La NUOVA Ducati più VELOCE di SEMPRE! - PANIGALE V4S 2025�

THIS VIDEO HAS BEEN MADE BY LUCA
BEFORE HIS INCIDENT.

HIS FAMILY DECIDED TO PUBLISH IT,

CONVINCED HE WOULD ALSO BE HAPPY ABOUT IT

AS WOULD HIS YOUTUBE FRIENDS.

You don't always get
to ride around Mugello

completely on your own,

riding the fastest new
production bike Ducati has ever created.

Or rather, they back there,
the engineers, call it that.

Will it be true?

To test it, we will arm ourseòves
with a stopwatch,

for a direct comparison on the same track

between the old V4S
and the new amazing V4S.

The crazy thing is that you can see
the differences just by looking at them.

Oh, and more importantly,

it will not only be the same track,

but also the same tires
and the same conditions.

They have included the much-discussed
double-sided swingarm.

Will it have been of any use?

Today, I'm at Mugello to find out.

Let's go.

So, here are my first feelings
while riding.

It's weird, it's not like
the other evolutions it had.

It feels like getting on another bike,

it takes a little bit to...
get a feel for it, to understand it.

The first thing I can tell you

is the awesome step forward
of the electronics.

It's no longer an electronic
that you feel working,

that you feel sometimes,
when you overdo it.

Let's play a game now.

In two turns,
I will open in second gear,

full speed, leaning.

Here you see my brake,
throttle and lean angle.

I show you how you can open
the throttle with DTC1 smoothly

and at what angle.

It's impressive.

Second gear, inside the turn.

55 degrees, more or less.
Full throttle.

Impressive!

Second hairpin.

Angle.

Fifty degrees.

Full gas.

Do you understand what it's like?

I use the throttle like a button

and the bike just follows it.

I don't really know how or what to say.

I try to show you things
in a practical way,

not just talking.

I already know the old guard will say,

"Now electronics do everything.”

Guys, to go fast you have to drive anyway,

electronics gives you a hand
in terms of safety

and in terms of enjoyment of the ride,

without the risk
of throwing yourself in the air.

But I, as a rider, I can tell you,

you don't feel it working,

which was particularly noticeable
on the previous version.

And I haven't told you about
the other crazy thing.

In ABS1 there is a system

that brakes with the rear brake
at our place,

to help us all the way to the middle
of the corner to hold the apex,

and you really feel it,
it's unbelievable.

For those who say,
“Eh I can't use the rear brake,”

now the bike does that too.

And you say “It's going to be
for amateurs, right?”

Like hell!

We riders need
a little bit of help in insertion,

to take weight off the front,

sending the rear end
a bit sideways,

and this bike does it!

Check it out.

Sideways!

Just enough, just what you need,

to help you accompany the bike on entry.

Gas!

Given the wind and the mess,

on track I can't make long speeches.

So, the focal point of the motorcycle
that I think is a huge step forward-

I want to try to explain it
here in studio

with all the calm in the world.

The huge step forward,

the thing when you get on it
you say,

“I can feel it right away!”,

is that with the old V4S, to make it turn,

you had to go hard with the gas,
to put it simply.

So at maximum angle you have to be
very aggressive with the gas

to break the grip and turn the bike.

With this new V4S it's all much easier,

because there isn’t any
opening the gas to turn the bike.

It was critical with the old model,

since it was struggling to turn

and when you opened the gas you were
pinned towards the outside of the corner.

With this it doesn't happen,

because the bike turns so much better
in the middle of the corner.

So, we can get the bike up sooner,

we can open the throttle more safely
because we have less lean angle.

In short, everything’s easier
and much less tiring.

And what is the amazing thing?

If in the past it was rightly said,

“Yes, but this can be done
by a rider only”,

“The bike can only be exploited by those
who hit the gas seriously,

those who ride in 1’51 at Mugello”.

This is where the substantial
difference lies, instead.

It is true that the amateur bends less,

brakes less hard and all these things,

and the gap with the rider
is very stressed.

But there’s the addition
of the combined rear brake,

which of course you can also disengage.

The amateur usually
can't lean at 62 degrees

and therefore can't turn the bike
as he should,

but thanks to the combined rear brake,
even without high lean degrees,

the bike turns,

because the rear brake
stays slightly in action

even when we have let off
the brake after insertion,

and until we go to pick up the throttle,

it continues to work
to make us close the corner.

This thing here is crazy,

because it will narrow so much the gap
between the riders and the amateurs.

I tried going slower than my pace
to see how it works,

and it's insane.

At that point I disengaged it
to try to do some fast laps.

The moment you exploit the bike,

you bend at 62 degrees and all that,

the bike turns because it's better
in terms of chassis,

and everything we said.

In short, the bike helps us,
no matter our level.

Awesome.

So, “Why don't you do a bomb ride
with new tires on with the old one,

and another with the new one?

That way,
in addition to talking and telling,

we also have a chronometric match.”

Of course we will,

but first I have to explain to you
what was the feeling while riding,

'cause there is a technical reason
why there has been this evolution.

Every year, each bike presentation
always seems to be,

“It's better here, it's better there.”

No.

There is a whole story to be told here.

Let's start with the first biggest step
that I told you about,

electronics.

The reasons why there has been
this step are mainly two,

because the electronic talk derives
directly from the modern MotoGP bikes,

not like the old bike,

which showed somehow old concepts

that you had to update.

Another important thing,
the change in tires.

We went from a project that started
with 200/60 Pirellis

and ended up having to fit 200/65s,
the so-called big tires,

which obviously were not optimized
for the old V4S.

Here there was a study here like MotoGP.

The bike is built and designed
for the use of certain tires.

And that's also why the step was so huge.

Now you might say,
“But what the heck changed in the end?"

Guys, pretty much everything.

Double-sided swingarm,
already seen.

Completely revised front frame,

because when you change the rear area,

the front also needs an upheaval.

It is much more flexible
than its predecessor.

Revised Ohlins suspension, version 3.0,

so another step forward.

All electronic calibrations, abs-

redone all over again,

and the feeling while riding
is incredible indeed.

The anti-wheeling leaves you
two inches off the ground,

the bike floats, it doesn't have
those tugs that we know so well,

with those malfunctioning electronics.

I mean, the traction-

you have seen how it works:
I can pass from 30 to 100,

like a switch, and nothing happens.

You can well think
how everything else works.

Other goodies-
monoshock's link also completely revised.

New brembo calipers, they are the first
to go on a supersport bike.

Probably in the future
they will fit other bikes.

And then also the aesthetics,
the dashboard.

How cool is that?

It's a spaceship, basically.

Another very important point- ergonomics.

As soon as I got comfortable,
widening the handlebars,

and got comfortable in the saddle,

it was amazing.

At first it feels a bit more comfortable
than the other one,

because you have more room at the rear,

you feel a little more relaxed.

But then you realize that everything
is made to perform at its best.

The whole thing makes you
tire less on your arms,

you're able to push more
with your leg on the tank

to get the bike follow you.

With this curvature you can really
lock on to the tank when braking,

taking weight off your arms so much more.

Anyway, I'm really sick and tired
of standing here talking.

Let's go for the best lap
with the old bike and the new one.

Vamos!

Final thoughts, guys.

What a lap!

I was expecting 1'55,

for sure not 1'54 with an overtake
and also a mistake.

I had one set of tires only.

For sure, knowing it a little bit better
and having a second chance

I could do a little bit better,

however it is 1'54.6., 1'54.5,

with a bike with the original exhaust.

Show it.

Euro 5 plus.

I don't know what potential it can have
if you set it right for you,

and especially if you can work on
the engine, geometry and so on.

With the old V4S, I want to be honest,

I could push it a little more,

however it got a little hot,
as it was half an hour later,

so maybe let's give it a 3-4 tenths
as benefit of the doubt.

It still would have been
7-8 tenths of a difference.

Perception is really
a pronounced difference.

For a rider, tenths are very important,

and it's geological eras
between one bike and the other.

It's not even
the dry lap that's important,

but the ease with which
you can replicate your performance.

So, you pick and choose
for yourselves which one's the best.

The stopwatch, however, said 1.2 seconds.

Okay, guys!

I hope you enjoyed this review.

Let me know in the comments.

As usual, hit the gas!
See you in the next video.