Ducati adds another generation to the Panigale V2 range with its MY2022 base model and special, limited-edition Bayliss model. Tuned-up bodywork meets with beefed-up electronics and improvements to the legendary 955 cc Superquadro powerplant that delivers racebike performance, whether you have access to a track, or not.

Power for the Panigale V2 comes from a Superquadro engine that runs in an L-twin, or 90-degree V-twin, configuration. It delivers plenty of torque by virtue of its design. The Panigale V2 produces 155 horsepower and 76.7 pound-feet of torque.

It relies on a Desmodromic valve-actuation system that replaces the valve springs with a pull-closed cam. This delivers positive poppet closure and eliminates the harmonic valve float that can plague conventional valvetrains in the higher rev range.

This is one massively oversquare engine with a 100 mm bore and 60.8 mm stroke. That gives it a 955 cc displacement and a spicy compression ratio of 12.5-to-1 that will demand high-octane pusholine.

It’s liquid-cooled, so you can count on relatively stable operating temperatures compared to that of air-cooled mills. A gear-type primary drive sends power through a hydraulic slip-and-assist clutch and then the six-speed transmission.

Here we find the first of the electronic goodies in the Ducati Quick Shift (DQS) EVO 2 that lets you work both up- and down-range without ever rolling off or using the clutch. Even if you aren’t racing, it’s nice to give that left hand an extra break, even though slipper clutches are already known for their light pull weight. Perhaps we can say it’s doubly light?

Power makes its way to the rear wheel via a touch, chain-and-sprocket final drive with an overall gear ratio. That turns in a Panigale V2 top speed around 167.7 mph (270 km/h).

The ride-control goodies are extensive. Ducati threw on everything but the kitchen sink when it built the Panigale V2’s electronics suite. An inertial-measurement device informs many of the electronic features to make them the corner-sensitive variety.

It comes with Riding Modes, Power Modes, and Ducati’s own Traction Control that has an onboard Wheelie Control. An Engine Brake control helps mitigate the effects of excessive backtorque, and is quite effective when paired with the slipper clutch.

The factory spares no effort to get the most out of the bodywork on the Panigale V2. A minimal front fender rides close to the hoop with spoiler-type uprights. It forces the slipstream outboard and into laminar flow with the engine cowling for low-drag penetration.

Dual headlights split the night through LED technology with DRL bars for daytime visibility. At the bottom of the headlight ports, a pair of ram-effect intakes funnel pressurized air from the front of the bike directly into the intake for a boost in performance.

It’s nice to have. However, the effect doesn’t make any significant gains until up around the 100 mph mark, so street riders will have it as a bragging point but little else.

Up top, a bubble screen punches a hole in the wind, but you’ll have to put your chin on the tank to find it. That’s something helped by the clip-on bars.

The front turn signals integrated with the mirrors are removable as a unit ahead of track days. This is as you’d expect from a true track-capable machine.

A narrow waist meets a tapered fuel tank to unleash the body-English possibilities. The butt cradle pulls the pilot down into the bike while the lofted pillion pad sits on the upswept subframe structure. A set of fold-up footpegs come stock to complete the passenger’s gear.

The rear mudguard carries the blinkers and license plate for easy removal as a unit. The swingarm-mount hugger handles the rest of the fling containment out back.

The main frame in the Panigale V2 is actually a monocoque structure that relies on a stressed skin. The drivetrain components to complete the support.

Rake and trail measure at 24 degrees and 3.74-inches (95 mm) respectively, with a 52-percent front and 48-percent rear balance. All of which puts it deep in the nimble end of the handling spectrum.

Both the base model and Bayliss come with a steering damper at the steering head, but the base V2 comes with a Sachs damper while the Bayliss has an Öhlins unit.

There’s divergence at the suspension, as well. The base Panigale V2 rides on 43 mm Showa BPF forks with a Sachs monoshock and single-side aluminum swingarm out back, while the Bayliss sports Öhlins NIX30 stems ahead of a TTX36 Öhlins monoshock. No matter which of the two you choose, you can count on the full range of adjustments at both ends so you can dial in just the ride you want.

Suspension travel measures at 4.72 inches (120 mm) up front and 5.12 inches (130 mm) at the rear axle. This is ample for road work and it’s sufficient to handle the suspension squat associated with aggressive race cornering.

Cast, five-spoke alloy rims round out the rolling chassis in a 17-inch diameter front and rear. They come shod with Pirelli Diablo Rosso Corsa II hoops in a 120/70 and 180/60. They come with a “Z” speed rating that’ll take whatever you can dish out.

Brembo Monobloc calipers also bridge the gap between these two models with four-bore M4.32 calipers and 320 mm dual front discs. A twin-pot anchor and 245 mm disc handle the rear wheel with Cornering ABS EVO protection all around.

The base 2022 Panigale V2 costs $17,795. It comes with a choice in colorways between Ducati Red and Star White Silk livery.

Understandably, the extra goodies and exclusivity offered by the Panigale V2 Bayliss 1st Champion 20th Anniversary boost its sticker a bit. The MY2022 Bayliss costs $21,495. Both models come with a full array of custom equipment that lets you make your own mark on your ride.

Most performance-bike manufacturers have some sort of race-tastic street machine on its floor. Honda is no exception with its CBR1000RR.

Honda reworked its bodywork to reduce both mass and bulk. This gives it an overall trimmer look compared to that of its predecessor.

The CBR similarly combines the blinkers with the mirrors, and the rearward gear on the mudguard assembly, and for the same reason. It’s easy removal ahead of track days and equally easy re-installation when it’s time to get back on public roads.

Rather than a twin, Honda opts for a 999.8 cc inline-four-banger. It produces 189 ponies and 84 pounds o’ grunt against 155/76.7 respectively, to give Honda a clear edge in brute force.

The electronics are top-shelf with more or less the same features across the board. The exception is Honda’s electronically-controlled steering damper that goes above and beyond.

Honda gains a slight edge at the checkout with its $16,499 sticker/ It’s a slight edge, especially at this price point.

“All I can say is God bless the Italians. Their passion shines through with bikes such as this, both in aesthetics and performance alike. If you think proper track shenanigans interest you on a bike that you can ride home, this is a good place to start in the liter-bike range.”

My wife and fellow motorcycle writer, Allyn Hinton, says, “When looking at the Panigale V2 vs V4 discussion, know that the V2 has half the cylinders of the V4, but it’s not half the engine. The V2 is 955 cc whereas the V4 is 1,103 cc, and horsepower and torque come pared in similar ratios.”

“While it isn’t as fast as the V4, the V2 has similar styling and it has manageable power. You almost have to purposely mishandle a corner to try to get it to bobble. The V4 is more track-focused, whereas the V2 is a more approachable bike for riders looking to advance up the sport-bike progression, or stop here for a fun ride.”

2022 Honda CBR1000RR - Performance, Price, and Photos

Ducati’s Troy Bayliss Tribute Panigale V2 Is All The Ducati You’ll Ever Need