DUCATI PANIGALE V4R (2019 - on) Review
- Built to win World Super Bike
- Geared towards going as fast as possible
- Exceptional handling and engine
At a glance
|Owners' reliability rating:|
Overall ratingNext up: Ride & brakes
The Ducati Panigale V4R was built to win the World Superbike championship and nothing else. Its limit might be on another planet for mere mortals like us, but the good news is its smooth and easy to ride at a normal pace.
- Related: Ducati Superleggera V4 review
It’ll be tractable on the road, despite its short-stroke motor and still has service intervals way more generous than any of its rivals. But it’s just like a factory racer when you push on and so brutally powerful, light and unapologetically stiff, you’ll need the strength, stamina and skill of a pro to feel the real benefit of the wings and do justice to the electronics, chassis and engine.
Although the standard Panigale V4 was impressive and offered plenty of performance, the 1103cc capacity meant it was illegal in production-based superbike championships like World and British Superbikes.
Cue the Panigale V4R - Ducati’s most powerful road bike, making 218bhp, or 231bhp with the optional race kit exhaust (which isn’t road legal).
Ride quality & brakesNext up: Engine
Never has the gap between a Ducati R-model superbike and its siblings been so big. The Panigale V4R feels nothing like a road bike when you take it on track. It accelerates so brutally, turns so fast and pummels your body with so much force it makes the 1103cc Panigale V4S – MCN’s sportsbike of 2018, feel like a soft, fluffy touring bike.
Ducati are desperate for WSB glory after the old V-twin Panigale failed to win a world superbike championship. With rules now tied more closely to showroom models than ever the idea for the new V4R was simple: make the road bike as race-ready as possible and there’s little left to do when you turn it into a racer. Mission accomplished.
For a bike with such searing performance it’s incredibly easy to ride…to a point. Throttles don’t come smoother, electronics safer or grip as grippy. It’s more agile than the V4 1100 and infinitely more stable on the throttle, where there’s less instant torque trying to turn the chassis and rear tyre inside out. You could easily ride it to the shops.
A challenge to ride very fast
On the other hand it’s a challenge to ride very fast. It’ll show the 1100 a clean pair of heels on track, but the V4R is so stiff, small and powerful, it’s a struggle to hang on. Trying to harness the full force of braking, acceleration and cornering quickly saps your strength.
We’ve finally come to a point where a road bike is such a thinly disguised racer only a pro can begin to taste its fruits. Most superbikes flatter to deceive, but the Ducati wastes no time showing you it’s far better than you.
While the long-stroke 1100 is packed with so much torque you can choose lazy gears and not trouble its redline the V4R loves to rev. Winding it around to 13,000rpm, roughly where you’d take the 1100 results in face-peeling acceleration, but there’s still another 3000rpm to go. Rev it to the moon and the razor blade-gargling engine note becomes crisper, shriller and more gravelly.
Searing along straights, dispensing with gears as fast as you can feed them in, with electronically assisted ease, the V4R delivers factory superbike-grade acceleration, as the cracking exhaust note sharpens its daggers and plunges them into your brain.
A finger full of electronically assisted front Brembo and a stamp on the rear sends the world tumbling into reverse when its time to brake. The combination of electronic engine braking control and back-slipping dry clutch lets you bang down through clutch-less gears with neither a hop or a skip from the rear end, as you carve serenely towards the apex.
Ducati say the wings calm high-speed wheelies so much, you can run less anti-wheelie - so fewer electronics pulling at your coattails and more chance to use all that power. They also help pin the front down under braking and turning-in at lower speeds.
A counter-rotating crank
Unlike the 1100, all the V4R wants to do is get to full lean as fast as possible and head-butt every apex with little input from the rider. And when you get back on the throttle, the Ducati turns even tighter, thanks to the magic of its counter-rotating crank.
MotoGP bikes haven’t sprouted wings for the hell of it, but let’s be completely honest: it’s hard to single out what they’re actually doing when you’re hanging on for grim death on a bike with the power of Ducati’s original 2003 MotoGP Desmosedici GP3.
The V4R has unflappable high-speed stability and rails into corners faster than you dare push on a motorcycle costing as much as my first house. Is it the wings, anti-wheelie, grip from the tyres, poise from the chassis, or clever crank doing the job? I suspect it’s a bit of everything. Having said that the Ducati still pulls huge wheelies in the higher gears over crests, so the wings only do so much.
New traction and slide control settings helps the rear tyre track more smoothly when its slipping and quickly delivers confidence. Power doesn’t cut audibly when the TC chimes in, like a BMW HP4 Race - it’s more a stuttering you feel through your body as the rear gently breaks traction, like sitting down wearing bubble wrap underpants.
EngineNext up: Reliability
Ducati has taken its new 1100cc V4 Stradale motor and shrunk it down to fit superbike racing rules. Running the same 81mm bore as before the stroke is shortened by 5.1mm to 48.4mm bringing capacity down to a 998cc. Red line is set to 16,000rpm and 16,500rpm in top.
It has higher lift cams, titanium instead of steel conrods, a lighter crank, variable intake trumpets and bigger elliptical throttle bodies (up from 52mm to 56mm). Despite its raciness, the valve clearance service is still every 15,000-miles. It’s Ducati’s most powerful road bike engine making 218bhp, or 231bhp with the race kit exhaust.
Ducati claims its CNC machined STM-EVO SBK dry clutch has a more efficient slipper action on aggressive downshifts and with no clutch plate dust getting inside the engine, cleaner oil, too.
Reliability & build qualityNext up: Value
There have been teething problems with the Panigale V4 and V4 S, but they’ve been sorted with recalls. The V4R’s chassis components are top drawer and despite its power its new Stradale R motor still has 15,000-mile valve check service intervals.
We don't have any Ducati Panigale V4R owners' reviews because it's such a niche model, but you could leave one here.
Value vs rivalsNext up: Equipment
Carbon trinkets and fancy levers are conspicuous by their absence on the V4R – every penny you pay is for the go and not the show. It has a serious price tag, but this a serious track bike.
For the first time the Ducati Corse racing department have had a hand in designing a road bike’s bodywork and aerodynamics. The V4R’s nose is 15mm wider each side, the screen 34mm taller and each side panel is chunkier by 38mm.
Single blade wings come from the 2016 MotoGP Desmosedici, which Ducati says is more effective at high speed anti-wheelie and braking/turn-in stability, than the faired-in, regulation-friendly versions MotoGP they use now.
They deliver 4kg of vertical force at 62mph and a massive 30kg (a bag and a half of spuds) at 167mph. New fairing louvers help suck more hot air from around the radiator and oil cooler.
More frame flex
In a sea of high technology Ducati has used a very basic solution to give the ultra stiff V4 frame more flex and feel in the corners – they’ve cut dirty great holes in it. To give race teams a wider range of chassis adjustment the V4R has a four-position swingarm pivot and the electronic semi-active suspension Öhlins makes way for mechanically adjustable units. NPX 25-30 forks are pressurised and 600grams lighter, a TTX36 shock sits at the rear and spring rates are all heavier.
Electronics are taken from the V4, but new ‘predictive’ traction and slide control systems are smoother for the track. Dash features a new lap timer showing two splits.
|Frame type||aluminium front frame|
|Fuel capacity||16 litres|
|Front suspension||fully adjustable 43mm Ohlins NPX|
|Rear suspension||fully adjustable Ohlins TTX36|
|Front brake||Brembo M4.30|
|Rear brake||Brembo twin piston|
|Front tyre size||120/70 x 17|
|Rear tyre size||200/60 x 17|
Mpg, costs & insurance
|Average fuel consumption||38 mpg|
|Annual road tax||£96|
|Annual service cost||-|
|Used price||£29,000 - £30,000|
How much to insure?
|Warranty term||2 years unlimited mileage|
Top speed & performance
|Max power||217 bhp|
|Max torque||90 ft-lb|
|Top speed||190 mph|
|1/4 mile acceleration||-|
|Tank range||136 miles|
Model history & versions
- 2019: The Ducati Panigale V4 R is launched. It's a homologation special, but not a limited run it features a short stroke, race-derived 998cc V4 motor, frame cut-outs for less weight and more flex, revised track-focussed electronics, mechanically adjustable Ohlins, a more aerodynamic fairing with extra cooling louvers and MotoGP style wings.
- Ducati Panigale V4: Same basic chassis and electronics and 1103cc V4 engine.
- Panigale V4 S: As V4 with lightweight forged aluminium wheels and electronic semi-active Ohlins. Also available as a MotoGP liveried V4 S Corse and a limited edition (1500 to be made) V4 Speciale with goodies including a tricolore paintscheme, Alcantara seat, carbon fibre heel guards and Akrapovic exhaust.
- Ducati Superleggera V4: Ultra-exclusive carbon-framed beauty with 234bhp
Owners' reviews for the DUCATI PANIGALE V4R (2019 - on)
1 owner has reviewed their DUCATI PANIGALE V4R (2019 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
Proper focused Superbike for fast weekend B-roads, track days or racing but refined enough to pop to the shops on it. Mind blowing after 13k revs.
Awesome performance and handling. Focused for fast riders.
Tank paint work wasn’t perfect. Keep them dry as corrosion is quick after a wet ride out.
The service intervals are very good compared to the older ‘R’s but it’s still an R and the clutch alone is an expensive (frequent) service cost. Worth it for the sound of a dry clutch though in my opinion.
Very high spec. All the electric toys and nice dash. Awesome tires. Just don’t tour on it.
Buying experience: Dealer. Newport Beach. California. Second bike from them. Awesome buying experience.