Shaped by performance, every surface of the Panigale V4 SP is designed to manage aerodynamic flow and improve the bike’s effectiveness along the straight and, thanks to the Corner Sidepods, mid-turn.

The new V4 R-derived aerodynamic elements integrate into the shapes of the fairing with continuity and precision, strengthening the connection between form and function. The result is an even more effective and sporty Panigale V4 SP that retains its racing identity with very clean lines.

The Panigale V4 SP intake duct is redesigned and echoes that of the 2027 Panigale V4, already introduced on the Panigale V4 R. The lower edge of the air duct has been extended outwards by 70mm (2.7 inches), a modification designed to draw in a greater volume of air at high speeds. This improvement translates into a measurable increase in air pressure at the intake filter.

The Panigale V4 SP takes up some of the components of the V4 R, starting with the aerodynamics package, which includes double-profile wings with greater downforce than those of the Panigale V4 S. The Corner Sidepods, too, are an aerodynamic device lifted from the V4 R, conceived to operate near the ground when the bike is cornering. The ground effect is exploited to generate an aerodynamic force system that allows for higher speed through the corner, and lower lap times.

The ideal choice for an amateur rider, the Panigale V4 SP wheels are in carbon fiber with a five split-spoke design and are suitable for a two-up configuration. 

Heightening the seductive, racing character of the Panigale V4 SP is the exposed brushed aluminum fuel tank that adds appeal and authenticity, and contrasts with the all-black Winter Test livery.

The Panigale V4 SP stands out for its minimalist livery, known as “Winter Test”, inspired by the Ducati Corse bikes used in the MotoGP and SBK Championships pre-season tests. The all-black look created by the matte fairings and carbon wheels contrasts with the shine of the brushed aluminium fuel tank, while bright red details and the seat recall the red of Borgo Panigale sports bikes. The race look can be further accentuated with the number plate and rearview mirror removal kit and the billet aluminum fuel cap, available as optional accessories.

The 1103 cc Desmosedici Stradale brings solutions deriving directly from Ducati’s experience in MotoGP to the Panigale V4 SP. The 90° V4 architecture, Desmodromic valve system, counter-rotating crankshaft and Twin Pulse firing order all contribute to defining the engine’s unique character.

For this evolution, the intake and exhaust systems are optimised to increase the power by 2 hp at high revs. The rev limit is raised to 15,000 rpm in second through fifth gears, as was already the case in sixth, allowing the rider to make use of the power curve for longer. In combination with the longer final drive, the Desmosedici Stradale reduces the number of gear changes through more technical sections of the circuit, turning the performance gain into a tangible advantage on track.

The Desmodromic system is one of the distinctive elements of the Desmosedici Stradale. Unlike a traditional spring-valve system, it directly controls valve opening and closing, guaranteeing maximum precision also at high engine speeds.

A solution that allows the Ducati V4 to exploit high-performance cam profiles, contributing to the performance of the engine and its ability to express all the available power beyond 14,000 rpm.

As on the MotoGP prototypes, the crankshaft is counter rotating or rather rotated in the opposite direction to the wheels to counteract the gyroscopic effect and ensure handling and agility in the changes of direction, as well as reduce the tendency to wheelie under acceleration and braking. 

The Desmosedici Stradale engine is equipped with the STM EVO-SBK dry clutch that, with respect to the wet clutch of the Panigale V4 S, guarantees a more efficient anti-hop function and smoother throttle-off transitions on track, while the level of “mechanical” engine braking can be tailored by selecting a different secondary spring from those available in the Ducati Performance catalogue. The dry clutch allows for the use of Ducati Corse Performance oil, which can increase power by up to 3.5 hp.

Note: The actual power output and overall torque may vary depending on manufacturing tolerances, ambient conditions, fuel quality, the state of maintenance, running-in conditions and the measurement method used. Consequently, results obtained using different testing equipment, including chassis dynamometers (rolling-road dynamometers), may not be directly comparable with the data presented here.

As on the race bikes, the Panigale V4 SP adopts a racing gearshift pattern, with neutral positioned below first instead of between first and second. This configuration ensures smoother, more consistent shifts from first to second gear at full throttle and prevents unintended selection of neutral when downshifting from second to first, particularly when entering corners taken in first gear.

The Panigale V4 SP gearbox is equipped with the Ducati Neutral Lock (DNL), a mechanical device the blocks the selection of neutral while riding. To engage it, the rider must do exactly as MotoGP and Superbike riders do, activating a lever positioned on the right handlebar.

The engine drives the rear wheel via a DID ERV7 chain, paired with a dedicated front sprocket and rear sprocket. This is the top-of-the-range racing chain, used by factory teams around the world and 0.140 kg lighter than the chain on the V4 S.

The 70° offset between the crankpins combined with the 90° V-layout of the engine generates a firing order that Ducati calls “Twin Pulse”, because it is as if the engine were reproducing the firing sequence of a twin. 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 at 0°, 90°, 290° and 380°. This particular firing order makes the V4 sound very similar to the Desmosedici MotoGP.

The Desmosedici Stradale’s intake and exhaust systems and lubrication circuit are developed to increase engine performance at high revs. The new high-flow air filter, the reduction in exhaust back pressure and the recalibration of the oil circuit all contribute to increasing the maximum power to 209 hp.

The rev limit raised to 15,000 rpm in second through fifth gears, as was already the case in sixth, together with the taller final-drive ratio, allows riders to make the most of the Desmosedici Stradale’s torque curve, improving track performance and reducing the need for gear changes through the more technical sections.

Directly derived from the Panigale V4 R, the new Akrapovič PRO full racing exhaust is now available for the Panigale V4 SP. Thanks to this Akrapovič racing system, maximum power grows by 11 hp, torque increases by 7 Nm (with respect to the homologated values) and the weight drops by 6.6 kg. The Akrapovič PRO exhaust comes with DAVC Race Pro software that optimises performance with the racing exhaust and slick/rain tyres.

Note: The actual power output and overall torque may vary depending on manufacturing tolerances, ambient conditions, fuel quality, the state of maintenance, running-in conditions and the measurement method used. Consequently, results obtained using different testing equipment, including chassis dynamometers (rolling-road dynamometers), may not be directly comparable with the data presented here.

Light, sophisticated and functional, the Ducati Hollow Symmetrical Swingarm contributes to the dynamic behaviour of the Panigale V4 SP by improving grip, precision and stability in acceleration. A solution designed to offer the rider an even more direct connection with the bike and greater control during the most challenging riding phases on track. The new black finish emphasises the bike’s technical, racing character.

The carbon fiber wheels with five split-spoke design bring a weight saving of 0.95 kg (-0.25 kg at the front; -0.70 kg at the rear) with respect to the forged wheels of the Panigale V4 S, with a significant lowering of the moment of inertia: -12% at the front and -19% at the rear, reducing riding effort and increasing agility in the changes of direction and when tightening the line. 

The adjustable billet aluminum footpegs allow the rider to find the position that best suits their build and riding style. With respect to the standard version, they offer three different adjustments, perfectly adapting to the rider’s position, build and foot shape. They come complete with carbon fibre heel guards and are designed to allow quick conversion to the reverse-shift pattern.

Like the Panigale V4 S, the Panigale V4 SP is also equipped with Öhlins NPX 25/30 (SV) S-EC 3.0 pressurised fork and Öhlins TTX36 (SV) S-EC 3.0 shock absorber, both electronically controlled. The V4 SP rear shock features an Öhlins hydraulic preload adjuster, for quick and easy preload adjustment.

The rear suspension linkage on the new Panigale V4 SP features an adjustable link rod, replacing the fixed-length component fitted to the V4 S. This solution allows the rear ride height to be adjusted independently of spring preload, enabling more precise suspension set-up.

The link rod, which is also used on the Panigale V4 R, is made of steel, runs on bearings and features a design derived from the component used in Superbike racing. It allows linear adjustment of ±5 mm.

The rear shock absorber on the Panigale V4 SP has long featured a layout inspired by the DesmosediciGP. The new design now adopts a single-link arrangement as well, allowing the shock absorber to be shorter and reducing overall weight by approximately 600 g. All the linkage joints run on bearings, replacing the plain bushings used on the previous model. This reduces friction and mechanical play, allowing the rear suspension to track surface irregularities more effectively and maximise mechanical grip.

Developed for the track, the ergonomics of the Panigale V4 SP ensure the right balance of control, freedom of movement and aerodynamic efficiency. A configuration that helps the rider to maintain precision and confidence under hard braking, when moving in the seat, and at maximum acceleration. 

Incredibly narrow, the tank is designed to improve the bike’s ergonomics and control, particularly under braking and when hanging off through the turn. The shape of the 17-litre brushed aluminum tank, with a section that extends beneath the seat like on the race bike, allows the rider to assume the correct aerodynamic position along the straight. Thanks to deep grooves and side buffers, it also allows the rider to be more efficient under braking, taking the load off the arms and reducing physical effort. The specially shaped upper side surfaces also help the rider maintain the hanging-off position through the corner. In the front section, the space not occupied by fuel is used to house part of the electronics, for better weight distribution.

On the Panigale V4 SP, as on the Panigale V4 S, the semi-handlebars can be positioned 10 mm higher with respect to the standard configuration, a solution inspired by today’s MotoGP bikes. This configuration increases the steering leverage, improves bike control during more demanding riding phases and reduces physical effort during hard braking. As it not possible to move the steering lock to the higher position, the adjustment is not homologated and is reserved for track use.

*Function not homologated for road use; reserved solely for track use.

The braking system is further developed with a Brembo radial master cylinder complete with MCS (Multiple Click System), which allows the rider to quickly and easily adjust the lever pivot-to-tip distance across three settings, tailoring their braking feel.

The brake lever distance adjustment system also comes with a “remote adjusting” device, that allows its position to be adjusted via a control located on the left-hand grip, just like on a race bike.

Additionally, the front discs can be cooled with carbon fibre air ducts, available as additional equipment and not homologated for road use, which ensure more efficient, consistent braking. Their design integrates perfectly with that of the bike, adding another aggressive detail, in perfect racing style.

The Panigale V4 SP electronics package, derived directly from the 2027 Panigale V4, further raises the bar thanks to a package of riding controls already seen on the Superleggera V4 Centenario. The electronic controls use the Ducati Vehicle Observer, an algorithm developed by Ducati Corse to enhance their effectiveness.

Thanks to the DVO, Ducati Traction Control (DTC) heightens control of rear wheel slip, working more precisely and continuously during the manoeuvre to limit any loss of grip and subsequent recovery. 

Ducati Wheelie Control (DWC) also benefits from the introduction of the DVO, allowing for more accurate identification of wheelies and more precise intervention that is almost predictive. 

Ducati Slide Control (DSC) supports the rider, controlling the amount of torque delivered depending on the slide angle. It operates thanks to the IMU and improves corner exit performance by preventing slide angles that would otherwise be difficult to manage. 

Ducati Power Launch (DPL) can guarantee lightning starts, allowing the rider to focus solely on releasing the clutch. DPL also benefits from the introduction of DVO, helping to increase repeatability and boost rider confidence in the system.

The Ducati Quick Shift (DQS) 2.0 represents a significant evolution with respect to traditional systems, swapping the traditional lever with microswitch for a direct mechanical lever.

The electronic strategy of the DQS is entrusted to the positioning sensor on the gear drum that identifies the gear engaged, giving the rider a more direct, consistent feel, with less of a ‘rubbery’ sensation and reduced lever travel, for a better overall riding experience. The DQS MY27 leverages the calibrations developed for the Panigale V4 R.

The Panigale V4 SP is equipped with Cornering ABS with combined braking strategies designed for both road and track. The road strategies, developed by Bosch, are the same as the previous generation and ensure greater safety and stability with respect to a traditional system. The track braking strategies, on the other hand, called Race Brake Control (RBC), were conceived by Ducati as it developed the Panigale V4R. These strategies allow a rider to emulate the riding techniques of professional riders. The Race Brake Control (RBC) strategies also exploit the contribution of the rear brake much more than on the Panigale V4 thanks to a precision method of calculation and greater pressure that can be applied at different lean angles. This, in turn, allows the rider to brake later, thanks to the system’s ability to decelerate the bike to the point just before rear-wheel lock-up in the final phase of corner entry, as only a professional rider can. 

The available modes are Track PRO and Track Expert. Both use the Post Run function that automatically maintains residual pressure on the rear brake after the front brake is released, simulating the technique of professional riders who use the rear brake to tighten the line. The two modes differ in the level of pressure they apply to the rear. 

The DEB (Dynamic Engine Brake) is the advanced new engine brake control system, the result of in-house Ducati development. It replaces the previous Engine Brake Control (EBC) and offers five levels of intervention (compared to the previous three) and even better performance thanks to the application of the DVO algorithm and a new strategy that combines management of the engine brake with that of the rear braking system.

The DVO allows the level of engine braking to be precisely calibrated, taking into account the estimated vertical load on the rear axle. The result is even more precise management of the forces acting on the tyre, making engine braking more progressive and predictable. 

At two of the five levels, the DEB automatically activates the rear brake, increasing the overall effect of the engine brake. The system continuously adapts the contribution of the rear brake and engine brake to the track conditions and to the load acting on the rear wheel.

From a dynamic standpoint, the DEB improves braking performance when leaned over as the front brake is released, while allowing the rider to tighten their line further on corner entry. It also ensures more consistent motorcycle behaviour, enhancing rider confidence.

The Panigale V4 SP dashboard, with 6.9” colour screen and 1280 x 480 resolution, sets new standards in terms of its readability, ease of use, and the amount of data it provides. The 8:3 aspect ratio increases the available data and insights and ensures excellent visibility even when tucked in behind the fairing. Thanks to the use of Optical Bonding technology, with graphics on a black background and glass protection, the aesthetic is impeccable and offers excellent visibility also during the day. The dash is controlled by an HMI that users two rocker controllers positioned on the left handlebar block. 

The Race GP Info mode, included in the DAVC Race Pro software (not homologated for road use) is specifically designed for track riding sessions. It is available by installing the DAVC Race Pro software, an autonomous accessory, which allows the rider to fully exploit the bike’s potential with the race exhaust and slick/rain tyres.

The Race GP mode presents a race layout (information relating to road homologation is removed); only information relevant to track use is displayed. Two quick-access menus can be activated via switches for the immediate management of various controls, while the white background maximises visibility. 

*Function not homologated for road use; reserved solely for track use.

The Grip Level Meter, available by installing the DAVC Race Pro software (for track use only) helps the rider to understand the grip level at any precise moment by providing a tyre grip estimate of low, medium or high.

*Function not homologated for road use; reserved solely for track use.

“Race: A” Riding Mode – The Race A Riding Mode offers the rider the full power of the engine (209 hp) with direct Ride by Wire response when opening the throttle (High Power Mode) and, in the S version, a very firm suspension setup (Active Track 1) for optimum performance. Race A mode provides a default low-intrusive electronics setting, designed for track riding, with Race eCBS at level 1.

“Race: B” Riding mode – The Race B Riding Mode retains the full power of the engine with High Power Mode and, in the S version, a different suspension setting (Active Track 2). The default electronics setting is low-intrusive and designed for track riding but with a less permissive DSC setting (2 instead of 1) and Race eCBS at level 3. 

“Sport” Riding Mode - The Sport Riding Mode is associated by default with the Medium Power Mode (maximum power of 209 hp and a more progressive Ride By Wire response) and, in the S version, a sports suspension setup (Active Dynamic 1). The electronic controls are set in such a way as to support the rider during sports riding on the road.

“Road” Riding Mode - The Road Riding Mode is recommended for road riding, especially on less-than-optimal surfaces. This mode provides the rider with 209 hp of power with a progressive response when opening the throttle (Medium Power Mode) and, in the S version, an Active Comfort suspension setup, particularly suited to absorbing the bumps.

“Wet” Riding Mode – The Wet Riding Mode is designed for riding on low-grip surfaces, or on wet surfaces. The RM limits maximum power to 160 hp with a particularly gentle throttle response (Low Power Mode) and, in the V4 S version, a softened suspension setup (Active Low Grip 1) to favour grip and safety.