Ducati Panigale V2 Bayliss First Ride Review

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Ducati’s Panigale V2 Bayliss was born for trackdays. (Jeff Allen/)

It seems like ages ago now, but there was a time when 750cc inline-fours and 1,000cc V-twins ruled Superbike racing. The apex of that era was the ‘90s and early 2000s, before World Superbike raised the limit on fours to 1,000cc and before Ducati started asking for incremental concessions to remain competitive. In the ‘90s Ducati won eight out of 10 championships; in the 2000s, five of 10.

In 2001, Australian Troy Bayliss rode his factory Ducati 996 R to his first of three World Superbike titles, all with Ducati. To commemorate the anniversary of that accomplishment, and also because it was a great excuse to make an über-cool version of the Panigale V2, Ducati decided to build the bike you see here: the Panigale V2 Bayliss 1st Championship 20th Anniversary Edition.

The man, the legend, Troy Bayliss won the World Superbike title for Ducati in 2001, 2006, and 2008. (Jeff Allen/)

Before getting into the specifics of the bike, it’s interesting to think about how Ducati has evolved in the past handful of years. It wasn’t very long ago that the company produced nothing but versions of the V-twins and had built since the 750 GT of the early ‘70s. But as Superbike racing evolved, it became clear that the 1,098cc Panigale R V-twins, last raced by the factory in 2017, had been pushed to their limits. Ducati had already invested substantially in the four-cylinder format through MotoGP competition, so it was only a matter of time before the four-cylinder Panigale V4, Multistrada V4, and soon-to-come Diavel V4 arrived.

Meanwhile, the market had evolved, as had the middleweight sportbike, so naturally Supersport racing matured alongside them. Today 999cc V-twins, 799cc inline-triples, and inline-fours ranging between 599cc and 749cc all play together. Rev limits keep performance in check. As it happens, Josh Herrin just won the MotoAmerica Supersport title on a Panigale V2.

We know it’s a mouthful, but here is the full name of this special edition. (Jeff Allen/)

As far as streetbikes and Ducati’s family tree are concerned, a steppingstone is needed in the Italian company’s line of sportbikes, something below the 180-plus-rear-wheel-horsepower Ducati Panigale V4 SP2 we recently tested. In the past, there has always been a lower rung in the form of the 748, 749, 848, 959, and so on. The primary difference now is that the bike filling that role in the hierarchy of superbike nirvana remains a twin, while the bigger superbikes are all now V4s. And having a twin in the lineup is only proper, because the V2′s ultra-refined twin-cylinder engine is an absolute gem, and it would be a shame to see it disappear into history.

Engine

The Superquadro is a liquid-cooled 955cc 90-degree twin with four valves per cylinder and desmodromic valve actuation. Bore and stroke measure 100 by 60.8mm, which is interesting because the standard 2003 to 2006 Ducati 999 had an identical bore with just a bit more stroke at 63.5mm and displaced an actual 998cc; the final Panigale 1299 had an insane 116mm bore. The V2′s compression ratio is 12.5:1, whereas the 999′s was 11.4:1. Speaking of which, it’s crazy to think that when we tested a 999 S back in 2003, it produced just 116.4 hp at 9,500 rpm and 70.1 lb.-ft. of torque at 8,580 rpm. Today this V2 cranks out 132.6 hp at 10,730 rpm, and 67.05 lb.-ft. of peak torque at 9,070 rpm; an impressive improvement, especially considering today’s much stricter emissions requirements and the V2′s smaller displacement. Power finds its way to the rear tire via a six-speed transmission managed by a wet clutch with slipper and assist functions and hydraulic actuation.

Tucked up inside the beautifully painted bodywork is a 955cc Superquadro twin. (Jeff Allen/)

Induction on the Superquadro is provided by a pair of throttle bodies with elliptical bores that are the equivalent of 62mm in diameter. Like the identical standard V2 engine, each has a pair of larger injectors, one above the throttle butterfly and one below, and got new inlet ducts for improved efficiency when the engine was updated from the 959 Panigale. The throttle bodies are controlled by full ride-by-wire operation that can control each independently. At the other end, a 2-into-1-into-2-into-1 exhaust system with a pair of catalytic converters gets rid of the burnt mixture through a stubby little silencer. Those with an extra $6,300 can add a full titanium racing exhaust, or perhaps simply just sign up for trackdays for life.

After passing through a labyrinth of stainless steel and a pair of catalytic converters, a beautiful sound emerges from the single silencer. (Jeff Allen/)

From a pure performance standpoint on the dragstrip, the result was a solid 10.78-second 136.1 mph quarter-mile pass, eerily similar to the 999 of 20 years ago and its 10.4-second/133.3 mph run. Our V2 Bayliss knocked off a 3.13-second zero-to-60 time and a 5.96-second zero-to-100 time, with roll-ons of 3.88 seconds for the 40-to-60 mph test and 3.57 for the 60-to-80 mph test. Once again, the 999 beat all of those acceleration times, likely due to shorter gearing on the old bike.

Electronics

Modern sportbikes are all about electronic engine management and rider aids designed to get the most out of the bike in the most efficient manner possible. Rider aids also give the rider a safety net that allows the bike to be ridden harder and faster with less risk of ejection into the stratosphere.

The dash on the V2 is like the helm of the ship; this is where all the decisions are made to tailor the bike to your liking. (Jeff Allen/)

Each of the three riding modes, Street, Sport, and Race, has a set of parameters that optimize the mode for certain conditions. Each includes presets for the engine’s power output, eight levels of DTC EVO 2 (Ducati Traction Control), four levels of DWC (Ducati Wheelie Control), three levels of EBC EVO (Engine Braking Control), and three levels of ABS Bosch Cornering EVO. All of these presets can also be overridden to fit rider preferences; it’s always possible to revert back to the defaults. Race riding mode gets full engine power with the most aggressive throttle response, and DTC, EBC, ABS, and DWC all set for minimal intervention. Sport is the same in terms of engine power and delivery, but uses more conservative intervention settings. Street, naturally, has even more cautious settings; it still delivers full power, but with a more progressive throttle response.

Menus are very well thought out and easy to navigate with a little practice. (Jeff Allen/)

In terms of ABS functionality, the most aggressive setting, No. 1, is not a default in any of the preset modes and must be selected intentionally by the rider as it eliminates the cornering-ABS functionality and allows rear-wheel lift; put plainly, stoppies. More importantly, it turns off the rear ABS altogether, allowing those skillful enough to back the rear end into corners.

Ducati’s EVO 2 traction control is a welcome hand-me-down from the Desmosedici GP18. It uses a six-axis IMU to measure the current lean angle and the amount of slip being registered, then predictively intervenes by controlling spark advance, injection, and throttle butterflies for the seamless power delivery based on your chosen settings.

The left control switches are for menu navigation; we found them intuitive. (Jeff Allen/)

A 4.3-inch full-color TFT display and easy-to-understand switches on the left handlebar make it quite easy to run through menus and customize selections. Naturally, it’s a good idea to take a quick read through the owner’s manual before doing so, but it’s all quite logical.

One last crucial note concerns the bike’s overall weight, which is lower than that of the standard V2. The Bayliss comes standard with a lightweight lithium battery, which helps contribute to a 6.5-pound weight savings. Our V2 Bayliss tipped the scales at 451 pounds with a full tank of fuel.

Chassis

The Bayliss, like the standard V2, has a cast aluminum monocoque frame and uses the engine as a stressed member. The steering head is set at 24 degrees with 3.9 inches of trail, and the wheelbase measures 56.6 inches.

Other than paint and graphics, what really separates the Bayliss from the standard V2 is the suspension. Up front is a fully adjustable Öhlins NIX 30 inverted fork with 43mm stanchions and 4.7 inches of travel. At the rear is an offset-mounted, fully adjustable Öhlins TTX 36 shock with 5.1 inches of rear-wheel travel. An Öhlins steering damper is part of the bike’s special equipment.

The Öhlins TTX 36 shock is actuated by a rocker link to the single-sided swingarm. (Jeff Allen/)

Out back is a beautiful aluminum single-sided swingarm with a rocker arm actuating the shock. Cast aluminum five-spoke wheels measure 3.5 by 17 inches front and 5.5 by 17 inches at the rear. The bike comes standard with Pirelli Diablo Rosso Corsa II tires, a 120/70-17 front and 180/60-17 rear. Since our test was primarily on the racetrack, we mounted a set of Pirelli Diablo SC2 slicks. Braking hardware is identical to the standard model V2, with a pair of Brembo Stylema M4.32 radial-mount four-piston calipers and 320mm semi-floating discs up front. The rear has a twin-piston Brembo caliper and a 245mm radially vented disc.

Up front is an Öhlins NIX 30 fork on which hang Brembo Stylema calipers and 320mm discs. (Jeff Allen/)
The exposed rear wheel and single-sided swingarm are always nice to gaze at. (Jeff Allen/)

Riding Impression

We were fortunate enough to be invited out to Chuckwalla Valley Raceway on a club members’ trackday, which meant open track time with only a handful of riders braving the desert heat. As mentioned before, we fitted the Bayliss with a set of Pirelli Diablo SC2 slicks for the occasion. However, the freshly surfaced track was in the most prime condition imaginable; riders could have found grip with knobbies mounted.

At a quick glance, the bike almost looks like a factory Ducati racebike, until you spot the subtle eyebrow LED running lights. (Jeff Allen/)

After some refamiliarization with the track, the bike was put  in Sport mode for the first handful of laps to make sure that the tires were ready for aggressive input. Once warmed up, tires were checked and pressures adjusted  to Pirelli’s recommendation, the mode was switched over to Race, DTC dialed back to 1, ABS to 1, DWC to 1, and EBC to 1. Off came the tire warmers, always a strange note when it’s 100 degrees out, and we were off for the first angry rip of the day.

The V2 displayed impressive, utterly complete composure right out of pit lane. The combination of the V-twin’s smooth power delivery and the electronics’ optimization of traction and drive allowed instant confidence, something that doesn’t usually occur on an open-class superbike. On the bigger bikes, unless a rider is used to doing trackdays or racing on a regular basis, the mind takes a while to get up to speed, managing the acceleration, not blowing braking markers, and so on. The V2, however, operates at a really nice level of performance, never intimidating the rider yet still delivering amazing pace.

From a power standpoint, the V2 is reminiscent of the old middleweight AMA Formula Extreme bikes we were lucky enough to test back in the day, supersized supersports that were capable of astounding performance yet didn’t make you cry for mommy every time you hit the next braking zone. On track, keeping the engine spinning above 6,000 rpm is key as there is a pronounced dip in power around the 5,250 rpm mark. Lapping a track, it’s easy enough to keep the revs up, but also made me wonder how it would feel on the street. From 6,000 rpm on up, the power climbs in a linear manner right up to around 10K, where it feels like it gets a little boost, ripping through the last 1,500 rpm almost instantly, meaning the rider had better have a toe ready on the quickshifter to tap into the next gear.

The Panigale V2 Bayliss where it belongs, out on a track strutting its stuff. (Jeff Allen/)

Speaking of the standard up-and-down quickshifter, the timing felt spot-on; and on a bike like the V2, keeping the engine on the boil is very rewarding. You don’t realize how spoiled you are until you jump on a bike without a quickshifter for a few laps, which I did on a current-gen Suzuki GSX-R750. That bike is actually a nice comparison as it’s compatible with the V2 and is even eligible to compete against it in Supersport, but the difference is night and day. Whereas the Ducati feels track-ready bone stock, the Suzuki feels like time and money must be spent on upgrades before it could hope to perform at the V2′s level.

If the engine inspires confidence, the chassis takes that feeling even further. With the SC2 slicks on the resurfaced circuit, grip was outstanding, and the V2 floating on its excellent Öhlins suspension provided more performance than most riders are capable of exploiting. Even with the traction control on its lowest setting, the rear tire simply hooked up. The traction control light didn’t flicker all day. The same applies to front-end feel; with the safety net of a little bit of ABS at the front, trail-braking into the corner never felt like a balancing act with the front brake lever.

The Bayliss comes standard with Pirelli Diablo Rosso Corsa II tires, but for Chuckwalla we spooned on a set of Pirelli Diablo SC2 slick. (Jeff Allen/)

Turn-in is crisp and predictable; the combination of the slipper clutch and EBC help keep unwanted movement from the rear tire in check, so the chassis feels planted and ultra-stable. Messing with the engine-braking settings can really alter how the V2 rolls into corners, but riders must be prepared to depend on the actual brakes more and not rely on engine-braking as much. There are definitely places on the track where less engine-braking can help carry some momentum while also being in the ideal gear for the exit, but there are also a few places where a little help from the engine is useful. Finding the balance between engine and actual braking is part of the fun.

And as far as brakes are concerned, the Brembo Stylema units are amazing, components that make the V2 track-ready out of the crate. Feel at the lever is completely and totally predictable and consistent; stopping power comes in smooth and powerful without feeling grabby. One-finger braking is totally acceptable, especially on a track like Chuckwalla that doesn’t have an ultralong straightaway. And as noted before, with the grip available from the track and tire combo, very little if any intervention from the ABS system was noticed.

The seat gets the special-edition treatment, but I wished I had a bit more room to move my rear end back and forth for a better riding position. (Jeff Allen/)

Complaints are few, though even at a pretty average 5-foot-11, I wanted a bit more room to move around in the cockpit; I felt like my butt was locked into the saddle without much room to move forward or back. Especially with old knees, getting my body positioned exactly where I wanted wasn’t really possible. I feel a slightly taller, less dished seat pad would allow me the ability to get into a more comfy position.

Street Impression

I did take the opportunity to ride the Bayliss on the road, as I was curious how the bike would behave in the real world of traffic lights and stop signs. Just to ensure that I got a full impression, it rained both the evening and morning that I commuted on the bike. I switched the ride mode over to Street, switched the DTC into setting 7 of 8, and switched ABS to 3 (most conservative), as Southern California’s slick concrete freeways were not only wet but had a bit of standing water on them.

Those two commutes answered a few questions. First off, clean and quick getaways from lights and stops required a bit of revving to find the sweet spot, with 3,500 to 4,000 rpm being the ideal to not look like a goon but not stall it between the cars while splitting lanes. Outside of that, the engine is very nice even when running a lot of intervention from the electronics. Power remained strong in Street mode, but the delivery was smoother and more progressive, which was reassuring in the wet and less herky-jerky on bumpy roads.

Hiding under the brow of the running lights are projector beam headlights. (Jeff Allen/)

Anyone riding a full-on supersport bike on the street can’t really complain about the ergonomics; being tied up like a pretzel is just part of the deal. But despite the riding position, electronic magic means the bike is mellower on the road. Of course, the Bayliss V2 would prefer to be unleashed on a twisty mountain road, but if commute it must, it’s not a terrible mount. Unless, of course, you live in any of the other 45 states that don’t allow lane filtering in any form, in which case stop-and-go traffic on a hot day would likely be more than most would want to handle.

Conclusion

After spending a solid day at Chuckwalla burning through multiple tanks of fuel, the Bayliss proved most impressive. As a trackday weapon, there’s no question the V2 Bayliss is an outstanding option. The engine is entertaining with excellent balance between pure power output and instilling rider confidence; it can honestly make any rider feel like a hero. The electronics are top-shelf, allowing anything from zero-to-minimal intervention to a huge safety net and everything in between. As a streetbike, it poses a lot of questions for a rider: Will you head out to rip curvy roads or just tool around town? It’s great for one of these, no points for guessing which, but not so much the other.

If you want to ride off into the sunset on a V2 Bayliss, we’d argue it offers the most bang-for-the-buck in Ducati’s superbike lineup. (Jeff Allen/)

The real question here is if the V2 Bayliss is worth the $3,700 premium over the $21,495 standard V2, which don’t forget now falls into the middleweight class. There’s no question that the Öhlins suspension performs spectacularly, and if you’re in love with the beautiful commemorative Bayliss livery and that deep, lustrous paint, then that likely answers the value proposition for you right there. And those shopping for a Ducati in the first place have already asked themselves if a premium-priced motorcycle is right for them and said hell yes.

But a sober look at Ducati’s lineup allows us to say, with a straight face, that the Bayliss offers a lot of bang for the buck. For reference, the starting price on an Öhlins-equipped Panigale V4 S is a shudder-worthy $30,695. Therefore, the argument can be made that this ready-to-rip track weapon, packed as it is with well-implemented technology, premium suspension, and planet-stopping brakes, provides the most overall performance for the money in Ducati’s sportbike range.

The Panigale V2 Bayliss is so tractable and refined it makes you feel like a hero on the racetrack, even—especially?—if you aren’t. (Jeff Allen/)
The tricolor paint is reminiscent of mid-’80s Ducatis. (Jeff Allen/)
Not that the bike has a bad side, but this is definitely its pretty side. (Jeff Allen/)
We burned through a few tanks of fuel and enjoyed every second of it. (Jeff Allen/)
2023 Ducati Panigale V2 Bayliss. (Jeff Allen/)

2022 Ducati Panigale V2 Bayliss 1st Championship 20th Anniversary Specs

MSRP:	$21,495
Engine:	Superquadro liquid-cooled, 90-degree V-twin; 4 valves/cyl.
Displacement:	955cc
Bore x Stroke:	100.0 x 60.8mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	132.6 hp @ 10,730 rpm
Cycle World Measured Torque:	67.05 lb.-ft. @ 9,070 rpm
Fuel System:	Electronic fuel injection w/ ride-by-wire
Clutch:	Wet, multiplate, slipper and assist function, hydraulic master
Engine Management/Ignition:	Electronic
Frame:	Aluminum monocoque
Front Suspension:	43mm Öhlins inverted NIX 30, fully adjustable; 4.7 in travel
Rear Suspension:	Öhlins TTX 36 monoshock, fully adjustable; 5.1 in. travel
Front Brake:	Dual Brembo M4.32 4-piston calipers, 320mm discs w/ Cornering ABS EVO
Rear Brake:	2-piston caliper, 245mm disc w/ Cornering ABS EVO
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	Pirelli Diablo Rosso Corsa II; 120/70-17 / 180/60-17
Rake/Trail:	24.0°/3.9 in.
Wheelbase:	56.6 in.
Ground Clearance:	4.9 in.
Seat Height:	32.9 in.
Fuel Capacity:	4.5
Average MPG:	N/A
Cycle World Measured Wet Weight:	451 lb.
Contact:	ducati.com

PERFORMANCE NUMBERS

CW Measured Performance

Quarter-Mile:	10.78 sec. @ 136.14 mph
0–30:	1.61 sec.
0–60:	3.13 sec.
0–100:	5.96 sec.
Top-Gear Roll-On, 40–60 mph:	3.88 sec.
Top-Gear Roll-On, 60–80 mph:	3.57 sec.
Braking, 30–0:	34.07 ft.
Braking, 60–0:	127.63 ft.

GEARBOX:

Helmet: Arai Corsair-X Haga GP

Suit: Rev’It One-Piece Apex

Gloves: Rev’It Apex

Boots: Sidi Mag-1

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