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This is the Ducati Panigale V4



Ducati release the final version of their all-new, top-of-the-range V4 supersport motorcycle.

It’s been teased for so long, but finally the Ducati  V4 Panigale is here.

Replacing the much-loved 1299 at the top of the Ducati supersport tree, the new V4 Panigale is aiming to be the ultimate, sports motorcycle. Ducati make the usual claims with regards to enhanced performance, but with substantial frame and chassis changes, they’re laying even bigger stakes down with regards to its improved ‘rideability’.

With it’s MotoGP heritage, it remains to be seen as to whether that is enhance Lorenzo-like rideability or if you need the Ducati wrangling ability of Dovisiozo. But one things is clear.

This thing is a beauty.

“The new Panigale V4 is the essence of sport motorcycling in its most exhilarating and pure form: redefined design, new engine, state-of-the-art chassis and innovative electronics. A concentrated blend of Ducati technology, style and performance.”


The new Panigale V4’s standard equipment includes: Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO, full-LED headlight with Daytime Running Light (DRL), Sachs steering damper, quick control selection, automatic switch-off of turn signals.

But it will also come in two, sportier specifications. The Panigale 1409 S and the 1409 Speciale. Both come with incrementally improved parts and the top-range Speciale is strictly limited edition.


V4 90°

For Ducati, the V4 layout at 90° is the utmost expression of sportiness for a motorcycle engine. It is no coincidence that it is the same solution used in the MotoGP Desmosedici engines.

Counter-rotating crankshaft

On street bikes the crankshaft rotates in the same direction as the wheels. In contrast, in MotoGP the counter-rotating crankshaft that rotates in the opposite direction is commonly used. The Desmosedici Stradale borrowed this technical solution from MotoGP.

“Twin Pulse” firing order

The crank pins, offset by 70° like on the Desmosedici GP, require a “Twin Pulse” firing order to generate power that is easy to handle and optimise traction when coming out of curves (“Big Bang” effect). Thanks to this firing order the Desmosedici Stradale makes a unique and distinctive sound.

Desmodromic system

On the Desmosedici Stradale the design of the desmodromic system is a key factor for obtaining top performance.


Refined suspensions

The new Panigale V4 is equipped with a 43 mm diameter Showa Big Piston Fork (BPF) that is fully adjustable in the compression and extension of the hydraulic brake and in the spring preload.

Rims and tyres

While the new Panigale V4 mounts 3-spoke cast aluminium rims, the new Panigale V4 S and Panigale Speciale are equipped with 3-spoke aluminium alloy rims.

New braking system

The Panigale V4 range exclusively incorporates the brand new Brembo Stylema® monobloc callipers that represent the evolution of the already high performance M50 callipers.

Racing tank

The proximity of the new Panigale V4 to the racing world is underlined by the lightweight 16 litre aluminium tank that, as is the case with racing bikes, has a portion of the capacity situated under the rider’s seat.


Bosch EVO ABS Cornering

The Bosch ABS system, equipped with “”Cornering”” functionality that engages the ABS even when the bike is leaning into a curve, has evolved extensively with the introduction of new intervention logic and control types.

Ducati Traction Control EVO (DTC EVO)

The DTC EVO on the new Panigale V4 is based on an algorithm that makes its interventions more precise and quick.

Ducati Slide Control (DSC)

The introduction of the 6D IMU has made it possible to add Ducati Slide Control (DSC) to Ducati Traction Control EVO (DTC EVO), developed in collaboration with Ducati Corse.

Ducati Quick Shift up/down (DQS EVO)

The DQS EVO with up/down function, fine tuned for the Panigale V4, compared to the previous 1299 system Panigale uses the lean angle information to maximise the motorcycle’s stability during shift changes in corners.


Innovative “Front Frame”

The new “”Front Frame””, left visible for all to see, becomes an integral part of the motorcycle giving it a tight fairing, practically custom tailored.

“Double Layer” fairing

Simplicity and integration inspired the designers for the fairing with a “double layer” solution: a main outer part with a reduced longitudinal extension, and a secondary part that functions as an air extractor for the radiator.

“Diamond” tank

The plasticity of the “”diamond”” tank, a Ducati trademark, assists the rider at all stages of track driving.

Sleek tail guard

The tail guard of the single-seater version is all one piece, to emphasise the “ready-to-race” character of the bike.



POWER: 157.5 kW (214 hp) @ 13,000 rpm

TORQUE: 124.0 Nm (91.5 lb-ft) @ 10,000 rpm

DRY WEIGHT: 175 kg (386 lb)

SEAT HEIGHT: 830 mm (32.48 in)

SAFETY EQUIPMENT: Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration

MAINTENANCE (KM/MONTHS): 12,000 km (7,500 mi) / 12 months

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Custom of the Week: Yamaha SR500 ‘Scrambler’ by Daniel Peter




SCRAMBLERS ARE A HOT TOPIC. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

A version of this article first appeared on Bike Exif. It’s republished here with permission.

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Icon claim back the streets in their latest, epic video



Street’s Not Dead.

Regular readers will know that we eagerly await anything released from the US streetwear firm Icon Motorsports. So the moment that a video drops from the Portland firm we’re bound to pay attention.

That’s an interest piqued double when they post it alongside what is essentially a call to arms…

“Street’s not dead. If you think it went away, you’d be wrong. Street’s still here undermining pompous authority, rejecting standards, and bucking the status quo..”

And they’re not kidding either. With the Icon clad rider thrashing their Kawasaki ZX-10R through city streets, car parks and even a public fountain at one point, there’s a lot to take in.

Couple that with their usual loud, Icon style and you’ve certainly got a statement of intent.

(Don’t try this at home kids).



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