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Aerodynamics

• Ducati engineers concentrate in fact their hard work on the fairing, which now integrates more compact and thinner double-profile design wings with increased efficiency: this update guarantees the same vertical load, up to 81.5 lb at 186 mph. Furthermore, the lower part of the fairing features redesigned extraction sockets to improve the cooling system and, as a consequence, the performance of the engine, in particular during racetrack days.
• NEW DOUBLE-PROFILE-DESIGN WINGS: The Panigale V4 '22 feautures new the fairing, which now integrates more compact and thinner double-profile design wings with increased efficiency: this update guarantees the same vertical load, up to 81.5 lb at 186 mph
• COOLING SYSTEM: The lower part of the fairing features redesigned extraction sockets to improve the cooling system and, as a consequence, the performance of the engine, in particular during racetrack days.

Chassis

• Even the redefinition of the Panigale V4 2022 chassis brings numerous important innovations. Specific technical choices are the result of experiences honed in MotoGP and SBK and are aimed at improving on-track performance. The final target is very clear: better times, achieved with less effort and with greater consistency. The Desmosedici Stradale is a stressed element of the chassis and the admired aluminum Front Frame is directly connected to it. The chassis is completed by the lightweight magnesium front frame and the seat post made of shell cast aluminum, fixed at the top to the Front Frame and screwed below to the head of the rear bank.
• ÖHLINS PRESSURIZED FORK: The S version of the Panigale V4 adopts an Öhlins NPX 25/30 pressurised fork, which fits into the Öhlins Smart EC 2.0 event-based electronic control system. This latter currently represents the state-of-the-art for road sports bikes. It has an increased stroke of 5 mm with the respect to traditional forks (125 mm) and uses a pressurized system, with a 25 mm piston to manage the compression in the left leg and a 30 mm piston to manage the extension in the right leg. This layout is SBK-derived and minimizes the risk of oil cavitation during heavier use. The result? Better braking support and at the same time great absorption of road bumps. All this translates into a greater riding feeling, greater speed and increased ease in pushing to the limit.
• WHEELS AND TIRES: The Panigale V4 S is equipped with 3-spoke forged aluminum alloy wheels and fitted with Pirelli DIABLO ™ Supercorsa SP tires in 120/70 ZR17 front and 200/60 ZR 17 rear sizes
• BREMBO STYLEMA: The Panigale V4 '22 mounts Brembo Stylema® monobloc calipers at the front with four 30 mm diameter pistons each working on 330 mm diameter discs, ensuring exceptional braking power. At the rear we find a single 245 mm disc with 2-piston caliper.

Electronics

• The Panigale V4 features a latest-generation electronics package based on a 6-axis inertial platform which instantly detects the bike's roll, yaw and pitch angles. The electronic package includes controls that manage all the riding phases, whose operating parameters are connected by default to the 4 Riding Modes available (Race A, Race B, Sport, Street).All of the Panigale V4's functions are managed via a high resolution 5" full-TFT color display.
• ABS CORNERING EVO: Cornering ABS EVO can be set at three different levels to fully satisfy rider needs on road or racetrack, even under critical low-grip conditions. Level 3 is intended for road use or in circumstances where there is little grip, ensuring the safest, most stable braking. Levels 2 and 1, instead, prioritize braking power and are better suited to sports riding on high-grip surfaces and racetracks. Selecting Level 2 lets riders drift into corners safely and enjoy enhanced sports riding performance. Recommended for track sessions, ABS level 1 restricts ABS intervention to the front brake only, yet retains the Cornering function to allow super-hard braking up to and past the turn-in and recovery from any riding errors.
• DUCATI TRACTION CONTROL (DTC) EVO 3: The DTC EVO 3 is derived from the Ducati Corse experience and has a refined strategy that intervenes in the mid-corner throttle reopening phase to manage the Desmosedici Stradale's clearance recovery in a gentle way, modulating the torque delivered and avoiding the peak that can be to have game recovery completed so as to make acceleration out of corners even easier and more predictable. While exiting a bend, when you open the throttle, it can normally happen that at the end of the clearance recovery phase of the "drive line", there is an unwanted and unexpected slippage of the rear wheel due to the acceleration peak of the crankshaft , which disturbs the rider when he is dosing the reopening of the accelerator. The new software predictively adjusts the torque delivered, calibrating the angular acceleration of the crankshaft in order to make the clearance recovery phase fluid, this translates into a more neutral behavior when exiting corners with a better driving feeling for the pilot. The new strategy is active in all levels of the DTC indicated for dry track (levels 1 to 4) and in that for wet track with “rain” tires (level 7).
• DUCATI SLIDE CONTROL (DSC): This system assists riders by controlling the torque delivered by the Desmosedici Stradale engine according to slide angle. Its purpose is to improve-out-of-the-bend performance by preventing slide angles that would otherwise be difficult to handle The DSC relies on the inertial platform that provides the vehicle control unit with crucial information on bike dynamics (such as lean angle, acceleration and much more). Thanks to this data - and depending on the user-selected level - DSC extends the performance range of the bike for all riders, providing improved assistance under extreme riding conditions. DSC has two different settings: switching from level 1 to level 2 gives easier control of slide angles that would otherwise be hard to manage.
• DUCATI WHEELIE CONTROL (DWC) EVO: The Panigale V4 is also equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO). Using the data feed from the inertial platform, this system keeps wheelies under control while maximizing acceleration easily and safely. DWC EVO provides more accurate wheelie readings; it thus exerts more precise control to ensure the bike responds faster to rider input.
• DUCATI POWER LAUNCH (DPL): This 3-level system ensures lightning-fast starts, letting the rider focus on releasing the clutch. Once set, all the rider has to do is engage first gear and open the throttle. During the initial moving-off stage, as the rider modulates clutch release, DPL stabilizes the Desmosedici Stradale engine at optimal revs according to the selected level. In the second stage, when the clutch has been fully released, DPL controls torque delivery to maximize acceleration on the basis of the selected level. DPL makes use of DWC functions and always keeps DTC active so as to ensure complete safety at all times. Automatic system disengagement occurs above the end-of-start speed, or once third gear is selected. To protect the clutch, a specially developed algorithm allows only a limited number of consecutive starts. The number of available starts is reset when the bike is ridden routinely. The DPL has three different settings and is activated by pressing the specific key on the right-hand switchgear. Level 1 favors high-performance starts, level 3 is safer and more stable. able”.
• DUCATI QUICK SHIFT UP/DOWN (DQS) EVO 2: DQS EVO 2 with up/down function, developed for the Panigale V4, uses lean angle data to maximize bike stability when shifting gears through the bends. In addition to minimizing shift times, DQS EVO 2 allows clutchless down-shifts, making hard braking more effective than ever.
• ENGINE BRAKE CONTROL (EBC) EVO: The EBC (Engine Brake Control) system was developed to help riders optimize bike stability under extreme turn-in conditions; it does so by balancing the forces applied to the rear tire under severe Desmosedici Stradale engine braking conditions.
• DUCATI ELECTRONIC SUSPENSION (DES) EVO: Electronic suspension offers a choice between manual “Fixed” mode - which allows for “virtual-click” manual adjustment (32 clicks between fully open and fully closed for the suspension and 10 for the shock absorber) of compression, rebound and steering damping - and automatic “Dynamic” mode. When “Dynamic” mode is selected the system automatically adjusts - on the basis of information received from the inertial platform and other sensors - compression and rebound damping in response to riding style. The Öhlins Smart EC 2.0 system has the considerable advantage of letting riders customize the intensity of suspension response to individual ride events (braking, cornering, acceleration) and letting them modify the operating parameters of individual hardware components. This gives the rider access to next-level dynamic bike control, augmenting on-road safety and shortening track lap times.
• RIDING MODE RACE A: Race A riding mode in its default configuration was developed for experienced riders who want to exploit the full potential of the bike on the track. By selecting Race A, the rider can count on all the engine power with direct ride-by-wire response when the throttle is opened. Race A mode provides for an electronics setting aimed at achieving maximum performance on tracks with consistent asphalt and high grip, without decreasing the level of safety, with the ABS intervening only on the front wheel to offer maximum braking performance, but with the Cornering feature always active. The DES system adjustments, on the “S” version, are set up with a high contribution of dynamic control in the acceleration and braking phases to ensure stability and precision even in the most forced maneuvers.
• RIDING MODE RACE B: By selecting the Riding Mode Race B the rider can count on all the engine power but with reduced torque delivery in 1st, 2nd and 3rd gear compared to Race A, in order to make the bike more manageable during long sessions on the track, on circuits with characteristics that favour cornering rather than strong acceleration or characterized by irregular or low-grip surfaces. The electronic controls are set up in such a way as to allow even less experienced riders an effective and spectacular riding style. The DES system adjustments guarantee riding safety and high levels of grip even on bumpy or slippery conditions.
• RIDING MODE SPORT: Selecting Sport gives the rider 210 hp, with direct sport-style Ride by Wire throttle response and, on the S version, a sport style suspension set-up. Electronic control settings allow even less experienced riders to enjoy effective, spectacular handling. In Sport mode, for example, the Slide by Brake function is engaged, allowing riders to drift into corners safely. Rear wheel lift detection during braking is on and the ABS Cornering function is set to maximize cornering performance.
• RIDING MODE STREET: On the Panigale V4 S version it features a suspension set-up that is well suited to bumpy or pitted roads. Electronic control settings ensure grip and stability to maximize safety.

Engine

• The heart of the bike is represented by 1,103 cc Desmosedici Stradale MotoGP-derived, which has undergone a series of updates. The Desmosedici Stradale completes a further evolution for 2022 thanks to the introduction of some dedicated technical elements that allow superior performance on track and an instant throttle response. The Desmosedici Stradale - delivers 210 hp at 12,500 rpm. The engine also delivers a torque of 90.6 lb-ft @ 11,000 rpm, and already from 6,000 rpm it provides 80% of the maximum torque available.
• SBK GEAR: The new gearbox provides for a lengthening of the ratio for the first, second and sixth gears. This new SBK gear ratio is therefore more “racing-oriented”, more suitable for use on track. The first gear has been lengthened by 11.6%, while the second by 5.6%. Thanks to this new gearbox, it is now easier to tackle the tightest corners in first gear, enjoying greater engine braking and better acceleration out of corners. Furthermore, the smaller jump in speed between the first two ratios allows the DQS, equipped with new calibration, to work more effectively, offering better performance. Lastly, sixth gear has been lengthened by 1.8%
• NEW POWER MODES STRATEGY: A new Power Modes logic has been implemented on the Panigale V4 2023 which provides for 4 engine configurations: Full, High, Medium, Low. The Full and Low configurations are newly designed while the High and Medium configurations use a new strategy.
• POWER MODE FULL: Power Mode Full is the sportiest ever adopted by a Panigale V4 and allows the engine to express its full potential with torque curves without electronic filters, except for first gear. A new Ride by Wire map management system has been developed for the High and Medium Power Modes; now dedicated to each of the six gears, which guarantees the rider the possibility of always having the optimal thrust when opening the throttle. The Power Mode Low, on the other hand, has been conceived to make road riding even more enjoyable, limiting the maximum power of the bike to 150 hp and offering a particularly manageable throttle response.
• POWER MODE HIGH & MEDIUM: A new Ride by Wire map management system has been developed for the High and Medium Power Modes; now dedicated to each of the six gears, which guarantees the rider the possibility of always having the optimal thrust when opening the throttle.
• POWER MODE LOW: The Power Mode Low has been conceived to make road riding even more enjoyable, limiting the maximum power of the bike to 150 hp and offering a particularly manageable throttle response.
• V4 90° LAYOUT: The engine can deliver 210 hp at 12,500 rpm and a torque of 90.6 lb-ft at 11,000 rpm, making for awesome road riding.
• DESMO: Blending tradition and the future - The new engine is designed around the Desmodromic system, a characteristic that helps make Ducati the fastest prototypes of the top racing class in motorcycle racing. With this high-rotation engine the "Desmo" achieves its maximum technical value, reaching levels of sophistication, compactness and lightness never seen before on a Ducati.
• COUNTER-ROTATING CRANKSHAFT: On street bikes the crankshaft rotates in the same direction as the wheels. In contrast, in MotoGP the counter-rotating crankshaft that rotates in the opposite direction is commonly used. The Desmosedici Stradale has borrowed this technical solution to compensate for part of the gyroscopic effect produced by the wheels, making the bike more agile and precise when changing directions. The counter-rotating crankshaft also generates a torque due to inertia that tends to lower the front end during acceleration, and the rear end when braking, thus reducing the wheelie phenomenon.
• "TWIN PULSE" FIRING ORDER: Combined with the V engine layout, this particular shaft geometry allows for a special 'Twin Pulse' ignition sequence. The distinctiveness lies in the fact that the two left-hand cylinders fire closely together, as do the two right-hand ones. On the timing chart, the ignition points are, then, at 0°, 90°, 290° and 380°. This particular firing order makes the V4 sound just like the MotoGP Desmosedici.

Ergonomics

• Ergonomics has been a core focus of in-depth development with the aim of improving the control of the bike during track sessions and to allow the rider to get the most ot of the Panigale V4’s performance, both on a single lap and heavy use on the track. The main changes involve the seat and the tank, which have been redesigned.
• TANK: The fuel tank has a new shape that gives it more capacity (+1 liter) and offers a completely different fit area compared to the 2021 version, allowing riders of all sizes to better anchor under braking and to ride faster and longer. Thanks to the new tank shape, the rider is also better integrated into the bike and results therefore more comfortable in the best aerodynamic position. In addition, the contact area of the arms during hanging off phase is also improved.
• SADDLE: The saddle has now a flatter shape and an improved coating, which grants easier movement of the rider’s body and reduces the rider's tendency to move forward when braking.

Features

• AERODYNAMIC: Even more beautiful with new, more compact and efficient double-profile-design wings and redesigned extraction sockets to improve the cooling system.
• ENGINE: New SBK gearbox with lengthened I, II and VI gear to be faster on track. New torque management strategy that guarantees the rider the possibility of always having the optimal thrust when opening the throttle.
• CHASSIS: Equipped with the new Öhlins NPX 25/30 electronically controlled pressurized fork that uses a pressurized cartridge damping system with a 125 mm travel.
• ERGONOMICS: The seat and tank have been redesigned to maximize the rider's performance and minimize the physical effort required for track riding
• ELECTRONIC CONTROLS: New Power Mode logic with 4 engine configurations to satisfy all types of riders, from professionals to amateurs tackling their first track days.
• TFT EQUIPMENT: SBK-style gear shift indicator. New graphics designed for the track to help the rider fine-tune the electronic controls.
• REDESIGNED LOOK: Even the look of the bike has been revamped, with a further dose of aggressive flavor. The unprecedented graphic design conceived by the Ducati Centro Stile includes the black color for the logos applied to the full red fairings, the double fabric saddle (two-tone on the S version) and, again for the S version, the red tag on the black rims.
• EVEN MORE PERFORMANCE: The latest improvements have been confirmed though a special testing on the Vallelunga racing track, in Italy. The Panigale V4 S 2021 and the 2022 version both equipped with Pirelli SC1 tires gained center-stage, ridden by two testers joined by the pro-rider Michele Pirro. At the end of the day, it turned out that the first tester improved his best lap on the new Panigale V4 S 2022 by 0.9 seconds, the second by 1.2 second, while Michele Pirro was faster by half a second, lapping just three seconds from his best time in Race 1 at Vallelunga, on the occasion of this year’s Italian Superbike ​​Championship, where, however, he raced counting on the most performing SCX compound.