Ducati have taken the covers off their new DesertX adventure/rally machine overnight in Dubai, with a foray into the mid-capacity properly off-road orientated adventure segment. See below for the reveal video, under the specifications.
The 2022 Ducati DesertX in Dubai
While we’ve seen the big Multistrada take on a more off-road focus in recent years, this is a whole new move by Bologna to launch a more hard-nosed adventure option under its own right, starting with one that shares the powerplant from the Multistrada 950 and arguably covering the ‘mid-capacity’ adventure segment.
The 2022 Ducati DesertX in Dubai
That’s the 937 cc Testastretta engine which produces 110 hp and 92 Nm of torque at 9250 rpm and 6500 rpm respectively. Run in the same orientation and with a trellis frame just visible under the much more rugged bodywork, the new model features an integrated tank and front fairing, taller exhaust, rear mounted fuel tank and tall screen. That rear fuel tank is an accessory as it turns out, but it will be one that proves popular with Aussie adventurers as it adds a further eight-litres of fuel capacity, which along with the standard 21-litre fuel tank, will give the DesertX a massive touring range.
937 cc Testastretta equipped 2022 Ducati DesertX
The Euro5 engine benefits from the improvements seen on the latest Monster and Multistrada 950 V2, with a compact eight-disc clutch and shortened first and second gears specifically for off-road use. Sixth gear is kept tall to help with longer distances at higher speeds, ensuring minimal trade-off.
The rear tank on the Ducati DesertX is a cool feature but apparently an accessory
There’s a touch of Desert Sled styling at the tail with a grab rail visible, but we’re still getting a lower clearance front guard rather than the full dirt bike style guard setup. The seat looks to be a two-piece unit with the perch sitting 875 mm off the ground for the rider, but benefiting from a narrow construction between the legs, and Ducati also says some compliance in the suspension will help as the bike settles lower with a rider on board.
Seat height on the Ducati DesertX is 875 mm, with long travel suspension and 250 mm ground clearance
New from Ducati is the use of a 21-inch front and 180-inch rear, spoked rims clad in Pirelli Scorpion Rally STR tyres, a 90/90 front and 150/70 rear, tubeless, with the Bologna manufacturer stating that’s for ‘best protection from punctures’.
Spoked wheels with tubeless rubber are standard fitment on the Ducati DesertX
Also specifically chosen for this purpose is the Kayaba suspension set-up, comprising a set of 46 mm USD forks with 230 mm travel and a monoshock which offers 220 mm of travel. Both are fully adjustable, with compression, rebound and pre-load adjustment, with the shock mated to an aluminium swing-arm that looks like a new design and the wheelbase is 1608 mm.
Suspension on the DesertX is fully adjustable at both ends with generous travel
Total ground clearance is 250 mm and the dry weight being quoted by Ducati is 202 kg, with the kerb weight 223 kg with a 21 L tank of fuel.
The DesertX sheds some weight compared to the Multistrada 950
Brembo provide the braking system with M50 radial calipers up front on 320 mm rotors, while a dual-piston caliper on the rear grips a 265 mm rotor. Both are backed up by ABS with cornering functionality and Ducati note that the axial master-cylinder is part of the off-road set-up for great modulation.
Brembo provide the brakes including M50 calipers, with cornering ABS
A focus on rider and pillion comfort hass provided plenty of seat padding. Heat management is managed by fairing openings while a plexiglass screen helps protect the rider, this can be replaced by a larger accessory version. For those looking to load up for travelling Ducati also promise a luggage capacity of up to 120 L but you’ll be dipping into the accessory catalogue to reach that.
Ergonomics are tuned for comfort and off-roading on the DesertX
Electronics include six riding modes, with four power modes from Full through to Low that offer different levels of both power and responsiveness. Specific settings are run for the Enduro riding mode, will a new Rally riding mode is also new, joining Sport, Touring, Urban and Wet.
Six ride modes should cover any condition a rider could meet on the DesertX
Enduro reduces power for demanding conditions and focuses on safety for the less experienced. Rally on the other hand gives full power and minimal intrusion from the electronics, designed for experienced riders who want to be in control.
Enduro and Rally modes are specifically for rough conditions
Riding modes include settings for the Engine Brake Control, Ducati Traction Control, Ducati Wheelie Control, Ducati Quick Shift and Cornering ABS, with an IMU providing cornering functionality. The ABS in particular has a dedicated off-road mode but can also be switched off with a specific button.
2022 Ducati DesertX
In total that’s six modes, four power modes, three power levels, eight levels of DTC, three levels of ABS as well as the Wheelie and Engine Brake Control, with the quickshifter working in both directions, and Ducati Cruise Control standard fitment.
Lighting is all LED with dual front headlights with eye-catching DRLs
Keeping the rider informed is a 5 inch TFT full colour display, designed for both regular seating viewing angle, as well as when standing on the bike. There’s two display modes, Standard and Rally, with Rally adding a trip master function, with manual adjustment to replicate the trip master system used in rally motorcycles.
The Ducati Multimedia System and Turn by Turn Navigation are accessory fit
The TFT is also ready for the Ducati Multimedia System, allowing the connection of a phone, call management, music and turn by turn navigation for instance, although these are accessories not standard fitment.
Ducati Brake Light flashes the rear brake during emergency or sudden braking
Other features include full LED lighting, with dual twin-function poly-ellipsoidal headlights including DRLs. The rear runs a Ducati Brake Light that flashes during emergency braking for greater visibility.
The Ducati DesertX looks set to usher in a new range of adventure machines
Ducati are promising service intervals of 15,000 km or every 24 months, with valve clearance checks due every 30,000 km.
Long service intervals on the DesertX promise lower cost of ownership
The 2022 Ducati DesertX will be available in Australia and New Zealand in Q3 of 2022 and the recommended ride away price in Australia will be $24,200, or $24,995 for New Zealand. The DesertX will arrive in a dedicated Star White Silk colour. See the Ducati Australia website for more information.
The 2022 Ducati DesertX will be available in Star White Silk and Australian pricing is currently set at $24,200 ride-away arriving Q3, 2022
After an impressive debut season in Australian Superbike on the DesmoSport Ducati Panigale V4 R, including a sensational race victory in Darwin, Oli Bayliss makes the move to Europe in 2022 to contest the new-look World Supersport Championship with Barni Ducati on a Panigale V2.
Oli Bayliss took a race victory in his debut season of Australian Superbike on the DesmoSport Ducati V4 R – Image RbMotoLens
Oli, along with his three-time World Superbike father Troy, will head to Europe in the New Year and set up their base for 2022 in the ancient city of Ravenna, just an hour up the road from the Ducati factory at Borgo Panigale.
Oli Bayliss with his dad, three-time World Superbike Champion Troy Bayliss – Image RbMotoLens
Oli swapped his V4 R for a standard looking Panigale V2 on Monday at The Bend, as his focus now switches from Australian Superbike competition to taking on the new look World Supersport Championship in 2022.
Oli tried the V2 Panigale on for size at The Bend on Monday
The 18-year-old has a big task ahead of him with learning new circuits and joining a European competition for the first time, but his dad knows a thing or two, is dinkum Ducati royalty, and the pair have been training together for this next adventure for some years.
Oli rode the V2 Panigale at a public ride day at The Bend on Monday
Oli’s arrival in the WorldSSP Championship with the Ducati Panigale V2 comes exactly 20 years after Troy’s first World Championship title with another twin-cylinder Ducati in Superbike, the 996 R.
Troy is happy that Oli will get to race a Ducati Twin – Image RbMotoLens
Ducati is releasing a Panigale V2 Troy Bayliss 20th Anniversary Edition to commemorate that feat and celebrate their history with Troy, as they also usher in a new era of racing with this next generation of the Bayliss family.
Marco Barnabò’s successful Barni Racing Team will be involved in two championships for the first time in 2022 with 20-year-old Sammarinese rider Luca Bernardi in WorldSBK with the Ducati Panigale V4 R, and Oli Bayliss in the new look World Supersport Championship on the Panigale V2.
Oli Bayliss rode the Panigale V2 for the first time at The Bend on Monday during a public track-day
The World Supersport Championship has its biggest shake up ever coming in 2022 with the 955 cc Ducati V-Twin going up against, triple-cylinder 800 MVs and 765 Triumphs alongside the regular 600 cc four-cylinder machines that have long been the staple of the category.
There will be two Aussies on the World Supersport grid in 2022, as Ben Currie has also signed for Kawasaki – Image RbMotoLens
Organisers will use a control ECU package to torque-map the individual bikes and then restrict their power and torque at certain revs to try and establish a level playing field. No doubt it will be a bit of a messy affair at first, but this is the new way forward for the category now that so few people buy 600cc four-cylinder Supersport motorcycles, that most manufacturers have now ceased their production. We believe the 600 fours might also be allowed more modifications than they were permitted previously in order to help try and achieve some level of base parity when the season gets underway at Aragon in April.
Oli tried the V2 Panigale on for size at The Bend on Monday – Image RbMotoLens
Oli Bayliss
“The race weekend wasn’t exactly what I had pictured for my last race weekend before heading to Europe, but it was great to finally go racing again. Congratulations to Wayne for taking the championship and especially to Broc (Pearson) for taking the SuperSport Championship. We train together a lot, so I’m really happy for him. It was great to have Jack alongside us this weekend, it really lifted the event to have him on track and I picked up a few things from him along the way which was great. This year I’ve learnt so much and so I’m excited to take the next step in my career, but before I go, I really want to thank some people. Obviously Mum and Dad, they’re always behind me and I couldn’t do what I’m doing without them and I really appreciate it. Bryan (Hands) and Byron (Draper), these guys have basically been there for every step of my career with advice, support and hard work. They make me more motivated every time I ride the bike. And Ben. He puts in so much time, effort work behind the scenes that no one ever see’s and I’m sure he sometimes thinks no one notices, but we all do Benny, thank you for everything you’ve done for me.”
Oli tried the V2 Panigale on for size at The Bend on Monday – Image RbMotoLensOli tried the V2 Panigale on for size at The Bend on Monday
Motorcycle Test by Trevor Hedge – Images by RbMotoLens & TH
Ducati’s latest Multistrada V4 S is a rolling showcase of the most advanced technology available to mainstream motorcycling today.It also a formidable all-roads adventure machine that builds speed with ruthless efficiency, all the while keeping its rider comfortable and either thrilled, or zen, depending on whatever the mood dictates.
Bit of Zen going on here…
It has 170 particularly well-bred horses that gallop forward with a relentless force, but puts those hooves down smoother than any Ducati that has been bred before.
This is no Panigale V4 motor simply repurposed, but a completely new beast that, while sharing some of the sportsbike’s DNA, is more of a distant well-bred cousin than direct descendent.
It does share the 70-degree offset counter-rotating crank pins that clearly announce its Bologna birthplace as soon as it stirs into life. That twin-pulse beat is unmistakably Ducati, and the engine certainly benefits from the DNA of its sprint racing cousins, but this Granturismo version of the engine has been bred for the steeplechase, it is a very different animal indeed.
There is some magic happening inside those crank-cases
The headline change in the architecture is the move to a more conventional valve-train, that’s right, no Desmo here.Ducati have done it their own way though and dictate 60,000 kilometre valve clearance checks to help reduce servicing costs. Servicing costs was not the only reason though. Desmodromic engines have, by nature, a rough idle and are snatchy at low revs, but this new Ducati V4 Granturismo engine is a smooth operator indeed and conventional valve springs play their part in this equation and to help with heat management the rear cylinders do not fire when at idle.
We have a whole feature that outlines all the changes in detail but the main points are that the engine sports a 2 mm larger bore than the 1100 Panigale to realise a capacity of 1158 cc. It bests the outgoing 1262 cc DVT Testrastretta twin for power, and almost matches it for torque, despite its smaller capacity.
170hp/125Nm, versus 158hp/129Nm for the twin, and despite having two more cylinders the V4 is not only much smaller in its dimensions, it’s also lighter. If you want to dig into the nuts and bolts then check out the aforementioned technical feature, as for how it goes on the road the answer is magnificently.
Needs pipes to add some V4 symphony! Due to the labour involved in getting to the rear headers don’t expect fitting a fully system to come cheap.
The only criticism is that this bike screams out for a set of pipes!Out of low speed corners you do get a bit of aural accompaniment but it’s not sonorous enough to match the grunt being delivered to the tarmac. Thankfully this is easily fixed with a racier exhaust, and to be fair in these days of Euro5 legislation it is pretty much out of Ducati’s control. These restrictions are not just about emissions, but also very much about noise and those levels can be harder to achieve than getting the gases out of the muffler clean enough to feed as oxygen to baby seals.
Maintenance intervals are 15,000 km with valve clearances only required every 60,000 km
I have to rave about the quick-shifter though. I’ve used countless quick-shifter set-ups over the years, including many of the latest two-way set-ups, but shifting on the particular Multistrada V4 S I rode was next level. It had me thinking Ducati had slipped a MotoGP seamless shift gearbox into my test bike, seriously, this has to be the next best thing…It was flawless to the point of having me scratch my head trying to figure out what voodoo they had conjured to make it so perfect. I feel like I need to keep raving about it more but that will do your head in so have to move on…
The gearbox and associated quick-shift set-up is sublime, the best I’ve used
On the highway the touring range provided by the 22-litre fuel tank is in excess of 300 kilometres, but if you start using most of those neddies then economy suffers quite markedly and you can burn through a tank in under 250 km, quite easily.
The suspension I was not quite so enamoured with from the off.The Skyhook suspension on this model year has an automatic levelling function which automatically sets the sag after sensing the load onboard. There are a gazillion options in the set-up menu for the electronic suspenders and in Sport mode I still had to stiffen it up to almost maximum before the rear shock would stop blowing through its stroke on compression when riding average B roads at pace. There are 24 different levels of pre-load which can be set via the menu system and I ramped it up to maximum.Each step adds 0.5 mm of pre-load, which equates to 12 mm of pre-load being added when set to level 24.
2021 Ducati Multistrada V4 S
Yes a big part of my preference for dialling that right up is that I am larger than the average bear, but still Ducati claim a load capacity of 230 kilograms and I am only about half that.I have found over the years that shocks without linkages are much more sensitive with their set-up. If they are not in their happy place, when it comes to pre-load and damping settings, then they just blow through and don’t cut the mustard. It’s a fact that shocks in bikes without a rear linkage work much harder than bikes with a conventional rear suspension design.
Ideally it would have a heavier spring in the rear for my bulk, but I am happy to report that the electronic suspension had enough variables to choose from in order to make it work well enough. There really is an incredible level of suspension tuning available to the rider, all from a few button presses through the menu system of the brilliant 6.5-inch TFT screen. All the switch-gear is back-lit which is a nice touch.
Ducati Multistrada V4 S switch-gear is back-lit
The front seemed to work fine although with our test bike wearing chunky dual-sport Pirelli Scorpion Trail II tyres you could feel the tread blocks squirming a little when you really started to press on. The top-shelf Brembo Stylema stoppers had more than enough power and feel to smash that Pirelli into the bitumen, however lever feel and feedback is tactile enough to make them still useable off-road.
Earlier Multistrada models made no real pretence of having any serious off-road ability, but that all changed recently as Ducati turned their focus to err a little more on the ‘all roads’ side of the equation and have made the Multistrada more off-road ready than ever before.
2021 Ducati Multistrada V4 S
A 19-inch front operates through a generous 170 mm of suspension travel while the rear 170/60-17 works through a suspension stroke of 180 mm.Thus clearly, despite all its electronic smarts, it is never going to be as taut and performance oriented as a Panigale, nor would you want it to be in the real world, or you could certainly never do this…
It might not steer quite like a Panigale, but then a Panigale can’t do this…
With the recent announcement of a new Multistrada V4 Pikes Peak, complete with much lighter 17-inch Marchesini rims at both ends, Ducati have added the most sporting Multistrada they have ever made. It still has 170 mm of suspension travel, but instead of the Marzocchi system used on the other Multistrada models, the Pikes Peak edition uses Ohlins EC 2.0 suspension with events based smarts. This makes the coming Pikes Peak model the first Multistrada ever to wear Ohlins, and the systems that drive it are the same as used on the Panigale V4 S and Streetfighter V4 S.It also runs different geometry compared to the other Multistrada models, has a more sporting riding position and runs sportier pads in the Brembo M50 Stylema calipers.
Arriving in Australia during the second-quarter of 2022 priced at $44,500 Ride Away the Pikes Peak edition will be the ultimate Multistrada for carving up the tarmac
Clearly the Pikes Peak is the Multistrada for the more serious tarmac warrior, and I am sure it would also do more than okay at track days too! But anyway, let’s get back to the more dual-sport Multistrada, in particular the V4 S we had on test. And to be honest, that really does provide plenty of tarmac performance as it is.
The latest V4 S is a genuine dual-sport that likes to get dirty
A couple of 300 km loops that took in the Reefton Spur and all the best back-roads in Central Gippsland had really seen me start to gel with Multi. With the suspenders firmed up I was now in my happy place showing those Pirellis no mercy. My riding partner remarked that they could actually see smoke coming from the tyre at times, this was simply due to them hooking and driving through those big blocks of rubber as there was no sideways action going, they were holding on remarkably well.
This is pre Reefton but still despite their chunky demeanour the Pirellis held on well and wore better than I would have ever expected
I could not believe they weren’t shredded by the time we got home, as I could feel those tread blocks moving around, but somehow they didn’t start falling apart. A bit of technology in the tyres as well as the bike it seems and these hoops were developed especially for this bike in a joint Pirelli and Ducati partnership, it shows.
So much technology on this bike, but then tyre pressure monitoring is still an optional extra…
I could probably write 10,000 words on the subject of technology when it comes to this bike, and still not cover everything in fine detail.Thus while we all know about riding modes, lean-angle sensitive ABS/Traction, wheelie control, hill hold, engine braking control, all of which are best in the business, and can be fine tuned to your preference, let’s cover another trick up its sleeve that is only now starting to feature on a select few motorcycles.
Radar assisted Adaptive Cruise Control and Blind Spot Detection. I mean really, is this stuff actually useful on a motorcycle? To my surprise, yes, very much so. Don’t diss it until you try it.
Running on a dual-lane highway the adaptive cruise senses the vehicle in front is closing, due to its lesser speed, and slows the motorcycle to maintain a safe distance. Change lanes and immediately the motorcycle senses that there is no longer a slower vehicle ahead and it accelerates smoothly back up to the speed you had set. You can also change the distances it will intervene and separate you from the car in front. For someone running interstate highways or main roads across the burbs it would prove a genuinely useful asset.
Blind spot detection and radar cruise
Likewise the Blind Spot Detection systems worked flawlessly during my time with the bike, a small light in the mirror alerting you to an approaching vehicle can be quite reassuring. Both of these features are genuinely useful. The mirror stalks are also new for this model year and now actually still provide vision if you want to stand on the pegs while riding off-road.
Screen works amazingly well and the instrumentation is impressive
Ducati are more advanced than any other motorcycle manufacturer when it comes to aerodynamics and while the Multistrada doesn’t sport wings like the Panigale, you can still tell extensive wind tunnel development has taken place. The windscreen is brilliant considering its size.
The windscreen is brilliant, secret squirrel voodoo type magic
No buffeting of my Shoei no matter how I change position, no reverse buffeting either, and even with the panniers on, the Multi was rock solid in cross-winds. It’s also adjustable with a single finger and no doubt those side deflectors make their contribution to the aero performance.
I love decent integrated luggage. It makes last-minute overnighters so convenient. Just throw your clothes, shoes, wash-bag, camera, computer in and away you go. Get to the destination and need to do a run for some rum cans or bourbon to bring back to your digs, simply slot it in the panniers and away you go.I think you might be able to use them for less important items like food too.
Adjustable seat height, 840 mm – 860 mm. On our test bike both rider and pillion seats were heated
The seat is plush but also supportive, really impressive. On the ‘Travel and Radar’ optioned bike we had on test both the rider and pillion seats are also heated. Luxury…. The standard seat is adjustable between 840 and 860 mm while an optional extra low 810 mm seat is available as an option, as is a high 875 mm perch.
The seat is a nice place to spend time but the latest Multistrada is also much more home when up on the pegs compared to its predecessors
Both the lights and optional spot-lights worked well.I certainly appreciated the spot-lights as any dawn, dusk or night riding around my way is an exercise in roo, wombat and deer dodging.
The spotlights were appreciated come dusk
Amazingly, despite all the technology on this Multistrada V4 S with ‘Travel and Radar’ pack, tyre pressure monitoring was missing, and after spending $37,590 on this motorcycle you might be put out a bit after having to cough up more for that fairly basic and genuinely useful feature.
Updated mineral glass 6.5-inch TFT display on the S models
The TFT screen functionality includes the increasingly popular Sygic Maps for navigation. You will need to download the maps for the states you are travelling in and also the Ducati Connect app to your phone. It all works well enough with a reasonably intuitive interface and controller system.
Sygic navigation app and all the various suspension and rider aid settings are controlled via the display
It really would need another 5000 words to take you all through the functionality, but instead we will just show you these videos kindly provided by Ducati that walk you through the systems.You can even set a pin code whereby you can still start your bike if you misplace your proximity key.
This first video gives you an overview of the functionality offered and customisations available. From the internal tyre calibration functionality when you fit new rubber, to the huge amount of suspension and rider mode adjustments available via the menu system.
This second video runs you through the adaptive cruise control and blind spot detection systems.They worked perfectly in my time with the bike.
This third video runs you through how to use the Ducati Connect system and the apps required to activate the extra functionality. Your phone sits in a pocket at the rear of the 22-litre fuel tank, it is big enough to swallow the latest Pro Max iPhone and includes a USB charging port.
Handy tank pocket for your phone complete with USB socket
One thing that sets the navigation system apart from many is that you do not have to be wearing a Bluetooth headset in order to use the navigation. As someone that generally can’t be bothered faffing about with headsets this was very welcome indeed. Bellissimo Ducati!
So from those videos you can see this bike has a lot going on and is a far cry from the relatively simple original.This latest machine fully loaded with all the fruit may weigh a few more kilograms than the 2003 original but it makes exactly double the horsepower of that original Desmo DS twin and a heap more torque.
Granturismo engine is 1158 cc of granterrifc
I really must end this review by revisiting that truly incredibly GranTurismo V4 engine I raved about earlier. It propels you forward with such smooth and effortless shove that it really is a joy to command from your right hand. That best in the business quick-shifter also plays its part in helping this drivetrain stand out as the most impressive engine I have sampled.
It really does conjure up the old iron fist in velvet glove adage but its so good we might have to make that magnesium paw in satin mitt as its just too smooth for that original aphorism. On the road it is just about perfect, off-road, even with all the electronic smarts smoothing out the power delivery it does not hook up quite as fluidly as its twin-cylinder competition, but that’s to be expected.
Can you feel the serenity…?
Ultimately outright tarmac performance is hindered a little due to its dual-sport geometry and long-travel suspension but it is that, and its pretty impressive 220 mm of ground clearance (46 mm more than its predecessor), that also manages to give the Multistrada more off-road chops than most previous incarnations of the model. I can imagine the new more tarmac focussed Pikes Peak edition is going to prove perhaps the fastest point-to-point real world motorcycle on the planet.
The Pikes Peak edition is not going to be quite as comfortable getting up to these sort of capers though
As tested here the Multistrada V4 S with ‘Travel + Radar’ package, plus the optional spoked rims and a few other bits and pieces, won’t get you all that much change from 40k. That’s a lot of coin, but this is also a hell of a lot of motorcycle.
The Multistrada V4 S is a weapon, make no mistake about it
While not a complete wholesale change for 2022, the nips and tucks on the Ducati Panigale V4 are still quite thorough, and the most significant update since the model was first introduced in 2018.
Ducati claim lap-time improvements at Vallelunga of a full-second, while new suspension on the S model promises slightly better manners on the street. Best of both worlds then…?
The V4 S scores new Öhlins NPX 25/30 electronically controlled pressurised forks that now have 5 mm more travel than before on slightly softer springs (From 10 to 9.5 N/mm). These match up with an electronic TTX36 shock and Öhlins steering damper, all of which work in concert with the event based control system smarts.
2022 Ducati Panigale V4 S
The Panigale V4 standard version features 43 mm fully-adjustable Showa Big Piston Forks (BPF), Sachs steering damper and Sachs monoshock, also fully adjustable.
2022 Ducati Panigale V4 S
The pivot of the single-sided aluminium swingarm on both bikes is positioned 4 mm higher than that of the 2021 model for better anti-squat performance under power.
2022 Ducati Panigale V4 S
The seat is flatter in shape and wears a different coating to allow easier movement. Compared to the 2021 version, the tank has a new shape in the rear portion to allow the rider to better anchor when braking and allowing him to drive faster and longer. While not mentioned specifically in the supplied press blurb, it also appears the seat is 15 mm higher than before with the seat height now quoted at 850 mm.
2022 Ducati Panigale V4 S
Ducati engineers have changed the fairing, which now integrates more compact and thinner double-profile design wings with increased efficiency: this update guarantees the same vertical load, up to 37 kg at 300 km/h. Furthermore, the lower part of the fairing features redesigned extraction sockets to improve the cooling system and, as a consequence, the performance of the engine, in particular during racetrack days.
2022 Ducati Panigale V4 S
The heart of the bike is represented by 1,103 cc Desmosedici Stradale MotoGP-derived, which has undergone a series of updates. Updates in the lubrication circuit along with a new oil pump that reduces losses. The increased diameter of the silencer outlets allows to reduce the exhaust back pressure and, consequently, to increase the engine performance.
2022 Ducati Panigale V4
Thanks to these interventions and new mapping, the Desmosedici Stradale – Euro 5-compliant – delivers 215.5 hp at 13,000 rpm, with a power increase of 1.5 hp compared to the previous version, which rises to 2.5 hp over the peak of maximum power at 14,500 rpm. The engine also delivers 123.6 Nm (12.6 kgm) of torque at 9,500 rpm. Already by 6,000 rpm 80% of the maximum torque is available.
2022 Ducati Panigale V4
The gearbox now has longer first, second and sixth gears. This new SBK gear ratio is therefore more “racing-oriented”, more suitable for use on track. The first gear has been lengthened by 11.6%, the second by 5.6%. The tightest corners can now be taken in first gear and the smaller jump between the first two ratios allows the DQS, equipped with new calibration, to work more effectively. Lastly, sixth gear has been lengthened by 1.8% allowing, in combination with the increase in engine power, a top speed of 5 km/h higher than the Panigale V4 2021.
2022 Ducati Panigale V4 S
Power Modes on the Panigale V4 2022 which provides for 4 engine configurations: Full, High, Medium, Low. The Full and Low configurations are newly designed while the High and Medium configurations use a new strategy. Power Mode Full is the sportiest ever adopted by a Panigale V4 and allows the engine to express its full potential with torque curves without electronic filters, except for first gear.
2022 Ducati Panigale V4 S
New maps have been developed for the High and Medium Power Modes; now dedicated to each of the six gears, which guarantees the rider the possibility of always having the optimal thrust when opening the throttle. The Power Mode Low, on the other hand, has been conceived to make road riding a smoother affair, limiting the maximum power of the bike to 150 hp and offering a particularly manageable throttle response.
2022 Ducati Panigale V4 S
In order to offer everyone the opportunity to ride with a full racing exhaust even on circuits with tighter noise limits, an optional new exhaust system is available, completely in titanium, developed in collaboration with Akrapovič, which falls within the 105 dB noise limit (102 dB with the dB killer fitted). The new exhaust is equipped with high silencers alongside the tail and ensures a power increase of 12.5 hp, bringing the maximum value to 228 hp, while the maximum torque value rises to 131 Nm, along with an overall weight reduction of 5 kg. This new exhaust is added to the more compact full racing version already available in the catalogue, that extends under the engine and is also made entirely from titanium by Akrapovič, which at the same performance levels reduces weight by 6kg and has a noise level of 109 dB which drops to 107 dB when the dB-killer is installed.
2022 Ducati Panigale V4 S
An improved display features a new “Track Evo” option added to the existing Road and Track settings.In the “Track Evo” screen, the tachometer moves on a horizontal scale positioned in the highest part of the instrument, which is the most visible, and the indication of the gear engaged is in the center of the screen. On the right area there are four sectors of different colours, each dedicated to an electronic control (DTC, DWC, DSC, EBC). These sectors light up individually when the electronics are working on a certain parameter, remaining on for the time necessary for the rider to identify which indicator is activated. This signaling mode facilitates the user’s task in understanding the control that has actually worked to allow him to intervene more precisely and punctually on the choice of the optimal level and to obtain better performance more quickly. The left sector completes the information with the stopwatch, the number of laps completed and the speed. To make the gear change indication clearer, a green LED positioned on the left side of the dashboard, has been introduced.
2022 Ducati Panigale V4
The Panigale V4 features a latest-generation electronics package based on a six-axis inertial platform which instantly detects the bike’s roll, yaw and pitch angles. The electronics package oversees every aspect of the ride: some controls supervise start, acceleration and braking, others govern traction and others again lend a helping hand on corners and out-of-the-corner stretches.
ABS Cornering EVO
Ducati Traction Control (DTC) EVO 3
Ducati Slide Control (DSC)
Ducati Wheelie Control (DWC) EVO
Ducati Power Launch (DPL)
Ducati Quick Shift up/down (DQS) EVO 2
Engine Brake Control (EBC) EVO
Ducati Electronic Suspension (DES) EVO
2022 Ducati Panigale V4 S
The Panigale V4 will be available in Australia and New Zealand from February 2022. The Suggested Ride Away Price in Australia will be $34,000 whilst in New Zealand the Recommended Retail Price will be $35,495
The Panigale V4 S will be available in Australia and New Zealand from February 2022. The Suggested Ride Away Price in Australia will be $43,600 whilst in New Zealand the Recommended Retail Price will be $45,495.
Hydraulically controlled slipper and self-servo wet multiplate clutch
Frame:
Aluminum alloy “Front Frame” with optimized stiffnesses
Front suspension:
Fully adjustable Showa BPF fork. 43 mm chromed inner tubes. 120 mm travel
Rear Suspension:
Fully adjustable Sachs unit. Aluminum single-sided swingarm. 130 mm travel
Rake:
24.5°
Front wheel trail:
3.94 in (100 mm)
Front brake:
Dual 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema (M4.30) 4-piston calipers with Bosch Cornering ABS EVO
Rear brake:
245 mm disc, 2-piston caliper with Cornering ABS EVO
Front wheel:
5-spokes light alloy 3.50” x 17”
Rear Wheel:
5-spokes light alloy 6.00” x 17”
Front tire:
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear tire:
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear):
4.7 in (120 mm) / 5.1 in (130 mm)
Dry weight:
386 lb (175 kg)
Kerb weight:
437.6 lb (198.5 kg)
Seat height:
33.5 in (850 mm)
Wheelbase:
57.8 in (1,469 mm)
Fuel tank capacity:
17 litres
Number of seats:
Dual seats
Top Speed:
300 km/h (est)
Instrumentation:
Latest generation digital unit with 5” TFT color display
Safety equipment:
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 3, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration
Standard equipment:
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), Sachs steering damper, Quick adjustment buttons, Auto-off indicators, Chain guard
Ready for:
Ducati Data Analyser+ (DDA+) with GPS module, Ducati Multimedia System (DMS), Anti-theft, Heated grips
Hydraulically controlled slipper and self-servo wet multiplate clutch
Frame:
Aluminum alloy “Front Frame” with optimized stiffnesses
Front suspension:
Öhlins NPX25/30 pressurized 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. 125 mm travel
Rear Suspension:
Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm. 130 mm travel
Rake:
24.5°
Front wheel trail:
3.94 in (100 mm)
Front brake:
Dual 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema (M4.30) 4-piston calipers with Bosch Cornering ABS
Rear brake:
245 mm disc, 2-piston caliper with Cornering ABS EVO
Front wheel:
3-spokes forged aluminum alloy 3.50” x 17”
Rear Wheel:
3-spokes forged aluminum alloy 6.00” x 17”
Front tire:
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear tire:
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear):
4.7 in (120 mm) / 5.1 in (130 mm)
Dry weight:
384 lb (174 kg)
Kerb weight:
431 lb (195.5 kg)
Seat height:
33.5 in (850 mm)
Wheelbase:
57.8 in (1,469 mm)
Fuel tank capacity:
17 Litres
Number of seats:
Dual seats
Top Speed:
300 km/h (est)
Instrumentation:
Latest generation digital unit with 5” TFT color display
Safety equipment:
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 3, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration
Standard equipment:
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Marchesini aluminium forged wheels, Racing style handle grips. Chain guard
Ready for:
Ducati Data Analyser (DDA+) with GPS module, Ducati Multimedia System (DMS), Anti-theft, Heated grips
The 2021 MotoGP season will be one to remember for Ducati as the Italian marque had their most successful season ever as far as podiums on their way to lifting the constructors title.
Jack Miller
With seven victories in MotoGP in 2021, Ducati is the manufacturer that achieved the most successes this year. Eleven is the record of wins obtained by the Italian manufacturer in a single season and dates back to 2007.
Ducati 1-2-3 on the grid at Misano II
2021 was the best year ever for Ducati in terms of podium finishes in MotoGP. Ducati scored 24 podiums with five different riders: Pecco Bagnaia, Jack Miller, Jorge Martín, Johann Zarco and Enea Bastianini. It is a record for Ducati, which has 2019 as its second-best year with 17 podiums.
Pecco Bagnaia
For the first time since its MotoGP debut in 2003, Ducati placed three of its bikes on the podium in a single Grand Prix. This happened in the final round of the 2021 season; the Gran Premio de la Comunitat Valenciana won by Pecco Bagnaia ahead of Jorge Martín and Jack Miller.
Jack Miller
Ducati won the Constructors’ Title for the second consecutive year and the third in its MotoGP history. Five riders contributed to the title win with 357 total points: Pecco Bagnaia (167 points), Jack Miller (63 points), Johann Zarco (86 points), Jorge Martín (25 points) and Enea Bastianini (16 points).
Johann Zarco
The Ducati Lenovo Team won the MotoGP Teams’ World Title with 433 points. It is the second World Title won by Ducati’s factory team. The first came in 2007 when Ducati also won its first Constructors’ World Title, and Casey Stoner became World Champion.
Jack Miller and Pecco Bagnaia
For the first time in Ducati’s MotoGP history, the front row of the grid at the Grand Prix of Made in Italy and Emilia Romagna was occupied by three Ducati bikes. Bagnaia took pole position in qualifying ahead of team-mate Jack Miller and fellow Ducati rider Luca Marini. The same thing happened in the last Grand Prix of the season where Jorge Martín (Pramac Racing Team) started from pole position, ahead of Bagnaia and Miller.
2021 Valencia MotoGP podium 1 Francesco Bagnaia – Ducati Lenovo Team – Ducati – 41’15.481 2 Jorge Martin* – Pramac Racing – Ducati – +0.489 3 Jack Miller – Ducati Lenovo Team – Ducati – +0.823
In every Grand Prix held in the 2021 season, at least one Ducati has started from the front row of the grid. Of the 54 front row positions available in the 18 Grands Prix contested, the Italian manufacturer has obtained 30. It means that Ducati bikes have occupied 55 per cent of the front rows this season.
The Ducati Lenovo Team riders have started from the front row of the grid, from the first two positions, on three occasions this year: at the San Marino GP, the Emilia Romagna GP and the Algarve GP.
2021 Valencia MotoGP front row 1 Jorge Martin – Pramac Racing – Ducati – 1’29.936 2 Francesco Bagnaia – Ducati Lenovo Team – Ducati – +0.064 3 Jack Miller – Ducati Lenovo Team – Ducati – +0.389
In eight out of the 18 races held this season, at least 2 Ducati riders have finished on the podium.
In only 4 of the 18 races held this season, no Ducati rider has stepped on the podium. In 17 of the 18 races held this year, at least one Ducati has finished in the top four positions. Only at the Sachsenring, the best Ducati rider was Bagnaia, who finished fifth.
For the first time in Ducati’s MotoGP history, a Ducati rider from an independent team took victory; Jorge Martín (Pramac Racing Team), winner of the Styrian GP.
2021 Styrian Red Bull Ring MotoGP podium 1 Jorge Martin – Pramac Racing – Ducati – 38:07.879 2 Joan Mir – Team Suzuki Ecstar – Suzuki – +1.548 3 Fabio Quartararo – Monster Energy Yamaha MotoGP – Yamaha – +9.362
Jorge Martín (Pramac Racing Team) took his first pole position in the second Grand Prix of the 2021 season, in his debut year in MotoGP. At the same Grand Prix, the Spaniard also scored his first podium finish. Thanks to these successes, Jorge was awarded as 2021 Best MotoGP Rookie.
Martín’s team-mate Johann Zarco won the 2021 Best Independent Rider title.
Johann Zarco
The Ducati factory-supported team Pramac Racing won the 2021 MotoGP Best Independent Team title.
Ducati Lenovo Team riders Pecco Bagnaia and Jack Miller achieved their best-ever finish in the 2021 MotoGP World Championship.
Jack Miller – Image by 2snap
With 252 points, Bagnaia ended the season as runner-up, 26 points behind title winner Fabio Quartararo. On the other hand, Miller finished the championship in fourth place with 181 points, 97 points behind the leader.
With four wins in total, at Aragón, Misano, Portimão and Valencia, Bagnaia became the fourth Ducati rider to score the most wins in MotoGP with the Desmosedici GP.
A look at Ducati’s accomplishments in 2021 in MotoGP
And next season there will be two more Ducati Desmosedici machines on the grid, with the number growing from the six of this year, to eight next year.
After a fairly difficult couple of seasons with BCperformance Kawasaki, Bryan Staring will contest the 2022 Australian Superbike Championship with DesmoSport Ducati.
Team co-owner – Troy Bayliss
“I’m really looking forward to 2022. Although we’ve had some great results, it’s been two years since we’ve been able to race a full season, and I think we’re in a great position to race for the ASBK championship again. Mike has done a great job for us over the last 3 years, and it’s a shame the last two years have been so interrupted, but we will part on good terms at the end of the season and I wish him all the best in his racing future. It’s exciting to get to work with a new rider, introduce them to my Ducati family and the Panigale V4 R. I have a lot of respect for Bryan, I raced against him in 2018, he was a challenging rider on the track.”
Bryan Staring joins DesmoSport Ducati
The recently married 34-year-old Western Australian first made his mark with Australian Championship #1 plates across three different categories. Staring won the 125 cc Grand Prix Championship as a youngster in 2004 before then claiming the Supersport crown in 2009, followed by the Superbike Championship in 2010. The 125 and Superbike Titles were won on Honda machinery, while the Supersport crown was won with Yamaha.
Bryan Staring won the 2010 Australian Superbike Championship (Middle) – on the left is Troy Herfoss who won the 2010 Australian Supersport Championship while pictured right is Brendan Clarke who won the Superstock category that season.
Following a stint on the world stage in the European Superstock and also some time on the MotoGP grid aboard an uncompetitive CRT machine, Staring returned home to Australian racing in 2017 with Crankt Protein Honda where he finished seventh in the Australian Superbike Championship.
Bryan Staring on the grid at the 2013 MotoGP season opener in Qatar with long time supporter Russell Farrow – Bryan rode a CRT MotoGP machines that year – Image AJRN
When Bryan returned to Australia for that 2017 season he was coming back from extensive leg injuries that he had sustained in a motocross training accident in Italy. The injuries were so severe that he had been at risk of losing part of his lower leg, however he bounced back and eventually even returned to even winning bicycles races as he got back to full fitness.
Bryan Staring won the European Superstock 1000 race at Aragon in 2012
Staring then teamed up with BCperformance Kawasaki where Bryan won the opening round of that 2018 season before eventually finishing sixth in the championship, which he repeated in 2019 before improving to fourth in season 2020.
Bryan Staring won the opening round of the 2018 ASBK season at Phillip Island – TBG Image
Bryan Staring
“Since returning from Europe a few years ago I’ve really enjoyed racing in the ASBK and I’m excited to get on the DesmoSport Ducati Panigale V4 R. I spent a long time living in Italy, so to be able to partner with such a passionate, and proudly Italian brand really brings back a lot of great memories for me. It’s no secret that the bike is incredible to begin with and I’m confident that I can race for wins and the 2022 ASBK Championship. I love riding motorcycles, I love racing and I’m motivated more than ever with Ben and Troy’s support.”
Staring is currently equal fifth in the 2021 Australian Superbike Championship points standings with current DesmoSport Ducati rider Oli Bayliss.
Oli Bayliss is off to the new look World Supersport Championship while Mike Jones has been linked to a Yamaha ride in 2022 – Image by ImagesEverything
We believe Bryan and the Ducati could be a fearsome combination. Bryan and DesmoSport Ducati crew chief Ben Henry have actually lived together at various times during their lives as the two are close friends who both hail from Western Australia.
Team co-owner – Ben Henry
“I’ve followed Bryan’s entire career and I’m really excited to finally get to work with him. I actually have a set of his MotoGP leathers in the workshop! He has some big shoes to fill after the success we’ve had with Mike as well as the development of Oli, but I firmly believe that Bryan gives us the best opportunity to follow on from our championship win from the last full ASBK season in 2019. Of course, we still have the final round of 2021 at The Bend coming up, and I’m confident we’ll see strong results as we look to carry the momentum from Darwin, and the Southern Downs Series into 2022. It’s tough to part ways with Mike, he’s been with us since before DesmoSport Ducati existed and we’ve achieved a lot together in that time, including two championships here in the ASBK, as well as spring boarding Mike to race in Europe and even a race MotoGP. He’s an incredible rider, but our paths simply don’t align in 2022 and I expect we’ll be battling him on the track next year.”
Bryan recently married long term partner Jemmie The couple are pictured here with Bryan’s biggest supporters, dad John and mum Anthea Image Facebook
Bryan is expected to ride the DesmoSport Ducati for the first time on the Monday immediately following the 2021 Australian Superbike Championship finale at The Bend.
Bryan Staring to ride for DesmoSport Ducati in 2022 ASBK
Along with announcement of the V2 overnight as the new young start-up in Ducati’s Streetfighter range, Bologna also pulled the covers off a new big daddy of the Streetfighter range, meet the V4 SP.
2022 Ducati Streetfighter V4 SP
At $48,400 Ride Away the V4 SP is more than twice the price of the new Streetfighter V2, and 8k more than a Panigale V4 S, so what do you get for your money?
2022 Ducati Streetfighter V4 SP
Basically what you get is a Panigale V4 S without its clothes but with even more trick bits, some of which come from the 150k+ Superleggera, and the sum of those parts go to help make the Streetfighter V4 SP the wildest naked to ever be offered by Ducati. It looks pretty spesh too.
2022 Ducati Streetfighter V4 SP
2022 Ducati Streetfighter V4 SP Standard Features
Handlebar embossed with the progressive number of the bike
Brushed aluminum at sight tank
Dedicated seat with “V4 SP” logo
Carbon fibre wings
Carbon fibre front fender
STM-EVO SBK dry clutch
Carbon fibre wheels with 5-split spokes
Brembo Stylema R front brake callipers
Brembo MCS 19.21 front brake pump (Multiple Click System)
Adjustable rider footpegs in machined aluminium with carbon heel guards
Single-seat configuration
Lithium-ion battery
Carbon clutch cover open (supplied)
License plate holder removal cover (supplied)
2022 Ducati Streetfighter V4 SP
The “Winter Test” livery has been conceived by the Ducati Centro Stile taking inspiration from the Ducati Corse motorcycles ridden in MotoGP and SBK Championships pre-season tests. The Matte Black of the fairings combined with the Matte Carbon finish of rims and wings, contrasts with the bright Red accents and the sparkling brushed aluminium tank. Making it a little bit more special is the progressive number printed on the handlebar and the Italian flag colour scheme on the carbon wings.
2022 Ducati Streetfighter V4 SP
The Streetfighter V4 SP is equipped with split-five-spoke carbon rims, 1.4 kg lighter than the forged aluminium ones fitted as standard on the Streetfighter V4 S and capable of reducing the inertia by 26% at the front and 46% at the rear, making the bike significantly more agile and lighter when changing direction.
2022 Ducati Streetfighter V4 SP
Brembo Stylema R front brake calipers guarantee great braking power under even extremes of duress.
2022 Ducati Streetfighter V4 SP
The SP model shares with the Streetfighter V4 S version Öhlins NIX-30 fork, Öhlins TTX36 rear shock absorber and Öhlins steering damper controlled by the second generation Öhlins Smart EC 2.0 system. Unlike the S version, the new machine has the same Panigale V4 springs and hydraulics. The only difference is fork spring pre-load reduced from 11mm to 6mm.
2022 Ducati Streetfighter V4 SP
The beating heart is the 1,103 cc Desmosedici Stradale with 208 hp capable of delivering a torque of 123 Nm at 9,500 rpm. The Desmo 90°-V4 layout MotoGP-derived engine, featuring rare gems such as the counter-rotating crankshaft and “Twin Pulse” firing order.
2022 Ducati Streetfighter V4 SP
On the Streetfighter V4 SP the Desmosedici Stradale is fitted with the STM-EVO SBK dry clutch, which promises a better anti-hopping function, even in the most aggressive downshifts, and greater fluidity during all “off-throttle” stages, a crucial aspect to be truly effective on the track when pushing to the limit.
2022 Ducati Streetfighter V4 SP
The equipment of this unique bike is enriched by the adjustable aluminium and CNC machined foot-pegs, the carbon front mudguard, the lithium-ion battery and a range of accessories suitable for the “track days”, such as the open carbon clutch cover and the caps for removing the license plate holder.
2022 Ducati Streetfighter V4 SP
The latest-generation electronics package on the Streetfighter V4 SP is based on a six-axis Inertial Unit (6D IMU – Inertial Measurement Unit) capable to instantaneously detect the bike’s roll, yaw and pitch angle in space.
2022 Ducati Streetfighter V4 SP
In addition, the electronics package includes controls to manage all riding phases, from the start, to acceleration and braking, traction, through the corners and out the other side.
2022 Ducati Streetfighter V4 SP
• ABS Cornering Bosch EVO • Ducati Traction Control EVO 2 (DTC EVO 2) • Ducati Slide Control (DSC) • Ducati Wheelie Control EVO (DWC EVO) • Ducati Power Launch (DPL) • Ducati Quick Shift up/down EVO 2 (DQS EVO 2) • Engine Brake Control EVO (EBC EVO) • Ducati Electronic Suspension EVO (DES EVO)
2022 Ducati Streetfighter V4 SP
Lastly, the operating parameters of each control are associated by default with the three Riding Modes. Riders have therefore the opportunity to personalise their riding style or restore the Ducati settings. Any of the control levels, such as DTC, DWC, DSC o EBC, can be quickly adjusted via the left switch cube.
2022 Ducati Streetfighter V4 SP
The Ducati Streetfighter V4 SP is expected to arrive in Australia from May 2022 priced at $48,400 Ride Away.
Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode
Front Wheel
5-split spoke carbon fiber 3.50″ x 17″
Front Tyre
Pirelli Diablo Rosso Corsa II 120/70 ZR17
Rear Suspension
Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event- based mode. Aluminium single-sided swingarm
Rear Wheel
5-split spoke carbon fiber 6.00″ x 17″
Rear Tyre
Pirelli Diablo Rosso Corsa II 200/60 ZR17
Wheel Travel (Front/Rear)
120 mm (4.7 in) – 130 mm (5.1 in)
Front Brake
2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® R 4-piston callipers with Bosch Cornering ABS EVO. Self bleeding master cylinder
Rear Brake
245 Mm Disc, 2-Piston Calliper With Bosch Cornering ABS EVO
Instrumentation
Last generation digital unit with 5″ TFT colour display
Dimensions And Weights
Dry Weight
177 kg (390 lb)
Kerb Weight
196 kg (432 lb)
Seat Height
845 mm (33.3 in)
Wheelbase
1.488 mm (58.6 in)
Rake
24.5°
Front Wheel Trail
100 mm (4 in)
Fuel Tank Capacity
16 l – 4.23 gallon (US)
Number Of Seats
Single seat
Equipment
Safety Equipment
Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati
Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC)
EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC)
EVO, Auto tyre calibration
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down
EVO 2, Full LED lighting with Daytime Running Light (DRL),
Ducati Electronic Suspension (DES) EVO with Ohlins suspension
While Ducati have forged ahead with their adoption of V4 power for much of their large capacity range they have not been forgetting their L-Twin roots. In fact, with World Supersport set to be revitalised in 2022 and the likes of Oli Bayliss racing the Panigale V2 in the category, we will again be seeing more twin-cylinder Ducatis not only on the street, but also back in competition.
2022 Ducati Streetfighter V2
For those that like their sportsbikes without clothes, Ducati are also offering a new Streetfighter V2.
2022 Ducati Streetfighter V2
Powered by a short-stroke 955 cc Superquadro twin making 153 horsepower, it might be 55 horsepower down on the latest Streetfighter V4, but it still packs 40 horsepower more than the fabled 916 sportsbike, and 15 more ponies than the last model to share that iconic styling, the delectable 998 R. So clearly, it’s no slouch!
2022 Ducati Streetfighter V2
What we have is basically a Panigale V2 stripped of its bodywork and without the clip-ons. In their place we have a shallow bend single piece handlebar that positions the rider in a more street friendly riding position. It also runs a couple more teeth on the rear sprocket to shorten the gearing for street work.
2022 Ducati Streetfighter V2
The Superquadro engine is used as a bearing element connecting the compact front structure, consisting of a monocoque frame in die-cast aluminium fixed to the engine head. The single-sided swingarm, which is also connected to the engine, is 16 mm longer compared to that of the Panigale V2 which adds further stability.
2022 Ducati Streetfighter V2
Suspension consists of a 43 mm diameter Showa BPF front fork, fully-adjustable in compression and rebound damping and spring preload. The control of the front end is completed by a Sachs steering damper. A progressive link operates the fully-adjustable Sachs rear shock absorber. The side-mounted shock absorber allows quick access to all adjustments, the link is moved by a single-arm cast in aluminum.
2022 Ducati Streetfighter V2
Except for the adoption of brake pads characterised by a less aggressive bite, more suitable for road use, the whole braking system is faithfully taken from the Panigale V2 and features Brembo M4-32 monobloc radial calipers with 320 mm diameter discs.
2022 Ducati Streetfighter V2
The comprehensive and modern electronics are also inherited from the Panigale V2. The 6-axis IMU inertial platform manages all the electronic controls of the bike and gives the position of the bike in space in real time, sending the information to the control units that manage the controls.
2022 Ducati Streetfighter V2
The electronic package includes: ABS Cornering EVO with “slide by brake” functionality, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Quick Shift up/down (DQS) EVO 2, Engine Brake Control (EBC) EVO.
2022 Ducati Streetfighter V2
The Streetfighter V2 features three different Riding Modes (Sport, Road, Wet) with dedicated control settings. The electronic equipment can be enhanced by a range of accessories of the Ducati Performance catalogue: Ducati Data Analyzer (DDA + GPS) and Ducati Multimedia System.
2022 Ducati Streetfighter V2
The bike is equipped with full-LED headlights with front DRL and a 4.3-inch full-TFT dashboard with an intuitive interface that recalls the Streetfighter V4 family-feeling.
2022 Ducati Streetfighter V2
The Ducati Performance catalogue features an extended range of accessories, like the biplane wings, faithfully derived from the Streetfighter V4, designed to guarantee a downforce of 28 kg at 265 km/h. Furthermore, a complete Akrapovič racing exhaust is still available, which boosts power to 157 hp and reduces the weight by 7 kg. A single-seater kit and many other components that enhance the look and characteristics of the bike will also be available for the bling kings.
2022 Ducati Streetfighter V2
The Streetfigher V2 is scheduled to arrive in Australia from February, 2022, and will start from $22,500 Ride Away.
DesmoSport Ducati today expressed the team’s ongoing commitment to the Australian Superbike Championship but with the recent announcement that Oli Bayliss will race in World Supersport next year, the Queensland based team is at this stage planning to run only one Superbike rider in 2022. The name of that rider is expected to be announced soon.
DesmoSport Ducati – Image Half Light
Team co-owner, Ben Henry
“Troy and I have been talking a lot about 2022. We both believed quite early in the year that Oli needed to continue his progression, and we’re both committed to our goals and plans for DesmoSport Ducati and so we have decided to go back to one Panigale V4 R superbike rider next year. We’re actively looking for partnerships for next year and beyond as we cement our plans. I don’t think that Troy will be in Australia as much as usual next year, but he’s already committed to continuing his role within the team, even when that’s from Oli’s side in Europe. I’m excited for what the rest of 2021 holds, and I can’t wait to race a full season again.”
Ben Henry – DesmoSport Ducati – Image Half Light
Team co-owner, Troy Bayliss
“I’m really happy to be able to confirm our intentions for 2022 both with DesmoSport Ducati and with Oli. The ASBK has given us an incredible breeding ground for Oli over the years to hone his skills and build his confidence, and we all believe the next step for Oli to continue to progress is to race on tracks through Europe. Over recent years Ducati have been paying attention to Oli, offering advice as he advanced, and his recent form has meant that the very same people that gave me a chance all those years ago, are now lending support to Oli as he rides a Ducati Panigale V2 in World Supersport. In saying that, I love what Ben and I have built in DesmoSport Ducati, and we’re still just as committed to the team now as ever. This leaves us in the position of seeking support for both the team in Australia, and for Oli internationally. We’re motivated to win ASBK championships, we’re looking to finish 2021 strong and head out of two shortened seasons into 2022 with some momentum.”
DesmoSport Ducati pits at Winton earlier this year – Image RbMotoLens
DesmoSport Ducati now finalises preparations for the recently announced final round of the 2021 ASBK Championship at The Bend Motorsports Park on December 3-5. With some special guests slated to race, it’s sure to be an incredible finish to the season.
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