30 PERFORMANCEBIKES.CO.UK|MARCH2018DUCATI PERFORMANCEDUCATI PANIGALE V4
without a manual or demo by a Ducati
bod), left it on full power but selected a
softer throttle map. No slower, but
smoother and easier to ride.
My size 10 boot had a habit of
snagging the quickshifter, causing it to
cut but not shift, throwing me forward.
I’d need to experiment with lever height
(I was sharing a bike with an Italian
ridinginalternatesessionssomakingPB Verdict
THERE IS absolutely no doubt that
doubling the piston count for their
cutting-edge superbike was the right
decision. There is no downside to it: it’s
no heavier, no wider in any relevant
area, loses nothing in the grunt stakes,
and should satisfy die-hard Ducatisti
who fear speed comes at the expense of
character. It reaches a new level across
the board. There’s no way they’d have
achieved it with a twin: the V4 motor’s
combination of chassis packaging and
power characteristics allows the
electronics, brakes and suspension to
be refined to an incredible new
standard without compromising
themselves to deal with the limitations
a big twin imposes at the level Ducati
competes at.
It isn’t just a progression in terms of
the Ducati family: everything else will
feel last-generation and ordinary now.
Remember when the S1000RR
appeared, upping the ante in
speed but also your ability to
use it? The Ducati does that –
it has factory superbike levels
of power and electronic
assists, in a chassis with the
deft rate of turn and feel only
found on a perfectly set up
middleweight, until now.
It might cost a lot of money, but
you’re getting what you pay for –
premium technology, ability and
sophistication. It’s the most significant
new Ducati sportsbike since the 1970s.
No other has been so revolutionary,
and delivered performance beyond
anything else with lights and a V5 doc.
It’s a class-redefining machine.IF YOU’VE spent this much, why not drop an extra £3558
(plus £142 for the required new lower fairings) and really
make it a party? Ducati claim the officially-sanctioned,
Akrapovic full system (included on the 1500 limited edition
Speciale model) adds a claimed extra 12bhp and
shaves off 7kg low on the bike.
I tried a V4 S fitted with the system (plus
some Pirelli SC1 slicks, Ducati Performance
machined alloy trinketry, and a grippier seat)
for a session, and while it’s not a whole new
bike, it’s even more of a bike. It’s even more
agile and raises corner speed further beyond
belief. But the main benefit is the improvement
in response – it’s faster, and sharper, but also
smoother with the changes to mapping.
Not only is the fuelling/ignition optimised, but also the
rider aids. Without Euro 4 to contend with, the bike is at its
best – even the quickshifter works better without the back
pressure and need to protect the catalyst. I wouldn’t say it’s
a must-have – the bike is stunning enough anyway. But if
you fancy it, it makes the current peak of sportsbike
engineering even higher.ON THE PIPE
On track, it’s peerless, and
probably on road, too‘It’s the most
significant new
Ducati sportsbike
since the 1970s.
Class-redefining...’such a personal change wasn’t
possible), or rearsets with reach-
adjustable toepegs. I also noted my
desire to switch to race shift isn’t
possible with standard parts either. But
that’s it: it’s hard to pick dynamic fault
with a bike developed to the point
where Ducati’s development rider,
Alessandro Valia, was lapping within a
few seconds of the MotoGP lap record.
Un-frigging-real.
Ducati didn’t offer us an opportunity
to ride it on the road, but I’m fairly
confident the new-found accessible,
confidence-inspiring qualities of the
whole package will lend itself to
normality as well as it did a MotoGP
circuit. The mirrors could be shit, and
it’s unlikely to tempt Goldwing owners,
but it should be a more natural road
bike. The only issue will be practising
self restraint...TURN PAGE 32
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