Best Sportbike of 2025
Ducati made a bold move when it decided to update the Panigale V2 by making it smaller. While Americans might get pigeon-holed into the “bigger is better” camp, it’s fair to say the general motorcycling populace don’t like it when their engines get smaller. We’ve somehow equated smaller with worse, and nobody wants that.
But there’s an important asterisk with Ducati’s rethinking of the V2. The engine may have gotten smaller — from 955cc to 890cc — but the minds at Borgo Panigale channeled their inner Colin Chapman and added lightness. Not only is the new V2 one of the lightest engines Ducati has ever made, but the machine it’s going in went on a massive diet plan, too, coming in 21 lbs lighter than the bike it’s replacing at 419 lbs on the MO scales.
The result is a Panigale V2 that “only” made 106.4 hp to the wheel on our dyno, but was praised by all three of MO’s testers as being not only incredibly easy to ride, but incredibly easy to ride quickly. Credit for this goes to the engine’s broad torque curve (made possible via Intake Variable Timing), which translated to an engine that, unlike its peaky predecessor, was much easier to exploit and take full advantage of, both on the street and the racetrack. We didn’t find ourselves missing the extra cubic centimeters much.
Of course, a great engine is nothing without a supporting cast, and the Panigale V2 delivers here, too. The V2 flicks swiftly and easily thanks in part to its raised clip-ons and agile chassis. Whether you opt for the adjustable analog suspension on the standard model or the electronic version on the S model, both provide impressive damping and feedback. Brembo brakes get the job done in typical Brembo fashion, and rounding out the package is Ducati’s excellent electronics suite derived from its MotoGP program.
The Ducati Panigale V2 goes to show that light makes right in the sportbike world and reaffirms the belief that it’s more fun to ride a 100 horsepower fast than a 200 horsepower motorcycle slow.
Honorable Mentions
What a comeback by KTM. After going through a massive financial restructuring, with many wondering if the company would even last at all, Team Orange got a massive lifeline from Bajaj and came out of the gate with its long anticipated 990 RC R. A return to full-sized, fully faired sportbikes, the 990 RC R has once again shown KTM’s “Ready To Race” mantra really bleeds into everything it makes.
When Nic tested the bike at its introduction in Spain, he came away impressed with the 947cc Parallel-Twin. We’ve liked this engine in the 990 Duke, so we’re not surprised it would be a hit in the RC R, too. The spread of power is a ton of fun to play with without being overwhelming. In RC R guise, the Duke-derived frame gets bulked up for sportbike duties and, crucially, gets a shock linkage in the back for better rear end control. Fully adjustable WP suspension, and Brembo HyPure calipers highlight the bike’s mechanical features, while a massive 8.8-inch TFT display is the control center for KTM’s suite of electronic rider aids. In typical KTM style, the electronics give a lot of the control to the rider in the lower, less intrusive, settings. For those who prefer to be in command of their motorcycle, KTM is speaking your language.
The final package results in something in between the Ducati Panigale V2 and Yamaha YZF-R9. The KTM packs more power than the Italian and Japanese bikes, but the Ducati’s handling slightly wins out in the end, which gave it the nod for top spot. But only just.
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Troy's been riding motorcycles and writing about them since 2006, getting his start at Rider Magazine. From there, he moved to Sport Rider Magazine before finally landing at Motorcycle.com in 2011. A lifelong gearhead who didn't fully immerse himself in motorcycles until his teenage years, Troy's interests have always been in technology, performance, and going fast. Naturally, racing was the perfect avenue to combine all three. Troy has been racing nearly as long as he's been riding and has competed at the AMA national level. He's also won multiple club races throughout the country, culminating in a Utah Sport Bike Association championship in 2011. He has been invited as a guest instructor for the Yamaha Champions Riding School, and when he's not out riding, he's either wrenching on bikes or watching MotoGP.
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"...electronic version on the S model..." Please correct this as the Ohlins on the V2S is mechanically and not electronically adjustable.
I think this is a proper choice. The PV2 wins with the decision to go the lighter route as opposed to just adding more power with the resultant more weight. Though that RCR is freaking awesome. I came very close to putting a nonrefundable deposit on one, but was not crazy about having never even sat on it first. Still, the RCR may be something I buy 1-2 years from now when I can see one, sit on one, and test ride one.
What a misleading write up! Best motorcycle for 2025 and yet no Honda no Suzuki no Yamaha superbikes were mentioned?! Those 3 are the Kings of the sport bikes class!! I can definitely see that the author is just a regular fanboi of Ducati and KTM; which for any motorcycle enthusiasts those two brands are THE WORSET nightmare machines to own!!!! Super expensive, super complicated, very difficult to work on (as a DIY) and aftermarket support is super overpriced! And best of all ; those brands are NOT MEANT to last long! (Aka expensive disposable Toys and money pit!) , the 1000 CBR is ultimately great machine! I owe a GSX-R and very happy with it, The Yamaha R7 is extremely light and good! This article is just so misleading!