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The 2025 Ducati Panigale V4 S is a real fab factory racing super for us to see in the pit garage at Laguna Seca. The 1,103cc Desmosedici Stradale V4 sitting under those red fairings produces 210+ hp. The S model has electronically controlled Öhlins suspension, lightweight forged wheels, and Pirelli Diablo Supercorsa SP tires added. The front fairing’s winglets improve operational speed by adding functional downforce. With a range of electronics that are especially designed for the track, the Panigale V4 S is basically a street legal superbike.
If there’s a tough test venue, it is WeatherTech Raceway Laguna Seca—its 2.2 miles make it a treacherous ride full of the notorious Corkscrew, tight hairpins, and mind-boggling corners. Thus, it’s a good place to put acceleration, braking, and handling to the test. Having a 200 hp bike handy, the main straight is only the next thing that blurs after another corner and it comes quickly.
Blistering Speed on the Straights
As I leave the Turn 11, I strip off wind resistance quickly with a tuck and pops the quickshifter, lights up like V4 cannon with a 2nd-to-3rd jump. The 2025 Ducati Panigale V4 S pushes ahead, dancing with the front wheel and begging for more throttle, as the traction and anti-wheelie electronics perfectly set the V4 for driving off. According to the number, it gets to 0–62 mph in ~2.5 s; the sensation is the same. I get past the pit exit, and 130 mph shows on the speedometer in a flash, with the brake points for Turn 2 arriving dramatically earlier than expected.
The Desmosedici Stradale is exquisite: with a power band peaking over 13,000 rpm, it still remains tractable due to the counter-rotating crank and smart calibration. Opening the throttle from the slower corners (Turn 11, Turn 3) is smooth and gives great drive without drama. DTC (traction control), slide control, and wheelie control work silently in the background as if there’s a superior dimensional being working behind the scenes.
A tiny slip as I am rolling out of Turn 11 gives me a blink on the dash, like a coach saying “You focus on your line; I’ve got the rest.” The DTC trims just enough to keep optimum grip. What’s more, is the intoxicating sound rapidly Imagine this: the V4 produces a metallic wail that echoes through the hills higher than even the old V-twin Panigales yet has the same muscles. In fact, the paddock is considered to be such a place of disbelief; it hardly seems that a performance of this range is available for retail.
On the front straight of Laguna, I see an indicated ~160 mph before having to brake heavily for the Turn 2. Even when the crest front lifts a little over the Corkscrew, that uphill “straight” still yields ~140 mph with winglets installed. The power is beyond comprehension when you unload the suspension.
Precision Handling Through the Corners
The tide of demand is the priority. The 2025 Ducati Panigale V4 S joins the powers and the precision of cutting. The front-frame chassis of aluminum is rigid, uses an engine and a member of stress, transmits the feedback, and is super precise. The steering appears light at the Andretti hairpin (double-apex Turn 2), yet it is a ~430-lb (wet) superbike—«forged wheels» and the geometry refinements of Ducati are credited here. By employing the newly configured settings of the suspension and recalibrated the electronics, the V4 S is able to maneuver through directional changes (like the Corkscrew left-right) with an astonishing ease. This is physically demanding, yes, but it’s never a fight; it wants to apex.
Coming to the Corkscrew, there is hard braking, then blind left to right drop which puts any chassis to the test. Öhlins Smart EC 2.0 and Brembo Stylema brakes exhibit both: the ferocious but the progressive deceleration, barely any dive on track settings, and a calm front as the bike goes light on the crest. Going down right, the suspension receives the compression without bottoming out so the throttle comes back early. Engine Braking Control (EBC) in Race mode is still good at deceleration but not disruptive. The feeling is that it has been sorted.
In the fast corners (Turn 4, Turn 6), the front-end trust is paramount. The 2025 Ducati Panigale V4 S is a blatant speed promoter: just after each session you will have acquired more confidence, trail brake deeper, lean more, and corner faster, without a dull feel. Electronics never numb feedback; they simply stretch your margin. Press, appear, and the bike reliably tracks; mid-corner fixes need only light clip-on steering as response.
Braking and Electronics: Confidence to Push
Braking repeatedly at superbike speeds is grasping, but the V4 S is made for it. Brembo Stylema calipers with 330 mm discs are immediate bite, powerful, and steady—no fade through long sessions. Into Turn 2 and Turn 5, trail braking goes neutral, deep with cornering ABS doing its job smoothly.
The electronics help the ride without being a star act. They in Race mode intervene only a little yet it is not absent completely. In the morning, I run DTC 3, and in the afternoon, it was DTC 2 since I had a better grip. The system only stepped in when provoked(the throttle exiting Turn 3 was whacked too early). That was the result no wag, just forward drive instead of losing so much time on the track. The Ducati Quickshifter (DQS) works perfectly even at high loads; upshifting remains seamless (3rd-5th) but downshifts make a slam-dunk of precision with the auto-blipper matching the revs with pinpoint accuracy.
Slide control gives you the option of rear drift under power in Race mode. Rolling slow into Turn 10 admits a commanding handful of gas hold the slide—controllable and confidenceé building. For pros these are the tools for lap time; for track day riders they are safety nets that allow for more clean laps.
The Rider Experience: Harnessing a Beast
Pushing the 2025 Ducati Panigale V4 S to the limit is a strain both physically and mentally. The aggressive ergonomics (low clip-ons, high rearsets) suit track duty, enabling leverage and clearance. After 20-minute sessions, the combination of heat, g-forces, and focus leaves you gasping—in the best way. Go through the Corkscrew in rhythm and nail it to Rainey Curve and the bike rewards you with a rare click of flow: speed, precision, and connection.
The stability is impressive. No real headshake, just a moment of wiggle over the crest into Turn 2, calmed instantly by the electronic Sachs damper and chassis solidity. There weren’t “save it” moments even while deep down I was going personal limits.
The lap-time perspective is shifting, like humility. The mid-range 1:3xx personal bests are a sight to forget for pro simmers, and, at the same time, they point at the potential of the platform. Instead of being a nuisance it is a big deal. Session to session the corner speeds rise 5–10 mph and this is due to the developing trust in 2025 Ducati Panigale V4 S.
Practical Realities: Heat, Range, and Cost
The Panigale V4 S is not voluntarily different. It runs hot, sips fuel on the track (it can finish a tank in about 7 laps chased hard), and is physically demanding. The S model runs around $33,000 USD. It’s a halo machine so none of these facts are a stunner. What is surprising is how accessible—in operation—this performance feels. A good rider can easily choose suitable electronic settings and ride very fast, which was once unimaginable, albeit only with a small margin of safety. Though the skills still matter, the Ducati just provides you with the tools to explore.
Key Highlights and Specs (Snapshot)
- Engine: 1,103cc Desmosedici Stradale V4, 210+ hp
- Electronics: DTC, DSC (slide), DWC (wheelie), EBC, cornering ABS, multiple ride modes
- Suspension: Öhlins Smart EC 2.0 (electronic)
- Brakes: Brembo Stylema, 330 mm front discs
- Wheels/Tires: Forged wheels; Pirelli Diablo Supercorsa SP
- Aero: Functional winglets for stability at speed
- Test Track: WeatherTech Raceway Laguna Seca (Corkscrew approved)
Conclusion: A Lap-Time Hunter for the Lucky Few
The 2025 Ducati Panigale V4 S is an incredible machine that can be as fast as racing bikes in the hands of the right rider. At Laguna Seca, this truth has been laid bare following a whole day of track riding. In the right hands, it is within striking distance of the professional machines on a layout like Laguna. For the rest of the mortals, it conjures dreams with its dark fantasy world. Yes, it is hot, demanding and pricey. On the other hand, it is also super fast, pristine, and eye-opening. At times it’s the gear that instructs you in how to ride better.
Very few bikes have this kind of influence on a person. The sound, the seamless tech, the brief moment of seeing red under the apex at the end of each lap, all of them put together create a symphony of occasion. For the committed track enthusiasts who can afford it, the 2025 Ducati Panigale V4 S represents the presence of Italian craftsmanship combined with state-of-the-art technology. It carries the MotoGP DNA, all the way down to a street-legal machine, which makes it the perfect companion for days spent chasing personal bests on legendary roads.
Frequently Asked Questions
Is the 2025 Ducati Panigale V4 S only a track bike, or is it practical on the street?
It’s fully street-legal, but its ergonomics, heat, and firm setup are track-biased. Around town it can feel hot and aggressive; on open roads and track days it shines thanks to its electronics and superb chassis.
What rider aids does it have, and which settings are best for newer track riders?
It includes cornering ABS, Ducati Traction Control (DTC), Slide Control (DSC), Wheelie Control (DWC), Engine Braking Control (EBC), multiple ride modes, and a quickshifter with auto-blip. Start in Rain or Road mode with higher intervention (e.g., DTC 3–4), then step down to Race settings as confidence and grip improve.
What running costs should I expect if I do track days?
Budget for frequent tires (super-sport compounds wear fast), brake pads/fluids, and lots of fuel (a hard session can drain a tank quickly). Routine services on a high-performance V4, plus insurance and occasional consumables (chains/sprockets), add up—typical of halo-class superbikes.
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