Ducati Panigale V4 S (2020-2021) review

With a crankshaft rotating ‘backwards’, in the opposite direction to the wheels, rotational inertia is balanced more than a regular motorcycle, so despite relatively long and slack chassis geometry, the Panigale is quick to turn.

The V4S receives the same ‘front frame’ as the V4 R, which has more material machined out compared with the 2018 Panigale V4 S to introduce a little more flex and reduce stress on the tyres, as well as improve the Panigale’s already excellent front end feel.

Geometry is changed with a longer shock, shorter links and forks pushed 4mm further through the yokes to raise the centre of gravity (for increased agility) and ramp up the anti-squat effect the driving force has on the rear end (effectively extending the rear shock and pushing the nose in to the floor) to aid stability, too.

The 5mm raise in centre of gravity is reflected in the seat height, too, which is now 835mm.

In addition, the front fairing and screen is wider and taller, and of course, it joins the Aero Club with a set of carbon-fibre foils to generate downforce. These new touches were designed for the Ducati Panigale V4 R by Ducati Corse, and have filtered down to extend the benefits in rider protection and stability/anti-wheelie tendencies.

The Öhlins ERS suspension has new settings, but the same physical components – no spring-pressurised NPX forks, as per the 2020 Yamaha R1M, yet. The springs are lighter item but with more preload wound on, which Ducati claim improves the fork dive characteristics and make the turn-in characteristics more intuitive.

The improvement is small but worthwhile – there’s less tendency to 'pump' hard on the power, the bike holds a line better and it’s still super agile.

Update in 2021

Ducati haven’t messed with the Panigale’s ergonomics for its 2021 update, which is great news for trackday riders. Of all its rivals it’s laid out the most like a modern racing bike with lots of legroom, widely splayed and low-set clip-ons.

It gives you the room to clamber over it in the corners and get your weight over the front as you kiss your elbow on the apex kerb …probably. For the road the riding position and the hard seat that lets you feel for grip is a compromise – fine for short blasts, but over distance, especially with no cruise control, it tortures your wrists and backside.

The 1103cc Desmosedici Stradale motor, with it distinguishing backward-rotating crankshaft and 90° V-twin-aping firing order has more than enough power and torque – 200bhp, and 87ftlb on MCN’s regular dyno.

Wisely, they’ve not added any more. What it did lack was user friendliness when you tried to use all (or most) of it, especially compared with the Aprilia RSV4 1100 Factory – similar on paper, but so much less aggressive you’d almost call it benign. That makes it less intimidating, but also faster.

The 2020 model has new ride-by-wire throttle maps, which (according to Ducati) make the relationship between twistgrip opening and torque delivery more direct and predictable in the track-specific user modes.

They also claim the delivery of that Latin firepower has been made more linear in the first three gears. Quickshifter settings have been adopted from the V4R, with reduced upshift times for quicker, smoother changes, especially over 10,000rpm.

All of which is apparent when you ride it – first to third are way more manageable, then the Desmo V4 really flies if you’ve the space to keep it pinned in to sixth - to 185mph, when the speedo goes blank but the revs keep creeping up…

Ducati laid on a second test bike fitted with an Akrapovic full system, which is claimed to increase power by 10bhp, and it’s obvious the bike has a fatter midrange too.

But it soon exhibited old trait of unwanted, drive-sapping wheelies and a greater tendency to weave or run wide. It underlines the sense in softening the Panigale V4’s mid and off-corner power.

If you have big feet, be aware the quickshifter is sensitive and will cut the bike if you accidentally nudge it, without shifting, and you’ll headbutt the screen. Some work is still needed there to remove that glitch.

Ducati Panigale V4 S engine revised for 2021

For 2021 the Panigale (and Streetfighter) V4 range gets new Euro5 friendly mapping and exhausts. The catalysts inside the silencer are 10mm longer and there are now four lambda sensors – one for each cylinder.

But the big change is the rear exhaust manifold: 100mm shorter with smaller diameter pipes - down from 42mm to 38mm. Peak power remains at a claimed 211bhp@13,000rpm and torque at 91.5lb-ft, but delivered 500rpm further down the revs at 9500rpm. On paper the V4 is now more flexible, but in the real world the Ducati is so searingly quick it’s hard to notice the difference.

With over 200bhp from its MotoGP derived V4 the 1103cc Panigale V4 still has more power than all but the most talented could extract on the track, let alone the road, but Ducati have somehow made it docile at normal speeds with flawless fuelling, although it needs a fair bit of clutch slip at very low speeds for smooth getaways.

We managed 37mpg – 5mpg better than the Streetfighter V4 S, thanks to superior aerodynamics.

For those of us without the throttle control of a superstar racer, the 2020 model’s second evolution traction control significantly calmed the stiff and powerful Panigale V4’s natural tendency to tie itself in knots out of corners.

It’s this wild behaviour that’s always made its rivals easier to ride quickly for normal riders. For 2021 the electronics are refined further with Ducati’s new ‘EVO 3’ system and operates in the least intrusive track TC settings (1 to 4) and level 7 (wets in the rain). That’s good news for those who want to emulate Redding or Miller on a trackday.

With so much grip from the Pirelli Super Corsa SPs and unflinching chassis composure you’ll never feel the new TC do its thing on the road unless you’re doing something very wrong.

Street, Sport and Race riding modes still have pre-set and customisable power levels and settings for traction, wheelie, engine braking, suspension and ABS control. For 2021 there are two Race modes: A and B.

‘A’ is the full fat option with direct power, minimum TC/wheelie/ABS intrusion and more controlled suspension for when you’ve got fresh tyres, a nice smooth and grippy racetrack to play with and three Shredded Wheat inside you.

‘B’ is still fruity, but perfect for gnarly UK tracks on worn rubber with tempered power in the first three gears, softened suspension and ramped-up rider aids.

The first two years of the Panigale V4 production have proven fit and finish is generally good: paint and metal finishes hold up well, though the underbelly exhaust discolours and isn’t easy to keep clean.

But the first iteration was recalled no less than five times: fuel leaks, brake issues and oil leaks were the main problems. Some were precautionary, though a handful of bikes have been documented catching fire in hot climates. Fingers crossed these are first generation teething issues, and Ducati is likely to have quietly addressed such gripes underneath, but it’s still a very similar bike to the originals.

Our 2020 Ducati Panigale V4 S owners' reviews are only positive when it comes to reliability, and the 2018 version scored incredibly well indeed, with the only blot in its copy book being relatively expensive servicing.

There’s no escaping the fact this is a very expensive machine, but you get a whole lot of performance, technology and luxurious build quality for your money.

If your pockets are deep enough and you really fancy the idea of a soul-stirring, blood red Italian superbike you won’t be disappointed. Servicing is every 7500 miles, which is better than Ducatis of old and when you compare the Panigale V4 S to a similarly priced Kawasaki ZX-10RR it seems like the bargain of the century.

Group test: Ducati Panigale V4 S vs BMW S1000RR vs Honda Fireblade SP

Costing over a grand more than the already pricey expensive Honda Fireblade SP, the Panigale V4 S is even more the superbike for the fortunate few, but you can see where your money goes, with its perfect paint finishes, swathes of machined aluminium and juicy design touches.

Then there’s the tech - it sees Blade’s HRC bells and whistles and raises them with a counter rotating crank, single sided swingarm and colour dash that’s less PlayStation and more Swiss watch.

The new Panigale V4 S is more refined than before - fast and achingly beautiful, but it’s still a track bike that tolerates life on the road, rather than thrives on it. The Yamaha R1, Suzuki GSX-R1000 or Kawasaki ZX-10R are all probably better road bikes.

They are certainly more practical…. If a 1000ccc sportsbike can ever be called practical. And the BMW S1000RR is also an easier road bike, while still offering enough to tackle trackday action at the sharp end.

A class-leading electronics package, latest-generation Öhlins electronic suspension, forged alloy Marchesinis with superb Pirelli Supercorsa SPs as standard are well up to managing the power of the MotoGP-derived V4.

Critics point out the BMW S1000RR offers carbon wheels, heated grips and cruise control for £5000 less: all true, though they’re similar on all-up weight, and who buys a Panigale to ride in winter? It lacks nothing as far as performance goes, but you’re not buying an all-rounder.

There’s an optional STM dry slipper clutch, as found on the 1000cc Panigale V4R. Given the standard slipper clutch is superb (stabbing it back to second from the top of sixth as fast as I dared didn’t upset it), the dry option seems needless, especially with the downshifter/upshifter largely making the left-hand lever redundant.