Ducati Panigale V2 motorcycle test

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Mini-V4, maxi-pleasure? Controlled origin flavor

V-twin Superquadro 955 cm3, Euro5, 155 hp and 104 Nm, 176 kg dry, 18,290 euros

Family culture obliges, for nearly 30 years, Ducati sports cars are declined in stylish and characterful siblings. Accompanied by an inevitable inflation of displacement, performance and… of tariffs. Thus, the legendary 916 is accompanied by a version 748 at the end of the 90s and the Italian pairs multiply the following decade. The 999 and 749 are replaced by the 1098 and 848, evolving rapidly in 1198 and 898. They themselves give way to the Panigale 1199 and 899, these mutating into Panigale 1299 and 959..

Then comes the V4! Powerful, superlative in everything, the flagship of Bologna owed herself a "little" sister to her height. Evolution of the 959, the novelty is called Panigale V2. Compact, sleek, elegant, attractive, the newcomer takes on the lines of the first V4 to highlight the strengths of its excellent sporty twin. Electronics, exhaust and single-sided swingarm are the three remarkable points of this 2020 opus.

Ducati Panigale V2 motorcycle testDucati Panigale V2 motorcycle test

It is on the circuit of Jerez de la Frontera (Spain) that we make dance the only two-cylinder hyper-sport on the market.

Discovery

The Italian has a gift for drawing. The Frenchman too, his name is Julien Clement (read interview). Like Leonardo da Vinci who emigrated to France, Juju went the other way, putting down his suitcases in Bologna. And it is not to draw dough on it. No, his thing is the grindstones. And creating a Ducat ‘is still a big challenge. The V4 was successful (yes, it’s him too) and it’s good, the V2 takes the spirit of the first version.

Ducati Panigale V2 reviewDucati Panigale V2 review

We remember a 959 with sharp, cutting lines. The Panigale V2 version profoundly changes the style of the sporty two-cylinder. She therefore comes closer of course to the orgiastic aesthetic of her V4 elder; but its design is less ostentatious. A little less. Because it is that of the first version of the sporting flagship Ducati. Extremely compact, fairings and front face evoke a stealth machine. But its visual presence remains strong.

Ducati Panigale V2 fairingDucati Panigale V2 fairing

Thus, two gaping openings house LED lights and front air intake topped by a luminous ribbon making up a daytime lighting. A curved bubble, rather narrow, caps the whole. More fluid, the volumes then stretch towards the sides, from which seems to emerge a profiled secondary side element forming an extractor. Flattened at its top, the complex and fluid volumes of the 17-liter tank rest on a curved rear loop. Hyper narrow at its junction to the canister, its wasp waist then widens. Its hollowed-out upper volumes mimic tunnels with venturi effects concluded with a new fire forming a luminous arch of diodes. Superb! The whole thing supports aesthetic passenger footrest plates, with machined ends offering better adhesion to the soles of the boots..

Front headlights of the Ducati Panigale V2Front headlights of the Ducati Panigale V2

The whole is much more elegant, homogeneous, thus confessing the affiliation with the sublime 848 … More racy, you die. This is also the case, oh joy, fire the side stove pipes. The new exhaust is again integrated in the low position. Its internal configuration leads to a significant reduction in its volume. It also houses two catalytic converters to comply with Euro 5 emissions standards. It is the planet that will be happy … And so do we, at least as much. !

Muffler of the Ducati Panigale V2Muffler of the Ducati Panigale V2

Remarkably finished and adjusted, the components of the 959 Panigale suffer from no complaints. The surface treatments of the metal parts are the best, the solid single-sided swing arm very rewarding. Also, the led turn signals stop automatically. However, we regret the omnipresence of plastic caches, a priori not very useful.

Ducati Panigale V2 single-sided swingarmDucati Panigale V2 single-sided swingarm

Only the accessibility to the crutch is really delicate. Finely integrated into the casing, it forces the foot to contort until the short aluminum lateral support is deployed. But it’s beautiful.

For technical enthusiasts, we continue the inventory. For others, go directly to the On Track section for the dynamic test.

Technical

Under this subtly openwork dress barely reveals the light structure of the Panigale V2, from which it takes most of its predecessor. Clean, the frame combines two aluminum monohull elements, integrating the engine in load-bearing elements, the structure also acts as an airbox, but not only; It therefore contains the air filter, but also the 62 mm oval throttle bodies, the fuel system, as well as the injectors and is sealed by the bottom of the gasoline tank (17 liters) made of steel. A strong tubular trellis makes up the rear loop and joins the assembly..

The Panigale V2 is based on a monocoque structureThe Panigale V2 is based on a monocoque structure

The whole is fixed on the cylinder heads of the engine, reinforced, integral part of the chassis. Almost unchanged, the engine block remains a pinnacle of refinement. Aluminum is used extensively on the block, from the clutch housings to those of the oil pump. The cylinder head covers are dressed in magnesium … Integrating the base gasket, the surfaces of the block contain cylinders with wet liners, treated with nickasil. Also, sealing and heat dissipation are improved by a smaller thickness of the cylinder. Finally, there is a modified lubrication of the crankshaft and the piston pins treated with DLC (Diamond Like Coating).

The frame is attached to the cylinder heads of the engineThe frame is attached to the cylinder heads of the engine

The desmodromic Superquadro twin of the Panigale V2 hardly evolves. Liquid cooled and tilted 21 ° back, the L-shaped twin with hyper-square cube dimensions 955 cm3 (100×60.8 mm). Its compression ratio remains at 12.5: 1. Its four valves per cylinder (exhaust: 34 mm; intake: 41.8 mm), are actuated by DLC treated rockers. The Italian block receives two injectors per cylinder. One above the throttle (active from 8,800 turns), the other below and each independently controlled by the Ride By Wire system. A wide-flow air filter provides the twin with fresh air and the two modified intake ducts provide better pressure than their predecessors, increasing intake efficiency. Thus prepared, the Italian twin now delivers 155 hp at 10,750 rpm and a torque of 104 Nm at 9,000 revolutions. It is (a little) better than the 959 vintage before but (a little) worse than the original model. In short, even under ecological regulation, strength remains with the mechanics. Finally, the Superquadro block still has a servomotor anti-dribble system. This electromechanical system reduces the pressure on the clutch discs during virile downshifts and significantly softens the lever control..

The 955cc Superquadro desmodromic twinThe 955cc Superquadro desmodromic twin

Of course, the menagerie of the great circus "Electronico-ce-soir-dans-ta-ville" accompanies the mechanics. The cavalry is assisted by many learned chips in order to make the most of it on the road or circuit. Via the Ride by Wire accelerator, three driving modes (Race, Sport, Street) influence the arrival of power and electronic assistance. These are composed of an engine brake adjustment EBC (Engine Brake Control) adjustable on 3 levels, a traction control (DTC) adjustable on 8 values, three-variable racing ABS and wheelie control ( DWC). Braking is thus supervised by a Bosch 9MP ABS control unit. All these parameters, shown on the new 4.3 "color TFT instrument panel, are therefore modulated by the choice of engine mapping. But all are customizable..

The V2 does not escape the long list of assistance and engine modesThe V2 does not escape the long list of assistance and engine modes

New for 2020, the Ducati Panigale V2 now features a 6-axis inertial unit (IMU) that instantly detects roll, yaw and pitch angles. This electronic novelty reinforces dynamic control by optimizing all the aids already available. Thus, braking has ABS regulation when cornering, the up & down shifter (DQS) optimizes stability and traction control takes into account the inclination of the motorcycle. The same goes for the adjustable engine brake which monitors the throttle position, the gear selected and the crankshaft deceleration during heavy braking. It then adjusts the throttle opening to balance the torque forces applied to the tire..

La Panigale receives an up / down ShifterLa Panigale receives an up / down Shifter

The geometry of the Panigale V2 is hardly changed. It retains a column angle of 24 °, but the hunting loses 2 units (94 mm). It is also the big comeback of a die-cast aluminum single-sided swingarm. The wheelbase is changed from 1,431 to 1,436 mm in order to optimize traction and stability. Principles also worked by the fully adjustable Sachs shock absorber, always in the left lateral horizontal position. A Showa steering cylinder curbs the liveliness of the front axle. The latter consists of an inverted fork of the same origin of 43 mm with BPF system (Big Piston Fork). Improved in efficiency and damping quality, it is adjustable in any direction (pre-load, compression, rebound) by knobs on the top of each of the tubes. The travel is 120 front and 130 rear. The installation of the new single-sided swingarm raises the machine which plunges further forward. To see in dynamics the benefits of this normally sensitive intervention.

The shock absorber of the Ducati Panigale V2The shock absorber of the Ducati Panigale V2

The 5-spoke aluminum alloy rims and elbow valves feature a new design. They are shod with Pirelli Diablo Rosso Corsa II in 120 at the front and a rear tire trigomme in 180. The equipment of the retarders does not change with a high-end Brembo equipment. Brembo M4.32 monobloc calipers with radial mounting and 4 pistons attack the semi-floating 320 mm discs of the front axle. The rear is equipped with a 245 mm disc and a two-piston caliper. Radial master cylinders and braided hoses complete this endowment, assisted by Bosch racing ABS and the 6-axis IMU installed as standard. If values ​​2 and 3 prevent the rear wheel from lifting, level 1 gives it complete freedom..

Brakes remain the same with Brembo M4.32 calipers at the frontBrakes remain the same with Brembo M4.32 calipers at the front

As an option, the Panigale V2 can be equipped with the DDA + (Ducati Data Analyzer Plus) coupled with a GPS, which makes it possible to follow, turn by turn, its performance on the track via a complex telemetry, which can even indicate the level of slippage of the vehicle. rear wheel when exiting a curve.

The Panigale V2 admits only 200 kg ready to run, split 52% at the front and 48% at the rear. The service intervals do not change, with an annual intervention or every 12,000 kilometers and valve clearance adjustment provided every 24,000 terminals.

In the saddle

A new seat welcomes you on board. Thicker by 5 mm and added to a raised geometry, it lifts you 840 mm from the ground. But, still very narrow, the Panigale V2 remains easily accessible and we appreciate this extra comfort. "Magic" of the twin cylinder, the compactness and finesse of the machine are appreciable.

Ducati Panigale V2 seatDucati Panigale V2 seat

Sulphurous toy, its ergonomics for older children are less narrow. Instrument dedicated to sport, the Ducati does not bother with unnecessary wasted spaces. High and back, its footrests tilt the body forward, the wrists resting on bracelets are spread. This typified ergonomics is there for control and piloting efficiency. Finally, the available recoil is very correct, the seat gaining 20 mm long.

Ergonomics of the Ducati Panigale V2Ergonomics of the Ducati Panigale V2

Eyes on the perforated aluminum upper triple clamp, cut in the mass, we appreciate the fork tube plugs equipped with hydraulic adjustment knobs. Above, the new and large 4.3 "color TFT display easily delivers the wealth of information available.

Ducati Panigale V2 TFT speedometerDucati Panigale V2 TFT speedometer

On track

The weather is uncertain, but we started the test on the still dry asphalt of the 4.428 km Iberian track. Its 13 turns (8 on the right, 5 on the left) make up a technical appearance, with fast and slower curves and strong braking. A real tailor-made personality test to gauge the talents of the Panigale V2. Especially since this one goes to the exercise with Pirelli Diablo Supercorsa SC II.

The starter does not measure its trouble to train the moving equipment and the compression of the 100 mm bowls …! Then the deep, deep chanting of the twin makes the air tremble. Less clearly than one would like, Euro 5 obliges. Surprisingly, the gas blows make the mechanics very present. If you want better, you will have to take out the checkbook. And not just a little: ¤ 4,200 for the Akrapovic line. 5 hp better, a bit of torque and above all 7 kilos less and more exuberant engine behavior. The upgrade is still expensive.

We quickly take our marks despite difficult conditionsWe quickly take our marks despite difficult conditions

In Sport mode (EBC at its strongest, ie 1, ABS on angle 2, DTC 4, EWC 3), it is time to get on the track for a warm-up. I remembered a rather reluctant and not very intuitive 959. The Vatican had to intercede for V2. Transfigured is not too much to suggest all the fun we had to ride this Ducati V-twin. Well, at first glance the mechanics seem a little timid, due to a little harsh electronic surveillance and a standard that is just as severe. But the chassis is causing a stir. Perfectly neutral, its subtly modified geometry makes the Panigale V2 an agile machine and obedient to the eye. Yes, I’m talking about a Ducati here. Easy, intuitive and demonstrating excellent mass repair. Its exhaust placed under the machine is no stranger to it either. This balance is combined with well-adjusted hydraulic suspensions..

The Ducati Panigale V2 is easy to handleThe Ducati Panigale V2 is easy to handle

The first session will enlighten us much more. I engage Race mode which reduces traction control and anti-wheeling to 2 (out of 8 values). The Panigale V2 is immediately more demonstrative, reviving the usual reputation of Bologna machines. The raises on the angle are immediately more dynamic and highlight this neat mechanics. The machine becomes more alive, relieving the front on each rotation of the right wrist. With a deep sound of air box, the twin in L flatters the eardrums of its pilot. This musicality perfectly follows the elegant evolutions of the V2 ballerina. On a tempo between Allegro and Presto, the Transalpine confirms its agility without excessive liveliness.

The Panigale V2 is very agile and manoeuvrableThe Panigale V2 is very agile and manoeuvrable

The first notable point is the ease of handling. It is true that the power and torque values ​​of the V2 are more measured than those of recent missiles. This is another advantage that makes this machine suitable for a wide range of trackers. Whatever your level, the machine is accessible and easy to take along. But also very effective and captivating.

We can see it in the “Michelin Curva” which precedes turn number 3. This sequence highlights the precision of the chassis and its neutrality. Pushed by the load of its twin, the machine then drifts while controlling in the large overhanging curve that follows. Electronic regulation is remarkable in terms of transparency. Going in 4 towards the Curva Sito Pons, we enter the 3 and the machine tilts naturally in this long blind right turn. Your rod is then the remarkably neutral frame of your V2, making the machine controllable at all times. A little wide, a little too much inside? No problem. Your gaze is the key, correcting the trajectory with as much efficiency as the slight pressure on its controls that the Panigale V-twin demands. Bluffing !

The electronics are regulated in complete transparencyThe electronics are regulated in complete transparency

The revival is consistent, the mechanics evolving at 9,000 revolutions on its peak of torque and the strong ascendancy of its power. However, the machine does not settle, the shock absorber absorbing the load of the engine with zeal. We quickly passed the 4 then the 5 in the longest straight line of the circuit, while regretting the relative lack of extension of the twin cylinder. Effective from 7,000 revolutions / minute, the mechanics give their best on the track after 8,000. Its maximum speed of 11,000 rpm before the breaker leaves an exploitable range which is sometimes a little too short. However, we will not pass the 6 on the Spanish route. We regret in passing the weak protection offered by the bubble of the machine. If the recoil on the saddle is important, the deflection of the narrow Plexiglas cone is really too tight.

The V2 remains precise in its acceleration and trajectoriesThe Panigale V2 allows good cornering speed

The Curva Dry Sac arrives quickly and the braking must be very good to get to the more technical part of the Jerez press. The attack of the calipers, frank and full, ensures a deceleration of the most effective and, again, perfectly flexible. The reports pile up without feeling, anti-dribble and down shifter ensuring an impeccable work and a great smoothness. The Panigale V2 barely oscillates on the strongest braking, putting its inertial unit to work to stay the course. With its controlled ABS, you can also keep the brakes more calmly on the angle and no parasitic movement appears when the lever is released. Perfectly adjusted, the modified hydraulics of the Showa fork finely regulate the sag of its tubes.

The V2 remains precise in its acceleration and trajectoriesThe V2 remains precise in its acceleration and trajectories

Another strong point of the machine, its front axle gives a maximum of information and engages the machine in bends with a rare obviousness. The impression of lightness is surprising and we obviously take the Ducati towards the exit of the bend. Enough to calmly tackle the strong downforce of the Curva Aspar, a large, fast curve that makes use of the flawless grip of the Pirelli. There is also excellent throttle control on the angle. Finely guided by a precise throttle grip, the mechanics are smooth.

We then attack two slower curves, “Curva Angle Nieto” and “Curva Peluqui” where the Panigale V2 allows to choose and modulate its trajectory on the angle at slower speed. Always with this front axle without filter ensuring the pilot a great control of its evolutions. Merit also goes to the position noticeably tilted forward and the straps apart. Enough to master your mount for any occasion. The fairest term is fluidity in the sequences.

The rigorous chassis is not faultedThe rigorous chassis is not faulted

Must not relax. The two quick breaks that follow, "Alex Criville" and "Ferrari" allow full angle power to be passed, the exhaust hugging the ground. In the roar of the twin, we appreciate the great rigidity of the chassis which ensures the best trajectory towards the last bend, "Lorenzo", pin controlling the straight line of the pits.

Obvious, easy and predictable, the Panigale V2 confirms its qualities in the rain. Wearing specific Diablo Rain, the Ducati reassures in these conditions always a little more hazardous. Its twin of almost 1.000 cm3 controlled by high-end electronics, the efficiency of a cycle part of the same type and the balance of its chassis allow it to run very hard on soggy asphalt. A delight ! Admittedly, the softer carcasses of the rain casings generate more movements. But it is to give even more life to the evolutions of the Italian. I am in love. Rainy wedding, happy wedding…

Rain forces, we had to change the tires before taking the trackRain forces, we had to change the tires before taking the track

Video test of the Ducati V2

Conclusion

The only twin-cylinder hypersport on the market, the Ducati Panigale V2 touched my heart. Its elegant plastic, its high-end cycle part and its efficiency combine with an obvious handling and demonstrative mechanics, but without excesses. The whole thing makes it a machine of choice to evolve on track, or road, with a maximum of pleasure. Its 155 horsepower and 104 Nm of torque ensure performance and ease on the handlebars. Finally, its modified geometry associated with specific ergonomics (open strap and high and remote footrest) make it an excellent piloting instrument..

The ¤ 18,290 it claims can seem expensive. But the Panigale V2 certainly makes every unit worth it, in terms of construction, finishes, performance and chassis efficiency. The increase of ¤ 1,700 is certainly a little excessive, but includes the addition of a single-sided arm and an inertial unit boosting assistance and performance.

The Ducati Panigale V2The Ducati Panigale V2

It is also one of the most affordable hyper sports of large displacement. But an Aprilia RSV4 RR is however less expensive: 16,999 ¤. And much more efficient in terms of engine. The other missiles follow in close bursts. The Yamaha YZF-R1 is not far away with ¤19,281, the BMW S1000RR is displayed at а 19,200. At Suzuki, the powerful GSX-R 1000 is available for only ¤16,599.

Entry-level sporty Ducati, far from the Panigale V4 at 23,290 ¤, the Panigale V2 is the machine for sporty twin purists. Its mechanical personality and its overall efficiency make it the steed of connoisseurs, of those who know that without mastering power is nothing. On its handlebars, everything is pleasure and sensations. A true top-of-the-range driving school tool, the Panigale V2 is a motorcycle apart. Like you ?

Strong points

  • Racy aesthetics
  • Efficient electronics
  • Mechanical personality
  • Precision and neutrality of the chassis
  • Ease of handling
  • Front axle control
  • Braking
  • Suspension and seating comfort
  • Finishes

Weak points

  • Price a little too high
  • Bubble protection
  • Lack of extension (1,000 to 1,500 more laps)
  • Choice of motor modes

The technical sheet of the Ducati Panigale V2

Test equipment

  • Scorpion Exo R1-Air Helmet
  • Dainese Laguna Seca suit
  • Vanucci Speed ​​Profi IV Gloves
  • Dainese Torque D1 Boots

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9 thoughts on “Ducati Panigale V2 motorcycle test

  1. I am the happy owner of a CTX 1300 equipped with high screen and top-case, its very soft gearbox and its engine torque placed low enough to move in first on a trickle of gas or to resume in fifth from 40/50 km / h and this without an engine crash…

    Handy and stable from the first laps of the wheels, its weight is quickly forgotten, its handling and braking do not suffer from any complaints finally the driving position is sufficiently restful

    all luggage can be closed with the ignition key only

    The suitcases are spacious enough we can accommodate 2 bags without problem,

    the top case of the brand is well fixed and also accepts a flexible bag of 40 liters plus 2 bottles of water etc….

    Here is a motorcycle with which we can consider the ride and without any apprehension, the trips … I tested with Madame without fatigue over 600 kms .

    for info the tomtom GPS of the car that I have sucked on the high screen can be plugged into the USB socket in the right box everything worked excellently (the 12 Volt socket being under the saddle).

  2. I am also a happy owner of this machine equipped with high screen and top-case ,

    relaxing position, braking, road holding, comfort, engine torque…

    in short, she gives me the banana every time I sit on her large saddle,

    it’s a good bike that I recommend.

  3. Hello,

    I also have a ctx 1300, with top case and high screen, motorcycle very easy to handle, the center of gravity of this machine is perfect, 2 km / h a feather or almost.

    his size is important so watch out for retros in town.

    Motor braking comfort Super luggage, simple opening and closing is not a problem for me.

    I recommend this bike for fans like me of a comfortable flexible motorcycle with a super engine torque. Ballads with this kind of machine are a treat.

  4. Yes a good motorcycle. Strangely enough, people who criticize it often haven’t tried it. Really nice, even if it is not presented as a road, it is not far from it, two or three accessories and it is ready to go on a trip. Go see on his forum [honda-ctx1300-forum.forumactif.org] there are some ideas and especially go try it.

  5. "The three discs have a diameter of 276 mm and are clamped by single piston calipers."

    we can see in the photos that they are double piston calipers!

  6. Not had the chance to try an f6b or c but I had two gl 1800s, a 2003 and a 2006, and it is an exceptional machine. I think (think) that it has no real competitor, the k1600 is certainly a very good bike but in my case it has the ass sitting between two chairs it is not able to compete with a 1200 rt and it does not have the ease nor the comfort, nor the statutory dimension of a gold. A k16lt with exhausts worthy of the name and a more discreet engine would already be progress and then a look a little less household appliances so maybe some wingers would be tempted. In my opinion I reduced the wing (lack of means) and "adopt" a Pan rather than a Teutonic because in these periods of controlled budgets …. martyred … I have neither the spirit player or desire to build an after-sales network. For info the Pan has just passed 100Mk and I am very angry because I had to change the spark plugs and an abs sensor. For the rest it’s rear tire every 7000 tire before 2000 later, oil change and pads and voila. Do not prevent the gl I miss. !!!!

  7. Come on, one more effort! It is necessary to transfer all that is gadget (sound system, various electronics except ABS) in order to save both weight and cost, and here is a machine that could become – relatively – affordable and play on the registers of the (muscular) roadster, rolling sofa (simple but cozy), show off (without excess), mega-scooter for the wealthy, while remaining an outstanding traveler.

  8. Well, well, it’s done: V2 in the parking lot since last Saturday. speed

    Just a little bit of a Chevreuse ride on Sunday to take it in hand before next weekend when I’m going to use it more intensely and on more varied terrain.

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