2022 Ducati Panigale V4 SP2 First Ride

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More carbon, top-shelf semi-active Öhlins suspension, and lots of black paint: The 2022 Ducati V4 SP2 increases Ducati’s flagship performance. (Ducati/)

Just 12 months after the launch of the Panigale V4 SP, Ducati has introduced an updated SP2 version of the Bologna factory’s exotic track-focused superbike.

This new SP2 gets a 1.5 hp boost, for a maximum of 215.5 hp at 13,000 rpm and max torque of 91.2 lb.-ft. at 9,500 rpm—in Europe, the US models produce 210 hp at a 500 rpm lower peak and 90.6 lb.-ft. at 11,000 rpm. It has four riding modes, Street, Sport, Race A, and Race B. There’s a fabulous-sounding STM-EVO dry slipper clutch, a lighter 520 chain, and an optional titanium Akrapovič system that takes the power up to 228 hp while trimming 11 pounds of mass. Suspension, too, is aligned with that found on the new V4 S, meaning an Öhlins Smart EC 2.0 electronic control system with Öhlins NPX 25/30 forks replaces the NIX 30 units and a TTX 36 shock at the rear.

A 2022 Ducati Panigale V4 SP2 will cost you a minimum of $39,500—if you can find one. (Ducati/)

Primarily, though, the SP2 is a glorious exercise in mass-micromanagement. At 381.4 pounds dry, it weighs the same as the original SP and is just 2.2 pounds lighter than the V4 S. But the ounces are shaved from critical areas, such as with the carbon wheels. The mission is to make a Ducati V4 even easier to ride blisteringly fast on track. To that end, there’s more carbon fiber; the front mudguard, for example, which alongside carbon rims, further reduces unsprung mass compared to the V4 S (3 pounds lighter, the same as the older SP).

Each SP2 is numbered on the top triple clamp. (Ducati/)

There are other details, like the revised tank and the riding position adopted by the V4 S this year. The aero winglets have been redesigned for less drag compared to the older SP1. And there’s that striking Winter Test livery to help the SP stand out from a crowd of red V4s. Essentially, Duc has taken the new Panigale V4 S, added the SP trinkets and the carbon and the other stuff mentioned, and then tossed in adjustable pegs, upgraded Stylema R brakes, and a GPS-based Ducati Data Analyzer, and dressed it in this stunning livery.

Cycle World got to ride the new SP2 alongside a standard V4 S at the Misano MotoGP racetrack.

First Taste

The undamped noise of that dry clutch reverberating off the garages at Misano is about as evocative as things get. Not many bikes can excite at tick over, but the SP2 most certainly does; that sound at a racetrack makes the whole thing feel full factory.

Carbon fiber wheels shed 3.1 pounds from the SP2. (Ducati/)

Ducati has always made its SPs truly special. From the 851 to the V4 Panigale, they’ve been the poster bikes for each generation of Ducati superbike. It’s no wonder this new V4 SP2 makes the heart beat faster. Clutch in, slightly heavier than standard; down on the shifter, which can easily be transferred to race shift; feet back on the special Rizoma aluminum multiadjustable footpegs complete with carbon heel guards. Clutch out and the SP2 is away, heading down the pit lane on preheated Pirelli slicks.

Immediately the machine stretches its legs down the back straight. Even when not up to speed, upshifting at around 12,000 rpm, well before the redline, it’s still arm-ripping quick. It takes a while to recalibrate to riding any Panigale V4, let alone an SP.

Power delivery is identical to the standard model; Race B mode, which restricts torque in the lower gears, seems about right for a 97-degree day at Misano. Race A and full power is a little too aggressive, especially in such heat. Supersharp track specialists might disagree and want even more power; this can be achieved by fitting the Akrapovič exhaust system. But even the standard power output will make running most circuits feel like flying a jet fighter around a supermarket parking lot.

Race Mode B’s power delivery is more manageable for those who aren’t sharp as a tack. (Ducati/)

Our test was conducted on a Pirelli trackday, right after the WSBK round. The pro group is mainly 1,000cc racebikes with dedicated gearing, yet the Panigale SP2 has no problems keeping up, on occasion pulling out of the slipstream and cruising past. The bike never seems stressed; an exhausted rider can just lazily square off the corner, get back on that immense power, and breeze past slower traffic without having to push hard in the corners.

But dance on the smooth, clutchless quickshifter, get the revs singing, and the SP2 really delivers. Now with less unsprung and rotational mass  thanks to those lighter carbon wheels, the SP2 accelerates even faster, so much so that Ducati has been forced to recalibrate its excellent electronic rider aids. Straight-line speed isn’t a massive jump over the standard V4 S, as it is when comparing the Streetfighter SP to the standard bike, but is noticeable when riding both bikes back to back. Some may have expected more power from the SP2, but unless you are Álvaro Bautista, it’s simply not needed.

On paper, the separation between the SP2 and the standard V4 S isn’t as significant as the difference between the Streetfighter SP and Streetfighter S, which on track proved to be around two seconds. In back-to-back private testing, Ducati claims test rider Alessandro Valia was one second faster on the SP2. As both the V4 S and the SP2 use the same engine, the difference in lap times is purely down to handling.

The SP2 model is quicker around a circuit thanks to better handling. (Ducati/)

To be fair, it is hard to criticize the standard V4 S. Ducati’s recent improvements have been significant. Yet the changes to the SP2 put this Panigale on another level. The speed at which it turns, especially during fast direction changes, and the accuracy of its line take this motorcycle into its own class.

In the very fast and scary fourth- and fifth-gear turns toward the end of the lap the SP2 felt like it could carry more corner speed every time, pinging from apex curb to exit curb and back to apex curb with such precision it was no more than a few millimeters different each lap, despite doing over 150 mph.

The first, ultratechnical section of Misano is all about clipping false apexes, letting the bike drift wide, then pulling it back into the corner proper. Clean exits are crucial, and none more so than coming out of turn 6. Again, the SP2 felt easier to manage than the V4 S, flowing and running over the curb on the exit with confidence. The V4 S isn’t hard work, far from it, but after a 20-minute session of chasing racebikes in scorching Italian heat, I felt I had had more in reserve on the SP2; I could lap at around the same speed with less effort. Again, much of the credit must go to those lighter wheels, which save some 3.1 pounds in rotating mass over the V4 S’ forged items.

The Panigale V4 SP2 is just easier to manage, resulting in better lap times with less effort. (Ducati/)

The revised riding position also gets some credit, situating the rider more “in” the bike and more behind the fuel tank rather than over the fuel cap. The fuel tank itself is wider, offering the rider better support, which in turn should make the rider feel more relaxed. It’s also worth mentioning the adjustable pegs, which can be set higher than standard, allowing tired riders to keep their toes free of the track surface with minimal motion. Grip and feel of the pegs are also improved over standard, allowing riders to push through them with confidence as boot toes feel like they’re clipped in, bicycle style.

Ultimate Track Weapon?

Ducati calls the SP2 the Ultimate Racetrack Machine, but some of the changes to the SP2 over standard will benefit road users; for sure some will be ridden on the road, simply because their owners want them to be seen, and why not?  The electronic suspension and rider aids can be tweaked for road riding and softened accordingly, and the adjustable Rizoma pegs can be reset for a roomier riding position. The dry clutch is heavier than standard, but it’s only needed when stopping or getting going, as the clutchless quickshifter changes are effortless. That said, the SP2 comes with a box full of goodies which can’t be used for the road. Mirror and number plate blanks are there to create a neat finish when at the track; buyers also get that open clutch cover as fitted to our testbike, which isn’t Euro 5 but sounds fantastic.

Like the older SP, the SP2 uses Brembo Stylema R four-piston radial front brake calipers and 330mm discs and is supported by Bosch cornering ABS Evo. At the rear there’s a 245mm disc with a two-pot caliper, again with cornering ABS.

It may not seem there would be that much difference between the Stylema Rs and the V4 S’s Stylema items, which are incredibly strong. But braking differences are noticeable, though this might in part be down to, yes, the SP’s lighter carbon wheels, once again; it’s hard to overstate the benefits of reducing rotational mass.

Similarly, it’s hard to get the human brain to understand how well this bike works on the brakes; despite riding plenty of laps on the SP2, we found ourselves consistently braking too early. The standard V4 S stoppers are not inconsistent, but the R stoppers felt identical each lap, the pressure and stopping power required was precisely the same from lap one through lap 15, despite the blistering heat and punishment. There is a lovely feel and one-to-one connection with the stoppers; the remote span adjuster was easy to reset even while trundling out of pit lane, a nice touch. Even on track at speed the lever can be adjusted with the left hand while staying on the throttle with the right. And of course, the brakes are backed up by superb electronics.

Overall, the electronics suite is the same as that on the V4 and V4 S, but recalibrated to compensate for a bike that will accelerate and decelerate harder. The package includes Bosch Cornering ABS Evo, Ducati Traction Control (DTC) Evo 3, Ducati Wheelie Control (DWC) Evo, Ducati Slide Control (DSC), and Engine Brake Control (EBC) Evo, as well as Ducati Power Launch (DPL) and Ducati Quick Shift (DPS) up-and-down Evo 2.

The SP2 also comes equipped with a GPS-based Ducati Data Analyzer+  module stored in the rear single seat. This module can track your lap times with accuracy and display each lap clearly using the Track Evo display, which is derived from the one used in MotoGP. Lap times appear at the same point each lap, and once back in the pits you can flick through the screen to compare your best, and least-best, lap times. Constantly chasing your lap times and using the rider aids to boost your performance turns the SP2 into an arcade game, albeit one that’s fast, expensive, and abundantly physical.

A dry clutch unit replaces the oil-bath unit on a standard Panigale V4. (Ducati/)

The electronics are, as ever, phenomenal. In Race B mode the anti-wheelie can be felt holding the bike back slightly, but every other rider aid just goes about its business in the background. Once the rider learns to trust the technology, to get on the power sooner and brake even later, it’s almost comical what the bike lets you get away with. Let the rider aids do all the work, and it’s like riding with a tiny WSBK pro on your shoulder telling you what to do. These electronics are simply some of the best on the market, and impossible to fault.

Verdict

In many ways, you don’t need an SP2; the standard V4 and V4 S are both excellent, produce the same power, and are already arguably leaders in the superbike class. But the SP2 is another step up; not a huge step, but the bike is certainly more track-focused than the standard bikes and able to lap quicker. The lighter carbon wheels, already present on the 2021 SP, make the largest difference: The bike is easier to ride at speed than the V4 S and turns faster and with more accuracy. The Stylema R brakes are a small improvement, as are the multiadjustable pegs. A remote brake span adjuster, milled levers, the GPS module; details start to add up. Ducati claims this is the Ultimate Racetrack Machine, and it is about right. There is likely no current standard road bike that will lap a track more quickly.

Ducati claims the SP2 is the ultimate track machine; after this first ride it’s hard to argue against. (Ducati/)

But aside from lap times, and the racetrack, many will simply be drawn to the jaw-dropping looks. The limited-edition SP2 is stunning in the metal, and that dry clutch sound is lovely. The now old SP Panigale sold out almost immediately. It’s easy to assume the same thing will happen with the hugely capable, hugely desirable SP2.

2022 Ducati Panigale V4 SP2 Specifications

MSRP:	$39,500
Engine:	Desmosedici Stradale 90-degree, liquid-cooled desmodromic V-4; 16-valve
Displacement:	1,103cc
Bore x Stroke:	81.0 x 53.5mm
Compression Ratio:	14.0:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	210 hp @ 12,500 rpm
Claimed Torque:	90.6 lb.-ft. @ 11,000 rpm
Fuel System:	Dual-stage fuel injection; ride-by-wire
Clutch:	Dry, multiplate slipper clutch; hydraulic actuation
Frame:	Aluminum front frame
Front Suspension:	43mm Öhlins NIX 25/30 semi-active fork; fully adjustable; 4.9 in. travel
Rear Suspension:	Öhlins TTX 36 semi-active shock; fully adjustable; 5.1 in. travel
Front Brake:	4-piston Brembo Stylema R calipers, dual 330mm discs w/ Cornering ABS Evo
Rear Brake:	2-piston caliper, 245mm disc w/ Cornering ABS Evo
Wheels, Front/Rear:	5-spoke carbon fiber; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	Pirelli Diablo Supercorsa SP; 120/70ZR-17 / 200/60ZR-17
Rake/Trail:	24.5°/3.9 in.
Wheelbase:	57.8 in.
Seat Height:	33.5 in.
Fuel Capacity:	4.5 gal.
Claimed Wet Weight:	429 in.
Contact:	ducati.com

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