Ducati has won two World Superbike championships with Alvaro Bautista, but has fallen behind the BMW Superbike ridden by the extraordinarily talented Toprak Razgatlıoğlu. Enter a new Ducati Superbike for 2025 to raise the bar.
Announced earlier today, the 2025 Ducati Panigale V4 features significant changes designed to make the bike easier to live with and faster on the track. The single-sided swingarm, a Ducati trademark of sorts, is gone for 2025 and replaced by a double-sided unit that reduces lateral stiffness by a huge 37%. The front frame is new, and also features significantly reduced lateral stiffness to improve handling.
Engine changes maintain similar power and torque levels despite coming into compliance with Euro5+ emissions standards. New bodywork reduces aerodynamic resistance by 4%. The new wings on the fairing work to maintain the same downforce offered by the prior model.
Here is the press release from Ducati, followed by a video:
- The new Panigale V4 improves the power-to-weight ratio, bringing it to 1:15 hp/Kg thanks to a reduction in weight and a powerful engine to guarantee great emotions and adrenaline
- Faster on the track, more fun and less tiring for riders of all levels, from amateur to professional
- Aerodynamics and performance guided the Centro Stile Ducati in the creation of the new design, characterized by sensual and unmistakable lines
- Technologies derived from MotoGP at the service of every enthusiast to experience the riding sensations of professional riders
Misano Adriatico (Rimini, Italy), 25 July 2024 – With the new Panigale V4, Ducati pushes the limits of road super sports bikes even further. Born by profoundly evolving the bike that won the Superbike World Championship for two consecutive years, the new Panigale V4 has undergone a complete rethink in terms of design, technical base and ergonomics. A development that takes full advantage of the benefits deriving from the evolution of tyres, aerodynamics and electronics, thanks also to the experience of Ducati Corse.
The incessant search for performance, typical of the world of racing competition, has also profoundly influenced the evolution of motorcycle design. In fact, on the new Panigale V4, style and technology are perfectly fused and aimed at the objective of improving performance. A bike that arouses wonder at first glance, a magical and irrational sensation that increases when you get on the saddle thanks to the technical solutions designed by the Ducati engineers.
A true engineered marvel.
“Ducati’s mission is to enrich people’s lives through technologically sophisticated motorcycles characterized by sensual beauty,” declared Claudio Domenicali when presenting the bike during the Ducati World Première. “Few bikes like the new Panigale V4, the seventh generation of Ducati Superbikes, achieve this mission. A motorcycle that continues a history of successes and unforgettable models, and which represents the maximum expression of our values of Style, Sophistication and Performance.”
The new Panigale V4 is a motorcycle that allows those who ride it to experience the sensations of a professional rider thanks to unprecedented electronic solutions and technologies, largely derived from MotoGP. Solutions such as its V4 engine with desmodromic distribution and counter-rotating shaft, or chassis and electronics that are even closer to those of the official Desmosedici GPs. A motorbike capable of amplifying the riding skills of its rider, whether professional or amateur, offering him the confidence that allows him to push his limits forward in circuit riding.
A Panigale V4 that follows the evolutionary path traced by Ducati in MotoGP racing competition, where the Desmosedici has become the most desired bike in the category, with which, in 2023, seven out of eight riders were able to win at least one race.
The new Panigale V4 S weighs just 187 kg, two less than the previous model, and gains 0.5 hp despite the more restrictive Euro5+ homologation**. The technological innovations with which it is equipped, combined with these improvements, allowed a panel of riders of different abilities – from the fast amateur to the professional rider – to lower their best time by one full second during a comparative test carried out on the circuit of Cremona.
Integrated aerodynamic design
With the arrival of the seventh generation of Ducati sports bikes, from 851 to today, the development of the Ducati superbike marks an important turning point. From the previous approach, based on an aerodynamic package applied to a motorcycle with an already complete design, Ducati has moved on to a method of aerodynamic design work and integrated design, through a global vision in which the aerodynamic profiles fit seamlessly into the lines of the motorcycle.
The new fairing reduces aerodynamic resistance by 4% and protects the rider more effectively in a straight line, keeping him in a sort of “bubble” of calm air. The high-efficiency double-profile wings are perfectly integrated with the shapes of the front, maintaining the contribution in terms of downforce unchanged compared to the previous model. Moving back the leading edge of the fairing with respect to the front wheel makes the bike nimbler when changing direction at speed, while the improvement in the shape of the mudguard and the conveyor upstream of the radiators increases the effectiveness of the cooling system, particularly the oil cooler.
To design the new Panigale V4, the Centro Stile Ducati was inspired by the legendary Ducati 916. The designers’ objective was to take inspiration from the iconic motorcycle of the Borgo Panigale company and integrate the ergonomic and aerodynamic solutions of the Desmosedici GP, necessary to satisfy the current riding style on track. The side view of the new Panigale V4 finds that balance between front and rear typical of the 916, with a more horizontal general layout and more like that of the MotoGP bikes of recent years. The unmistakable line of the 916 was also the inspiration for designing the front light cluster, in which the assertive look is underlined by the double V-shaped DRL typical of Borgo Panigale sports bikes. Finally, the air intake is now single and central, hidden under the fairing, while the tail, wider and longer, increases roominess for the rider.
Ergonomics
The riding position of the new Panigale V4 was developed with the dual objective of guaranteeing maximum integration of the rider into the aerodynamics of the motorcycle and improving control of the vehicle in the most important phases of riding on the track. The seat-tank assembly, thanks to greater roominess, offers more freedom of longitudinal movement and facilitates positioning in the fairing, also thanks to a deep recess in the upper part which avoids interference with the chin guard of the helmet.
At the same time, the rear area of the tank, combined with the side covers and the shape of the seat, better support the rider during braking, entering and cornering phases without limiting body movements in the other phases. The rider finds it easier to anchor himself with his knees to counteract the deceleration and to lean out of the saddle once the motorbike is cornering, thus reducing strain on the arms and therefore general fatigue. The footrests have been moved 10 mm inwards compared to the current Panigale V4, increasing ground clearance and, by allowing the rider to have his feet and legs positioned more internally, improving aerodynamic penetration.
Racing-derived engine
The Panigale V4, more powerful and lighter than the previous model, was created to give enthusiasts unparalleled sensations. Its engine, the Desmosedici Stradale, is strictly derived from that of the Ducati MotoGP bike, with which it shares numerous technical solutions, starting with the architecture. It is a 90° V4 with desmodromic distribution, counter-rotating shaft and Twin Pulse timing, which gives the Panigale V4 a sound totally like that of the Desmosedici GP.
On the Desmosedici Stradale of the new Panigale V4 the distribution diagram has been revised, with cams with a different profile and a higher lift value. The alternator and oil pump are the same as the ones mounted on the Panigale V4 R, while the gearbox drum is the one used on the Superleggera V4. The variable length intake horns have a greater excursion, with a value of 25 mm in the short configuration (-10 mm) and 80 in the long one (+5 mm).
The Desmosedici Stradale engine, Euro5+ homologated, delivers 216 hp at 13,500 rpm and a maximum torque of 12.3 Kgm at 11,250 rpm**. Values that increase in track configuration: by adopting the Ducati Performance racing exhaust by Akrapovič the maximum power rises to 228 hp.
Chassis derived from MotoGP
The Panigale V4 has always been the road supersport bike closest to a MotoGP. In 2022, Francesco Bagnaia recorded a best time of 1m35.8s during the Lenovo Race of Champions, a competition approved by the FMI, on the Misano asphalt. A time less than 4 seconds away from the outright MotoGP race record: 1m31.8s, set by Francesco Bagnaia himself on his Ducati Desmosedici GP.
To make the Panigale V4 even more competitive, Ducati Corse requested new stiffness targets for the frame and swingarm to be able to exploit the full potential of the new slick tyres used in Superbike.
Ducati Corse engineers defined the optimal lateral stiffness to maintain grip at lean angles now over 60°, while at the same time maintaining high longitudinal stiffness values to exploit the engine torque during acceleration and braking power when braking.
For this purpose, the Front Frame was modified and a new double-sided swingarm – Ducati Hollow Symmetrical Swingarm – was developed; lightweight and with an innovative design, thanks to a specific geometry, this allowed the position of the silencer under the engine to be maintained, a unique solution in the global panorama of road super sports bikes. This solution confirms the Ducati approach, based on style, sophistication and performance, capable of overcoming the compromise between style and performance.
The new swingarm reduces lateral stiffness (-37% compared to the previous single-sided swingarm) and weight thanks to the two large lightening slots, improving traction when exiting corners and the rider’s feeling during acceleration. The swingarm-forged rear rim assembly weighs 2.7 kg less than the previous one and is more effective in putting power to the ground. On the Panigale V4 S, the forged aluminium alloy wheels with five tangential spokes, inspired by those of the Desmosedici GP, weigh only 2.95 and 4.15 kg for the front and rear respectively.
The Front Frame is lighter (3.47 kg compared to the previous 4.2) and has been remodulated in terms of stiffness compared to the previous model (-40% laterally). As a result, it offers even more confidence when leaning and is more effective when it comes to taking the apex and closing the turn. The third generation electronically controlled Öhlins NPX/TTX suspensions of the Panigale V4 S broaden their range of adjustments, offering more comfortable settings for road use and are more effective when riding between the curbs of a circuit. At the same time, the greater speed of the hydraulic valves offers a more precise and accurate response in every riding situation.
The new Ducati Panigale V4 is the first motorcycle in the world equipped with Brembo HypureTM front brake callipers. Lighter (-60 grams per pair) and more high performing, the Brembo HypureTM callipers disperse the heat generated by braking more effectively, offering more consistent performance, and therefore greater effectiveness for the rider in seeking his own limits. Another important world premiere is the Race eCBS system, developed by Bosch in collaboration with Ducati. In the levels dedicated to circuit use, the latter can activate the rear brake according to strategies that reproduce the techniques of professional riders and therefore experiment with the possibility of delaying the braking point on the track compared to the absence of the system. In particular, the system continues to activate the rear brake even after releasing the front brake when entering and cornering, as professionals manage to do using the handlebar control.
Ducati Vehicle Observer
The constant commitment to electronic innovation led Ducati to develop the Vehicle Observer (DVO). The Ducati Vehicle Observer simulates the input of over 70 sensors, thus refining the electronic control strategies, which can achieve unprecedented effectiveness in series production. The extreme precision of this functionality in fact allows the controls to intervene in an almost predictive manner to promptly satisfy the rider’s requests in the search for maximum performance.
The DVO, developed by Ducati Corse in MotoGP, estimates the ground forces acting on the motorcycle and the loads that it can bear in various riding conditions, integrating the information from the IMU inertial platform in an even more accurate manner.
The 2025 Panigale V4 is equipped with a complete package of electronic controls: Ducati Traction Control DVO, Ducati Slide Control, Ducati Wheelie Control DVO, Ducati Power Launch DVO, Engine Brake Control and Ducati Quick Shift 2.0. The DQS 2.0 system uses a strategy based solely on the angular position sensor of the gear drum, thus being able to use a gear shift rod without microswitches and therefore offering the rider a more direct feeling with reduced travel.
MotoGP dashboard
The dashboard is completely new. The dimension of 6.9″ with an 8:3 aspect ratio offers maximum readability without interfering with vision through the windshield in the fairing position. The protective glass uses Optical Bonding technology to ensure optimal readability on a black background even during the day.
On the new Panigale V4, the sensation of being on a Desmosedici GP is reinforced by the new Track display on the dashboard. The interface dedicated to use on the track is in fact designed to support the rider in the search for maximum performance. Thanks to the size and “wide” form factor of the new dashboard, a series of new parameters can be displayed on one side of the screen:
- “g-Meter”, which indicates in real time the value of lateral acceleration when leaning, and longitudinally during acceleration and braking.
- “Power&Torque”, which displays the percentage of power and torque delivered at that moment compared to the maximum values available given the gear engaged.
- “Lean angle”, which shows the instantaneous lean angles accompanied by the level of throttle opening and the pressure exerted on the brake.
The Info Mode Track can display chronological performance in real time. Taking advantage of the GPS system, the dashboard displays lap times, and is capable of handling three splits, which can be set by the rider using the flash button during the first session. The dashboard displays the split times table, with T1, T2, or T3 icons indicating the performance obtained in that sector of the track using the same colour codes – white, grey, orange, red – used in MotoGP.
The Road info mode is very clean, with great prominence given to the circular tachometer, placed in the centre and with the gear indicator inside. The left side of the screen is reserved for settings, the navigator (if installed), the music player, smartphone management and accessory heated grips, and the different functions available for each of these. On the right-hand side are the indications for speed, time, water temperature and cruise control, if enabled. The dashboard dynamically changes the distribution of space, moving the columns and redistributing the areas, to offer maximum visibility to the functions you are currently using, such as the navigator.
Upon returning to the pits, the new DDL data acquisition completes the official rider experience. The system, developed by 2D in collaboration with Ducati, records all the parameters relevant for riding from the Panigale’s CAN bus line, cross-referencing them with a state-of-the-art GPS system capable of drawing the trajectories travelled with great precision. The data can then be analysed using external software with templates and reports created by Ducati Corse, to perfect your performance on the track.
The new Panigale V4, offered in single-seater configuration with a passenger kit available as an accessory*, will arrive in dealerships in September 2024.
#DucatiWorldPremiere2025 #Ducati2025 #WonderEngineered
* Bike specifications and equipment may vary from market to market. Please refer to your local dealer for further information
** Not valid for USA – power differs from the EU homologated version
Panigale V4 S
Colour
- Ducati Red with Urban Grey frame, black rims and matt black front mudguard
Main standard equipment
- Desmosedici Stradale engine, 1,103 cc
- Maximum power of 216 hp at 13,500 rpm (209 hp @ 12,750 rpm for the US market)
- Maximum torque of 12.3 kgm at 11,250 rpm (121,3 Nm @ 11250rpm for the US market)
- Curb weight without fuel: 187 kg
- “Front Frame” chassis
- 17-litre aluminium tank
- Ducati Electronic Suspension (DES) 3.0
- Öhlins NPX-30 fork with Öhlins Smart EC 3.0 control system
- Öhlins TTX 36 shock absorber with Öhlins Smart EC 3.0 control system
- Öhlins steering damper with Öhlins Smart EC 3.0 control system
- Forged aluminium rims
- Lithium battery
- Braking system with Brembo HypureTM monobloc callipers
- Pirelli Diablo Supercorsa V4 tyres with 200/60 rear
- Wings with biplane configuration and integrated design
- Latest generation electronic package with 6-axis Inertial Measurement Unit (6D IMU): Race eCBS with cornering functionality; Ducati Traction Control (DTC) DVO; Ducati Slide Control (DSC); Ducati Wheelie Control (DWC) DVO; Ducati Power Launch (DPL) DVO; Ducati Quick Shift (DQS) 2.0; Engine Brake Control (EBC), Ducati Vehicle Observer (DVO)
- Buttons for quickly changing levels
- New 6.9” full-TFT dashboard with 8:3 aspect ratio
- Riding Modes (Race A, Race B, Sport, Road, Wet)
- Full-LED headlights with DRL and turn signals integrated into the headlight*
- Single-seat configuration (passenger kit accessory)
- Ready for Ducati Data Logger (DDL) and Ducati Multimedia System (DMS)
Panigale V4
Colour
- Ducati Red with Urban Grey frame and black rims
Standard equipment like Panigale V4 S except for:
- Curb weight without fuel: 191 kg
- 43 mm Showa Big Piston Fork (BPF), fully adjustable
- Sachs mono-shock absorber, fully adjustable
- Sachs steering damper
- Five-spoke light alloy wheels
- Lead acid battery
would still rather have an ’83 gsx-1100s katana or an ’04-06 guzzi mgs-01.
“ The Desmosedici Stradale engine, Euro5+ homologated, delivers 216 hp at 13,500 rpm and a maximum torque of 12.3 Kgm at 11,250 rpm** “. That footnote is “Not valid for the US.” Are the US numbers lower than the EU homologated numbers? Need to know. Though I love this bike. With 50 designers and engineers optimizing and doing trade-offs on 100 components for optimal performance for all riders, this can’t be cheap. Or I could just buy three excellent Suzukis
The EU and California seem to be locked in an emissions battle. So you never know. This bike seems to be following the general Ducati trend to make bikes that are physically imposing. Note in the last photo how the bodywork juts outward from below the frame. The local Ducati dealer also sells MV, Aprilia, and Moto Guzzi. A quick walk through the place is really telling. The Ducatis are huge. The MV and Aprilia are medium sized and the Moto Guzzis look quite small by comparison. It’s really quite shocking.
Problematic US noise emissions testing procedures are forcing some manufacturers to alter some of their US models’ output and HP/torque curves in order to meet regulations. Something about placement and distance of dB pickups during the test run by the EPA that is different than agencies of the EU and elsewhere.
That reminds me of the turbo ridiculous system on the Hypermotard. There was an exhaust flapper in the pipe that opened up at 6kRPM. Darn thing ran like a poorly carbureted two stroke coming on hard after the kitten phase of the powerband. Same deal with the CB1000R that I rented in The Netherlands. Weird two stroke emulating four strokes designed not to make noise below the relative freedom point. There is a work around. I grew up tuning my bikes.
The bikes are so creepy now days. They keep getting harder to fix.
I love how they brag about an increase of 0.5 hp. That could be calibration/rounding error on the dyno.
Or an order of magnitude smaller than the normal deviation from one engine to another.
All those sensors, and on a bike from a manufacturer that can’t provide a fuel level sensor that lasts more than six months?
“Ducati: Lower Your Expectations”
LOL
https://www.youtube.com/watch?v=eU0JpLMJY6U
I sold a Multi because of those stupid fuel level sensors and that was back in ’17. Fine if the thing does not work but all the flashing lights on the dash was madness.
A 22K ohm resistor plugged into the connector for the sensor (under the seat) gives you a perpetual 3/4 tank of fuel and turns off the lights on the dash. Of course, then you need to know your fuel range and reset the trip odo every time you gas up. Everyone blames ethanol in our (US) fuel and that may be true but the US is full of cars with functioning fuel sensors…….
My 2014 multi will get it’s fifth new sensor just before I sell it. Aside from that, it’s been a great bike.
It looks like you could easily unscrew the mustache and replace them with blanking plates. Another nice part to add would be a cover that closes the gap between the red seat cowl and the rest of the tail extension at the license plate. It’s weird that they segmented it like that. That would fix the aesthetics.
Gone are the days when buying the the bike that gets raced makes any sense. I bought one of the first 916s that hit Minnesota. It was designed by one man, who had contempt for air filters. But the bike was iconic. They made mention of the 916 a bunch of times in the above syrup. But this motorcycle was designed by a race team who needs a bike to beat a better rider than the guy they have. So they did the best they could to sex up the aero package and then had some guy write up a bunch of praise for it. They even finally let go of the single sided swingarm. That thing does make adjusting the chain really easy. But it adds about three pounds of mostly unsprung weight and they have never gotten it to flex properly. It has always been a fashion element. Let’s all move beyond it shall we? Chasing after bikes like this is one of the few parts of my youth that I don’t miss. The poor kids now have to lust over bikes that will age like condoms.
The shape of the 916’s bodywork may have been designed by one man but in no way was the bike designed by one man. That bike was designed with the same goals in mind as this one, to be more competitive and desirable to it’s target audience than other bikes.
I remember when they ditched the SS swing arm last time. The bike was better than its predecessor in every measurable way and didn’t sell all that well. Engineering was “encouraged” to explore the SS swing arm again in the next model, the first to bear the name Pannigale.
That’s the problem with the street bike market. It’s way too fashion focused. That’s why the 916 was the last street bike that I bought new. Read the comments here. They are mostly about electronics packages. A motorcycle that is well designed for street use doesn’t need electronic packages. But the buying public isn’t interested in good equipment. They want some beast that is tamed by electronics. I built a supermoto because I thought the 105hp 916 was too fast for street use and made riding public roads boring. I ended up riding the Husqvarna 610 that I bought with it to use as a DP rig more often. So I sold both of them. I found that tire compromises on DP rigs made them usually useless and front line bikes became all about having more power than is necessary to have fun. And what do we have today. ADV bikes with 21 inch front wheels and 200+hp front line bikes. Want a bike with about the right amount of power? Go to the bargain basement and get something that’s nearly impossible to upgrade into a decent bike. So I stick with the air cooled two valve Ducati. They are less ridiculously heavy, though still way too heavy, and it’s a great street bike engine available in something with decent suspension and brakes. Do they have electronics packages? No. Why? Because they don’t need them. Only stupid motorcycles need smart technology.
The 916 was Ducati’s maximum expression of technology, performance, and yes, fashion at the time, this is it currently. If electronics were a thing back then, they’d have been on the 916.
The Yamaha xmax 300 has traction control and ABS, because European roads are slick as ice after it rains. If there’s value in it at 30hp..
I agree that 200hp bikes are grossly overkill on the street but here we are.
Funny, I lived in NL and France for five years and rode motorcycle extensively while I was there. I didn’t notice the roads being slippery. A friend and I rode for three days in five countries in the rain and didn’t encounter anything out of the ordinary.
Bob, my opinion is mine. I don’t expect anyone to adopt it. You’re probably better off if you don’t. Walking through a motorcycle showroom and seeing all that nothing is really no fun at all. Where you got the confused and angry bit is beyond me. I would call it extremely disappointed. How on earth can they build so many street bikes without building one decent piece of equipment? I checked out that new Ducati single. The engine has an oil filter housing that is totally in harms way. And I’ll trade the electronics for less weight any day. My front line bike weighs 285 pounds. Go dig in your bag full of all that wonderful technology and build something to replace that. I’ll be waiting. Quite possibly for the rest on my life.
Joe, I bought the 916 because I rode the crap out of the 900SS that I bought a couple years earlier. I rode it so much that I bought a Husqvarna 610 to take some pressure off of the new bike. As it turned out the Husqvarna convinced me that what I really wanted was a supermoto. So in 2000 when the XR650R came out I sold the Duc and the Husky and built a supermoto. I still have a 2003 that has lots of cool parts heaped on it.
“My front line bike weighs 285 pounds. Go dig in your bag full of all that wonderful technology and build something to replace that. I’ll be waiting. Quite possibly for the rest on my life.”
Yes, you will probably be waiting for the rest of your life because you haven’t bought any of the offerings that approach the experience you keep telling us you want so they’re getting discontinued. Should’a put your money where your mouth is and picked up a Duke 690. You could still get one of the various KTM group 690 super-moto’s. Better hurry…
I bought a set of supermoto wheels for my friend’s 690 Enduro so he could ride something a bit more nimble than his R1200RT for the fall color ride in The Dragon area last year. I rode it around and got his gearing and speedometer dialed in and all That. It’s not like I am unaware of the 690s. I’m not fond of anything that is ride by wire. And if I were to get a 690, I would get a Kramer 690 and modify it to suit. I would end up with a much lighter bike.
Mick, I’m sorry that you got old and motorcycle technology left you confused and angry, but please stop pretending you speak for anyone other than yourself.
KEK
Mick ,
I appreciate the opinion. I’ll give you your two cents.
It’s that kind of perspective that helps to keep the rest of us grounded.
But I like to dream a bit and I suspect you were dreaming a bit as well when you slapped that stack of cash down for that 916. A beautiful and amazing bike. Totally unnecessary , but you had to have it.
As for me I’m fascinated by the design and engineering advances mostly and the “form and function “ of the aesthetics.
This kind of machine is out of my reach on a few levels but I’m glad someone is building it.
I used to love the latest and greatest liter or larger sport bikes. This new Panigale looks spectacular, performance is likely otherworldly, but it’s designed for the race track, and I don’t race. Same with BMW’s S1000RR & M1000RR, Yamaha’s YZF-R1 & YZF-R1M, Suzuki’s GSX-R1000, etc.
There are several tuned-down sister models available, but then I’m not getting the best technology. I’d like the best technology, but on a bike designed for the street, not the track. Not sure where to turn.
Puh-leese… you can absolutely get this level of tech on street bike, you don’t even need to look very hard:
BMW S1000R (or M1000R if you’re stupid rich and like to waste money)
Yamaha MT-10 SP (hell, even the MT-09 SP uses the R1M’s electronics package now, as does the Tracer 9 GT)
Aprilia Tuono V4
KTM Super Duke
Ducati Streetfighter
If you’re going to whine, at least whine about something less obvious!
Lol. Good response. Okay, I forgot to mention three requirements for the bike I’m seeking:
1) Must have a full-fairing;
2) NOT an Adventure Style bike, must be leaned over somewhat;
3) Must be a multi-cylinder (triple or four; no twins).
For reference, my two current motorcycles are a 1997 Triumph Daytona T595 triple that I purchased new 27 years ago, and a 2012 BMW K1300HP limited edition sport-tourer.
The Daytona was competitive at the time (27 years ago!), some riders even took theirs to the track, but it’s a great all-around street bike (at least for me). Compared to today’s hyper-sport bikes, it’s darn-near comfortable !
Do any of the bikes you listed fit the bill ?
Ninja H2 SX
Ninja 1000SX
3rd gen Busa.
I second the Kawi H2 SX. I purchased a 2022 and absolutely love riding it. The power isn’t the feature I bring up when discussing it. For me it’s the all day comfort of the bike. Adaptive Cruise allows me to sit up and be a passenger with hands off the bars except for a finger tip here and there on sections of road where passing is not an option while you are in a conga line of vehicles doing normal speeds. This time off the bars and relaxed letting the bike maintain a pace on its own is a break in the action that both aleaves pain from being stuck in that one position, to allowing you to mentally relax and not be so uptight about the pace slowing to boring tedious speeds. I also handles like a Ninja and the weight aids the bikes ability to stay stable in rougher roads rather than deflect off every bump. I ride it like a sport tourer and don’t make much about its nearly 200bhp. Until the passing option presents itself and then its right to the front of the line and a quick dispatch of that conga line.
Visuals are of a Manta Ray. Oddly enough aerodynamic wings will no longer appear on Moto GP motorcycles and yet exist on street bikes, life imitating art imitating a past life.
Actually they are only going to limit the width of the bike. They will continue to look ridiculous. Just a little bit narrower version of ridiculous.
Beautiful, and awesome attention to all the details. So much in one machine. Art.
Pop art made for the nouveau riche that don’t know any better, maybe.
For a modern-tech (including Government Required crap) bike it’s actually very good-looking.