, it’s the production of big fast sports bikes with loads of character. However, those in the know will often tell you it’s the mid-range offerings that are usually the sweet spot in the range – and that’s very much the case with the Panigale V2.

History

Ducati’s introduction of the Panigale 1199 at the Milan show in 2011 was the start of something big. Very big. We’ve since seen myriad offerings in V-twin and V4 form, with engine capacities ranging from 899cc through to 1299cc.

It’s been the Desmosedici-derived 1103c V4 which has been the star turn, which in various iterations has offered substantially over 200 horses tamed to some extent by sophisticated electronics.

Named after Borgio Panigale (in Bologna), where Ducati is based, the series saw the launch of the V2 in 2020. At its heart was a 955cc variant of the four-valve Superquadro V-twin, running two injectors per cylinder and tuned for 155hp (114kW). That was complemented by a six-speed transmission with slipper clutch and power-shifter.

The power and torque gains represented a lift from the 959 predecessor.

Meanwhile the chassis followed established Panigale practice, with an arched trellis frame over the engine, and the latter used as a stressed member. Suspension was by 43mm Showa big piston fork on the sharp end, with a Sachs rear. Both ends featured full adjustment.

Braking was of course by Brembo, with radial-mount monobloc four-spotter calipers up front. All that was controlled by cornering ABS.

A big upgrade for this series was picking up the six-axis IMU and ultra-adjustable software from the V4. 

Updates and variants

Ducati inevitably introduced a couple of special editions along the way, with the most prominent being the Troy Bayliss edition of 2022. That was produced in striking race livery and featured some upgrades which saw it lose a few kilos. It was priced at a premium of around $4000 over a standard bike.

In 2025, we will see the last of the Superquadro-powered machines signed off with the Final Edition. Bristling with upgrades, it’s a numbered series of 555 priced at $38,300.

With the shift to the 2025 model year, the V2 is about to undergo an enormous change, including moving from the Superquadro powerplant to the new 890 V2 engine, which drops desmodromic valve actuation in favour of variable valve timing with springs. Peak power is listed at 120hp (90kW) in the base version.

In the saddle

As we hinted at the top of the story, the middleweights in the Ducati range often provide the most enjoyable experience and so it is with the Panigale V2.

The period bikesales test from 2020 noted the V2 was less intimidating than a V4, was physically smaller and delightful to throw around. You’re dealing with something that has loads of power for the real world, would still be a hoot on the track, while enjoying top-notch suspension, brakes and software.

Any downsides? Yep, you have a full-on sports riding position which is not ideal in the city but works on a good stretch of sports tar.

In the workshop

Basic service intervals (fluid and filter changes) for this series are a reasonable 12,000km, though some owners will probably want to see the oil changed more frequently. Given that many of these bikes see very limited use, you should consider yearly intervals instead.

Keep in mind this engine uses camchains, rather than the former belts which had to be changed at five-year intervals.

A major service, which includes checking and adjusting of the desmo valve actuation, is a big job and beyond most home mechanics. You would be wise to get a quote beforehand, just so you know what you’re in for.

While there have been reports of various electrical ailments with early versions, these seemed to have been solved with a reflash of the ECU. Otherwise, a well-maintained one should be easy enough to live with.

One useful tip: don’t fall into the trap of believing these handle better with stiff suspension settings. They reward proper set-up, where you’re using all the available travel.

In the market

There is a plentiful supply of V2s in the market – clearly a successful model for the brand. Good clean low-milers can be had for the low twenties.

Surprisingly, there is also a good supply of Bayliss specials out there, but expect to pay more like the high twenties for a good one.

Checklist

For

Plentiful power
Great handling
Less intimidating than V4

Against

Uncompromising ride position
Heat from rear cylinder header
Expensive major service

ENGINE

Type: Superquadro 90° V-twin, 4 valve per cylinder, Desmodromic, liquid cooled
Capacity: 955cc

Bore x stroke: 100mm x 60.8mm

Compression ratio: 12.5:1

Fuel system: EFI Twin injectors per cylinder

PERFORMANCE

Claimed maximum power: 155hp (114kW) @ 10,750 rpm

Claimed maximum torque: 104Nm (76.7 lb-ft) @ 9000 rpm

TRANSMISSION

Type: Six-speed, Bi-directional DQS

Clutch: Hydraulically controlled slipper and self-servo wet multiplate clutch

Final drive: Chain

CHASSIS AND RUNNING GEAR

Frame: Trellis, Monocoque Aluminium

Front suspension: Fully adjustable Showa BPF 43mm fork, 120mm travel

Rear suspension: Fully adjustable Sachs unit, 130mm travel

Front brakes: Dual 320mm discs, semi-floating discs, radially mounted Brembo Monobloc M4.32 4-piston callipers, Cornering ABS

Rear brake: Single 245 mm disc, 2-piston calliper with Cornering ABS

Wheels: 5-spokes light alloy, 17x3.5 Front, 17x5.5 Rear

Tyres: Pirelli Diablo Rosso II 120/70-ZR17 Front, 180/60-ZR17 Rear

DIMENSIONS AND CAPACITIES

Rake/Trail: 24º/94mm

Wheelbase: 1436mm

Seat height: 840mm

Claimed curb weight: 200kg

Fuel capacity: 17 litres

OTHER STUFF

Price when new: $22,900-23,350

Colors: Ducati Red and White Rosso

Warranty: 24 months unlimited kilometres