2020 Ducati Panigale V4 S Review First Ride

In the superbike category, Ducati builds some of the most exhilarating liter-plus-sized sportbikes. And only two years after the introduction of the devilishly capable Panigale V4 platform, it receives a series of hardware and software updates based off the $39,995 Panigale V4 R homologation racing special. Added control is the name of the game with the 2020 Panigale V4 S ($28,395) wearing wider and more aerodynamically effective body panels with downforce-generating winglets. There’s also an optimized chassis, refined engine, and traction control maps. But are these improvements enough to tame this Pirelli tire-smearing beast?

Ducati wished to show off the Pangiale’s increased handling prowess by hosting its official press introduction at the Bahrain International Circuit. Located in the middle of the Persian Gulf, this 3.3-mile F1 course is all about ultra-fast top-gear straightaways and fork-collapsing braking zones. This arid region gets less than 3 inches of rain per year—as luck would have it, half of that fell during our test day.

It didn’t matter though, as Ducati wisely imported stacks of Pirelli’s Diablo Rain competition tire which it shoed in lieu of the OE-fitted Diablo Supercorsa V3. Ducati superbikes are always good at making splashes.

Hop into the cockpit, and its wider stance is immediately noticeable. The front end punches a larger hole through the air and does a superior job of shielding the rider from drag. A taller windscreen complements the stretched body panels and makes it accommodating for nearly any sized person, including this 6-foot-tall rider. Shark-like gills flow more exhaust air, reducing water and oil temperature by 6 and 16 percent, respectively.

The seat uses a suede-like material that not only looks premium, with its embossed “V4” logo, but provides extra grip. This along with the knurled aluminum footpegs and widely spaced clip-ons, with thicker and more sticky handgrips (S model), equate to a desirable platform to conduct business. These refined ergos help the rider remain in proper position during elevated braking and acceleration G-loads.

All V4s inherit the R-model’s downforce-generating winglets (plastic instead of carbon fiber) that produce 57.3 pounds of load at 155.3 mph. This helps mitigate front wheel lift at speed by pressing down on the front tire. Even with rain tires, we noticed the bike’s reduced propensity to “float” (condition when the front end gets light at triple-digit speeds). However, due to the deluged surface, we were hard-pressed to notice any handling benefit while tiptoeing through turns.

Despite its wider stance, the 436-pound (claimed fully fueled curb weight) Panigale V4 S, remains agile in motion with pleasant handling manners. Steering is neither too sharp, nor too relaxed making the Panigale easy to get a feel for if you’re coming off other modern sportbikes.

Although vastly more friendly to ride compared to the outgoing L-twin-powered Panigale 1299, the original V4 S chassis remains more hyper than other liter-and-above-sized superbikes.

Ducati attempts to remedy this by milling out sections of the twin-spar front frame to reduce stiffness during high-speed braking and corner-entry maneuvers. The center of gravity has also been tweaked with the front suspension lifted 0.16 inch and an 0.08-inch-longer shock body operating through a 0.2-inch-shorter linkage. Overall the 2020 V4 is 0.2 inch taller. The calibration of the suspension was also tweaked with a reduction in spring rate with added spring preload.

S model Panigales ($6,400 upcharge) are outfitted with semi-active dynamic suspension from Öhlins. The Swedish-made suspenders replace the base model’s manual Showa/Sachs pieces, and automatically adjust damping based on road conditions and rider input, in real time. Damping settings are linked to the Street, Sport, and Race global settings.

Furthermore, the rider can tailor damping in event-based scenarios, i.e., Brake Support, Mid Corner, and Acceleration settings. Suspension damping can also be fixed, if desired.

Lighter forged alloy wheels and sport-style handgrips are also exclusive to the S model.

A 5-inch color TFT display keeps tabs on machine vitals. Settings are manipulated via handlebar-mounted switch gear. Menu navigation is logical, however, we wish the display offered touchscreen functionality. It could also be larger with more crisp fonts; it feels less sharp and robust compared to its pesky German nemesis.

Electronic improvements include updated ride by wire, as well as traction and quickshifter maps. This was designed to help smooth the V4’s hard-hitting powerband as well as boost traction control response when excessive wheelspin is detected. The electronic quickshifter is more responsive, reducing the split-second lag time, raising stability, especially when downshifting at lean.

Like before, engine-brake, wheelie, slide, and ABS control can be adjusted via a few swipes of a button. We spent the day in ABS Level 2 (front and rear ABS enabled) and were pleased with the way the system performed. To be fair, we never felt the ABS—a good thing—which demonstrates how much harder we could have manipulated the brakes, even in slick conditions.

We ran DTC 7 (level 8 is the highest, 1 is the lowest). Even in this higher mode, we were surprised with how natural the electronics felt—applying power reduction smoothly without any traditional power stall. It was difficult to ascertain when the system was intervening unless you were looking for the TC flicker on the dash. It functions that seamlessly.

Although Ducati claims its 1,103cc Desmosedici Stradale V4 is good for 214 hp, when we dyno tested the 2019 model it only produced 186.01 hp. Still, that’s near the top of the superbike food chain. The engine feels punchy at any rpm and we appreciate its appetite for revs. But things really get moving above 10,000 revs when the twin-pulse engine surges delivering an exhilarating rush of power all the way to its 14,500-rpm redline. The manic roar of the engine and the vibration through the controls adds to the experience. There are a lot of fast bikes out there, but few are as exhilarating to ride than this red Ducati.

For those seeking more power, Ducati offers an accessory titanium race exhaust system that Ducati claims is good for an additional 12 hp, while shedding a whopping 13.2 pounds.

During one session, we rode a bike outfitted with these pipes and were surprised by how much faster it felt, with the bike’s front wheel pawing to the sky out of slower turns, even in the rain. The six-speed gearbox with a slipper clutch helps mitigate rear wheel instability when downshifting in too low of a gear for vehicle speed.

Due to the slick conditions, we spent the day in the Medium power mode setting. This still gives access to full engine power, only in a smoother and more linear powerband. This maximized grip on slippery roads and makes the engine easier to manage in more delicate traction-limited surfaces.

Added control for professional racers and amateur riders alike was the mission statement for Ducati’s 2020 Panigale V4. And although we didn’t get a chance to taste its improved handling prowess on dry pavement, this wet ride helped us better understand the electronic improvements.

Smoother power delivery and a traction control setup that responds more accurately to slip is what makes the 2020 Panigale V4 S so friendly. We also appreciate its improved ergonomics package, not to mention how much meaner it looks, with a tapered wide-body stance. Regardless of skill, Ducati’s 2020 Panigale V4 S lets you get the most out of its lofty levels of superbike performance and makes everyone feel like a pro.