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With the arrival of the Panigale V4, some Ducatisti could have feared the end of a prestigious line of (very) sporty twins. Fortunately, the spearhead of the range has always been accompanied by such a desirable and more accessible little sister.. Succeeding the 959, the new Panigale V2 arrives with major arguments to appeal to sports enthusiasts from Bologna. The best of both worlds for those who don’t want the ultimate and demanding side of a V4 ?
Two Panigales with two different architectures, for two different missions. To compete in Superbike, Ducati could no longer push its twin in power and had to add volume – the regulations also went in this direction. Alas, the 4-cylinder in V was essential, allowing to find more horses, to reduce the displacement, and to benefit from the image of MotoGP. Now that the Panigale V4 has demonstrated its strength as much as its demands, Ducati can have fun with its baby-Panigale. The latter takes the opportunity to break a secular tradition. No more number to identify it, something that has accompanied every Superbike since the 851. Now call the Panigale V2.
Those who have fallen for the V4 will be more than enchanted to find its silhouette. Its taut lines, its slender eyes, its profile of intoxicating diva, this skin shaped by mechanical fervor – The bike is beautiful, quite simply, with its own identity. Because, another tradition scratched, the V2 is not a true copy of the V4, like all the previous duets (899/1199, 848/1098, 749/999, 748/916). She is inspired by her eldest shade. With a different technical basis, it was not possible to do otherwise. Without regret or resentment, because the sauce takes well. The fork crown is identical, the fairing sides almost too; except that the base has been retouched to let out the exhaust tubular. Take a moment longer to watch it, soak up those desires, and catch the visible memories of the 959. So it is with the fuel tank, the rear mount bracket, and we’ll see all that is hiding there later- underneath.
Essential point, the little Panigale finally finds a single-sided arm. This oh so charming element is almost part of the DNA of these sportswomen. The designers have also taken care to remove the disgusting exhausts …. protruding from the ex-959 for elements compacted as much as possible under the engine. The rim is released, relieving the line as close as possible. Yes, we can say it again, the Panigale V2 is a beautiful machine.
Its ascendant is not for all that to rank in the radius of brelons. Moreover, both the mechanics and the chassis come directly from the 959. Lovers of large V2 with a grumpy character will be delighted to take advantage of this twin cylinder with good cubic capacity. Even if it’s the “little” Panigale, we still have 955 cm3 in the cylinders. This chapter is keen to comply, taking advantage of the OCCAZ to validate Euro5 while gaining a little power. Boosted by 5 horsepower, we arrive here at 155 units obtained at 10,750 rpm. That’s 5 more units than on the 959 Panigale *. A little more torque is also to report, 2 Nm. For a total of 104 Nm at 9000 rpm, or 10.6 mkg. More reasonable values than the monstrous V4, still allowing you to have a lot of fun.
This mechanical refresh did not come with a snap of the fingers. There are some improvements from the start to the end of the streams traveled. The intake becomes more efficient with ducts losing less air pressure and new injectors. A new design for the exhaust part significantly reduces its size. Apart from that, the Superquadro twin remains identical and technically very successful. It is the same for the chassis in which he officiates.
The strength, the singularity of a Panigale is also its monocoque structure, making both an airbox and a frame. That, Ducati does not touch it. Nor does the Showa 43mm large piston inverted fork. The brakes, ditto; 320 mm discs and Brembo M4.32 calipers – Serious, efficient, just below the famous M50.
It is on the rear part that we note technical changes. The single-sided arm of course, as we have already seen. As well as a new 2mm longer shock absorber. All suspension elements are adjustable from anywhere. The manufacturer is more conciliatory than usual, having reset the damping for a little more comfort. The saddle follows the movement, with more padding and allowing more freedom of movement.
For the Panigale V2, the fact of having kept the chassis of the 959 allows it to preserve the fascinating lateral kinematics of the damping. Unique, enigmatic, almost athletic appendage. The fact that Ducati has only partially retouched the bike’s chassis testifies to the manufacturer’s confidence in this chapter of the Panigales. It is also a good way to extend the technical life of your sportswoman in other attire..
Moderately provided with electronics (for a Ducati) under the name 959, the Panigale V2 offers a good upgrade, as in each generation. She had not yet been able to taste the IMU, the 6-axis inertial unit allowing piloting assistance to become more efficient. Suddenly, his ABS becomes cornering, with 3 levels of intervention. In mode 1, it is only active on the front wheel / in 2, it acts at the front as well as at the rear, eliminates the stop control and allows controlled drifts / in 3, road type, it acts with maximum security.
Then, it is the DTC traction control which is updated, in EVO 2. Always 8 levels of adjustment, followed by an electronic intervening more quickly, with more flexibility, and a capacity of anticipation thanks to the crowd of parameters swallowed. The DQS EVO 2 shifter is even faster and also takes into account the inclination of the motorcycle for the change of gears, with efficiency in the ascent and descent. The harvest continues with the adoption of DWC wheeling control as well as a color TFT instrument panel. That’s it, the era of liquid crystals is over for the Pistardes of Bologna. From V4 to V2, it’s a nice mini tablet to control the life of the machine. The essential is visible in the blink of an eye, the other information well organized. This small 4.3-inch slab is convincing.
Then, we find the other aids already present before: the management of the EBC engine brake and the 3 driving modes (Race – Sport – Street). To have more, you have to take a little tour in the options corner, where you will find the Ducati Lap Timer GPS which automatically takes care of the lap times per lap, the Ducati Data Analyzer + GPS data analyzer for learn about telemetry or even the Ducati Multimedia System to use the main functions of your phone.
This Panigale V2 is not really a continuation of the “small” Ducati Superbikes, a reduced version of the war machines facing the SBK. Admittedly, it looks like the biggest of the range, but it cultivates a dissimilarity on many levels. Before, only the cubic capacity, the peripherals and the price went down one level. Today, the frame and type of engine also differ, the goals have more distant priorities, and one is almost reasonable while the other goes mad. Face to face, one thing is obvious: culture, passion for sport, for beautiful objects, for technology is an unwavering bond of kinship..
* Annex: Ouhla, something is wrong. How can this Panigale V2 claim 5 more horsepower in its total of 155, compared to the 959 Panigale which sent 157? Either V2 should come out 162, or the count is not good for the old 959. Quid ?
That’s 155 and 5 more. Because since 2018, Ducati has changed its power measurement process, which has reduced the watts delivered by the 959 Panigale to 150 nags..
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Replaces
959 PANIGALE 2019
Model marketed in
2020
Performances
-
Max speed:
about 270 km / h -
Consumption
medium: 6 l
The technical aspect
Ducati Panigale V2 2020
- Frame
- Frame: aluminum monocoque
- Tank: 17 liters
- Seat height: 840 mm
- Wheelbase: 1,436 mm
- Dry weight: 176 kg
- Weight in running order: 200 kg
- Train before
- Showa BPF inverted telescopic fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 320mm, radial monobloc 4 pistons Brembo calipers M4-32
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Sachs monoshock, deb: 130 mm
- 1 disc Ø 245 mm, 2 piston caliper
- Rear wheel:
180/60
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø nc
- 2 ACT, desmodromic
- 4 valves per cylinder
-
955 cc
(100 x 60.8 mm) -
155
ch
at 10,750 rpm -
10.60 mkg
at 9000 rpm - Weight ratio /
power
: 1.14
kg / hp - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Triumph Daytona Moto2 765 Limited Edition 2020
Gallery
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