Hey, bike lovers! Welcome back to my corner of the internet. I’m Sagar Sheldekar, your resident bike review expert with a knack for content writing and SEO, and today I’ve got something special for you: an in-depth look at the 2025 Ducati Panigale V2. I recently had the privilege of riding this beast at the all-new Sevilla Circuit in Spain, and let me tell you—it’s a motorcycle that surprised me in all the right ways. Ducati rebuilt this bike from the ground up with a clear mission: make it lighter and easier to ride. Did they pull it off? Absolutely. Let’s break it down step by step, based on my firsthand experience and expertise, with all the juicy details you’re craving.

A Featherweight Fighter: Design and Weight Savings

Let’s start with the headline stat: the 2025 Panigale V2 weighs just 176 kg without fuel, making it the lightest Panigale ever. That’s a massive achievement, and it’s no accident. Ducati’s engineers went all out to shave off the pounds. The star of the show is the brand-new 890cc V2 engine, which drops a whopping 9.5 kg compared to the 959 twin in the previous model. That’s almost 10 kilos just from the engine alone—insane, right?

But they didn’t stop there. The 90° V-twin configuration eliminates the need for a countershaft to dampen vibrations, saving even more weight. The monocoque frame is now aluminum and weighs a mere 4 kg. They ditched the steel trellis rear subframe for a lighter aluminum one and used structural plastic for the front subframe. Even the wheels got a diet, and the new double-sided swingarm—borrowed from the Panigale V4—is hollowed out for extra lightness. The fuel tank shrank from 17 to 15 liters, which might sound like a downgrade, but it keeps the bike’s sleek profile intact.

Oh, and can we talk about those twin under-seat exhausts? They’re back, and I’m thrilled. It’s a classic Ducati touch, a nod to their racing heritage that looks and sounds fantastic. Every ounce of weight savings adds up, and you feel it when you ride.

Power Drop? Don’t Panic—It’s a Smart Move

Now, let’s address the elephant in the room: the power. The old Panigale V2 pumped out 155 horsepower, but this new one’s down to 120 hp, with torque at 93.3 Nm. When I first heard that, I was skeptical. Why would Ducati, a brand known for hardcore performance, dial back the ponies? But after riding it, I get it—it’s a brilliant decision.

Here’s the backstory: even with the old 959 engine, World Super Sport racing rules capped it at 140 hp. So, you weren’t using all that power anyway, and the extra muscle made the bike heavier than its rivals. Ducati scrapped the old blueprint, gave their engineers a blank slate, and said, “Build something light and easy to ride.” The result? A more approachable bike without sacrificing the thrill.

The new engine’s magic lies in its torque delivery. Thanks to Ducati’s intake variable timing system, 70% of that 93.3 Nm is available from just 3,000 RPM. That broad torque band is a game-changer. You can roll into a corner a gear too high, and it’ll still pull you through without complaint. The old V2 had its torque peak way up high, so you had to work harder to stay in the sweet spot. This one? It’s lazy-friendly and forgiving—perfect for learning a new track or cruising the streets.

On the Track: Sevilla Circuit Test Ride

I got to test the Panigale V2 at Spain’s Sevilla Circuit—a technical, demanding track with elevation changes, fast straights, and tight, twisty sections. It took me two or three sessions to wrap my head around the layout, but the bike made it so much easier. With a monster like the V4, I’d have been fighting the machine and the track. The V2? It played nice, letting me focus on nailing my lines.

The agility is unreal. This bike flicks into corners like it’s on rails—light, nimble, and surefooted. The chassis feels alive, giving you instant feedback and following wherever you point it. On Sevilla’s fast sections, it held its own, but it really shone in the technical bits. The final sequence of left-right corners looked intimidating at first, but the V2’s lightness made it a breeze to weave through.

There were a couple of bumpy spots—like the long right-hander after the back straight—where the bike wiggled a bit under hard braking. But once I adjusted my line, it settled right down. We rode with SC1 slicks, which offered endless grip. Stock, it comes with Pirelli Rosso 4 tires, which I’m not thrilled about. The old V2 had Rosso Corsa 2s—stickier and better suited to a bike like this. The Rosso 4s feel like a cost-saving compromise, which is a rare misstep from Ducati.

Braking and Suspension: Top-Notch Control

The brakes? Oh man, they’re a highlight. The new Brembo M50 calipers up front are a massive upgrade over the old V2’s setup. They’re progressive, with a strong initial bite and tons of feel. Trailing the brakes into corners was smooth and confidence-inspiring—exactly what you want on a track day. Pair that with the grippy slicks (or even the stock tires), and you’ve got a braking system that begs you to push harder.

Suspension-wise, the standard model gets fully adjustable Marzocchi forks and a KYB shock—solid stuff. But the S variant? That’s where it gets juicy. You’re looking at Ohlins suspension front and back: Nix30 forks and a piggyback shock. It’s premium gear that sharpens the bike’s focus, soaking up bumps and keeping it planted. After six sessions at Sevilla, I wasn’t sore or worn out—a huge win for the suspension and ergonomics combo.

Ergonomics: Comfort Meets Performance

Speaking of ergonomics, Ducati tweaked the clip-ons—they’re a bit forward and lower than before. At first, I thought it’d only help beginners, but even when I was pushing lap times in the final session, it felt spot-on. I’m 5’11”, and there was plenty of room to slide around. The reshaped tank locked my outside knee perfectly, giving that race-ready feel without killing my back. I got my elbow down easily, even with the slightly raised handlebars. (Ducati offers lower clip-ons as an accessory, but I didn’t miss them.)

After a full day of riding, I felt fresh—not something you say about most track bikes. It’s a proper track weapon that doubles as a comfy ride. On the road, I bet it’ll be just as forgiving—though I couldn’t test that in Spain.

Tech and Cooling: Modern Touches

The tech package is solid. You get a crisp new TFT screen and Ducati’s latest electronic aids as standard—traction control, wheelie control, engine braking adjustments, the works. It’s all user-friendly and keeps you in check without feeling intrusive.

Heat management’s clever, too. There are vents to blow cool air onto your thighs and ducts at the fairing’s base to shunt hot air away from your legs. It was a pleasant, high-20s day in Sevilla, so I didn’t get the full heat test, but I stayed comfy. On hotter days or in traffic, those ducts might be a lifesaver—stay tuned for a road test to confirm.

Price and Verdict: Worth It?

Pricing’s still under wraps, but I’m hoping it’s lower than the old V2’s sticker. A lighter, more accessible Panigale should open the door to more riders, and a competitive price would seal the deal. We’ll know soon enough.

So, what’s the bottom line? I had my doubts about the power drop, but Ducati proved me wrong. The 2025 Panigale V2 isn’t about raw horsepower—it’s about balance, agility, and fun. It’s a bike that flatters your skills, whether you’re a track newbie or a seasoned rider. On Sevilla’s mix of fast and technical sections, it was a joy to ride. On the street, that torque and comfort will shine even brighter.

Would I trade 35 hp for this lightness and ease? After this ride, the answer is a resounding yes. It was my Valentine’s date at Sevilla, and I’m smitten. Check out my full video review on YouTube for the visuals—this bike’s a stunner!