As a matter of stride, a number of hair-raising moments incurred during an on-track flog aboard a contemporary superbike is to be anticipated. Whether or not it’s the startling rear slide underneath power, slight wheel tuck on the brakes, or bit of spirited bar wag because the entrance gets mild and touches down exiting a corner, such thrills and chills are part and parcel.
I skilled nary a wide-eyed second scorching lapping Spain’s Circuito de Jerez astride the new 2020 Ducati Panigale V2. Ducati touts “accessible efficiency” and “complete management” as key attributes of the generational replace applied to its 959 Panigale V-twin. Whereas this may increasingly sound like advertising hype, in my expertise the V2 really lives up to the claim.
Lap after lap the up to date and rebadged Panigale V2 exhibited uncanny management at velocity, displaying steadfast stability on the quickest straights, excellent composure underneath onerous braking, and slung by means of corners like a ball on a string. Maybe most spectacular was its new degree of management on nook exit, laying down a gentle stream of power that paints a thin arch of rear tire rubber as regular and exact as a pinstripe brush.
Credit Ducati’s MotoGP-derived EVO 2 Traction Management, a “predictive” TC strategy that debuted on last year’s Panigale V4 R superbike and has now been passed down and carried out throughout the Panigale mannequin range. Ducati states this latest DTC acts on variation of spin depth as an alternative of instantaneous spin value, producing smoother and quicker intervention with lowered spin oscillation leading to improved grip.
Featuring a six-axis Bosch IMU, the V2 electronics package deal also brings ABS Cornering EVO, Ducati Wheelie Control (DWC) EVO, and lean-angle-sensitive Engine Brake Management (EBC) EVO. Increasing on this, DTC provides eight sensitivity settings and off, four levels of DWC, three every for EBC and ABS, a selection of two ride-by-wire throttle response settings, and an choice to scale back peak engine output to 105 hp.
Serving to make sense of the plethora of variables is a trio of selectable experience modes labeled Race, Sport, and Road providing manufacturing unit set values for every of the parameters. Better still, the modes may be absolutely custom-made inside the menu system of the new Four.5-inch TFT sprint to go well with private choice. A practical instance of this is the power to program every mode with equivalent most popular settings excluding assigning a singular DTC degree to every, thus permitting you to toggle modes whereas driving to choose between the three DTC ranges.
The Superquadro 90-degree twin powering the V2 now complies with the Euro 5 emission standards, yet is up 5 hp on the 959 with a claimed peak output of 155 hp at 10,750 rpm and is blessed with a generous torque spread that is still within 40 % of peak output across a 5,500-rpm band. The features are attributed to using bigger higher-flow injectors re-angled for improved gasoline atomization together with improved intake efficiency. The latter comes by way of reshaped air inlets situated beneath each headlamp, stated to speed up airflow as it’s drawn in. The air is routed by way of revised ducts that now endure less strain loss as air feeds into the die-cast aluminum monocoque body construction that serves as the airbox.
Chassis updates are comprised of the move to a single-sided swingarm, V4-style Y-spoke wheels, and recalibrated suspension damping for improved comfort on the street. In comparison with 959 Panigale, the Showa BPF has been pulled up 2mm and a longer Sachs shock absorber (yielding a 5mm improve in rear experience peak) that along with the new Pirelli Diablo Rosso Corsa II tires have lowered trail, resulting in a extra agile steering character.
Prior to my first on-track session I dove into the dash menu on pit lane and set Road mode to low power output to provide this “wet street” mode a quick feel on the out lap whereas scrubbing within the recent Pirelli Diablo Supercorsa SP V2 race rubber standing in for the inventory fitment radials. My take on low power and Road mode’s default level-6 DTC is that while delivery is predictably tame, it felt very natural without a man-made feeling of experience by wire taking up an excessive amount of right-wrist authority. One other V2 function is Ducati Fast Shift EVO with auto-blip and lean angle awareness. A lap taken at a leisurely tempo confirmed DQS should serve properly on the street, offering very fluid shift action beneath mild masses.
Toggling into Sport mode to complete out the session brought full peak energy, albeit with throttle response remaining at its softer setting. With DTC now at degree Four there was far less midcorner traction control intervention as indicated by the yellow TC mild situated prime middle on the dash. As with Road mode, Sport makes use of level-3 ABS as default, a “street” setting offering front/rear cornering antilock and rear-wheel raise mitigation. I used to be impressed by how onerous the entrance Brembo M4.32 Monoblock calipers might be smoothly utilized with no trace of ABS intervention, though stabbing the lever invokes rear carry detection.
Altering Sport mode with DTC, DWC, and ABS each set to degree 2 for the subsequent session edged closer to unleashing the V2’s full performance potential. This setup allowed a balls-out pace with the wheels tracking true and in line all through the lap. Degree 2 ABS technique replaces lift-up detection with rear slide by brake. Reluctant to aim any back-it-in antics, someone had no such qualms evidenced by the lengthy black hacks getting into a couple of hairpins.
Working by way of the six-speed gearbox proved buttery clean, even once I disabled DQS for a handful of laps to examine its native shift action. But that isn’t something you'd ever need to think about as DQS EVO works excellent even when leaned onto the tire’s edge and is programmed to shift even quicker at revs above 9,000 rpm. Simply put, the mixture of auto-blip, EBC, slipper clutch, and cornering ABS is a marvel that makes a botched nook entry require critical negligence.
My ultimate session was in Race mode with “Direct” throttle response selected, minimal DTC intervention, and wheelie control turned off. Throttle management proved absolutely spot-on with no trace of on-throttle abruptness the identify may suggest. I additionally found that wheelie management actually wasn’t wanted at this specific monitor. Even with DWC disabled the front remained fairly planted driving arduous off the tightest turns.
A contemporary-day middleweight in spirit, the Panigale V2 stokes the ego. Sneaky fast with out drama, permitting the rider to really feel as if you’re tapping it for all it’s value, although it nonetheless has plenty of performance reserves within the bank.
2020 Ducati Panigale V2 Worth And Specifications
|Engine||955cc, Superquadro liquid-cooled, 90-degree V-twin; Four valves/cyl.|
|Bore x Stroke||100.zero x 60.8mm|
|Gasoline Delivery||Electronic gasoline injection w/ experience by wire|
|Claimed Horsepower||155 hp @ 10,750 rpm|
|Claimed Torque||76.7 lb.-ft. @ 9,000 rpm|
|Front Suspension||43mm Showa BPF fork, absolutely adjustable; 4.7-in. journey|
|Rear Suspension||Sachs shock, absolutely adjustable; 5.1-in. travel|
|Entrance Brake||Twin Brembo M4.32 Four-piston calipers, 320mm discs w/ Cornering ABS EVO|
|Rear Brake||Single 2-piston caliper, 245mm disc w/ Cornering ABS EVO|
|Tires||Pirelli Diablo Rosso Corsa; 120/70ZR- 17 / 180/60ZR-17|
|Rake/Trail||24.zero°/ 3.7 in.|
|Seat Peak||33.1 in.|
|Gasoline Capacity||4.5 gal.|
|Claimed Curb Weight||441 lb.|