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Ducati Unveils Panigale V4 Models (with videos)

The highly anticipated Ducati Panigale V4 has been unveiled in Milan earlier this evening. The beautiful Italian superbike marks the first departure by Ducati from its 90° v-twin superbike powerplant, and ushers in a new era for the company.

The first Panigale V4 engine is too large to be legal for superbike racing. Displacing 1,103cc, it will be followed next year by a 999cc version that will homologate for racing. With a claimed 214 horsepower, the new V4 will pack a serious punch, and continues the 90° v configuration of the old twin. With a counter-rotating crank shaft, the new V4 helps increase the maneuverability of the bike.

The new engine is a stressed member of the frame, helping to reduce weight (the S version, for example, weighs a claimed 429 pounds).

Of course, very sophisticated electronic and computer aids are part of the package, including a new six-axis Bosch inertial platform. Take a look at the two videos at the end of this article after reading the following Ducati press release with all the details on the three versions, including the Standard, S and Speciale:

The Panigale V4. A bike that begins an exciting new chapter in the Ducati story, a new “symphony”  of  all- Italian performance and emotion. The Panigale V4 is the first mass-produced Ducati bike to mount a four- cylinder engine, derived directly from the  MotoGP  Desmosedici.  It’s  a  concentrate  of  Ducati  technology, style and performance. With an engine displacement of 1,103 cm3, 214 hp and a power/weight ratio of  1.1 hp/kg,  this bike  sets a new standard in the supersport production bike  segment.

The Panigale V4 replaces the iconic 1299 at the top of the Ducati supersport range, doing so by enhancing performance and ridability so that riders of all skill levels can enjoy boundless  fun  and  excitement.  The Panigale V4 has been developed in close collaboration  with Ducati Corse,  drawing  directly  on  know-how  and technology from the racing world to provide a road bike that is the closest thing possible to its MotoGP counterpart.

The outstanding performance of the Panigale V4 is underlined by a completely new design which, while it follows on from that of the supersport bikes that preceded it,  now  even more effectively transmits the power and essentialness of Ducati racing bikes. The Panigale  V4  name combines  the alluring  “Panigale”  tag with the “V4” designation that marks the break with the past, indicating the start of a whole new era for the Bologna-based  bike  manufacturer.

The new Ducati supersports family consists of the Panigale  V4  – the essence of the new  sports  bike –  and the Panigale V4 S. The latter mounts Öhlins suspension featuring the Smart EC 2.0 system with a new adjustment interface and top-drawer components such as forged aluminium wheels  and  the  lithium  ion  battery. Completing the range is the exclusive Panigale V4 Speciale, a numbered, limited-edition bike with a dedicated  livery,   titanium  exhaust and  machined from solid components.

The philosophy followed by the Panigale V4 development team mirrors the approach taken by Ducati when developing a racing bike: total integration of engine, chassis and rider. To achieve that goal MotoGP-derived technology has been employed. Development has involved Ducati Corse technicians and riders, making the Panigale V4 a production sports bike that comes close to being a MotoGP prototype, built for both excellent on-track performance and outstanding  on-road ridability.

The Desmosedici Stradale engine is a 90° V4 with Desmodromic timing, just like the Desmosedici GP from which it also takes an 81 mm bore (the maximum allowed by MotoGP rules). This has been combined with a longer stroke than that used in racing (giving a total displacement of 1,103 cm³)  to boost  low-to-mid rev  torque and reduce maximum revs so that the power is easier to handle. The new Ducati engine puts out a maximum of 214 hp at 13,000 rpm, making the Panigale  V4 the most powerful bike in the segment, yet  easy to handle thanks to a torque of 12.6 Kgm at 10,000 rpm. Despite such outstanding performance, the Desmosedici Stradale has long maintenance intervals, with valve clearance inspection only necessary every 24,000 km.

The Panigale V4 engine is the only one in the sports segment with a 90° V configuration. It’s also the only engine to use technology such as the counter-rotating crankshaft and  twin pulse  ignition.  These solutions  have a positive impact on bike dynamics, making it more agile  during changes  of direction, fast and stable   on the  straight and  ensuring easier out-of-the-corner torque  handling.

The already high power of the standard Desmosedici Stradale configuration can be boosted to 226 hp by mounting the all-titanium  racing exhaust,  made by Akrapovič  as per Ducati Corse specifications.

To contain the inevitable weight gain with respect to the 1299 Panigale (because of the 4 cylinders)  Ducati  has developed an all-new frame where the Desmosedici Stradale itself has a load-bearing function. Called Front Frame, it’s more compact and lighter than a perimeter frame and uses  the  engine  as  a  stressed chassis element. This solution ensures the right torsional rigidity for on-the-edge riding and gives riders outstanding “feel”. The Front Frame has allowed the designer to create a bike that is slender in the tank-seat merge zone: this, together with seat/handlebar/footpeg triangulation, ensures perfect bike-rider integration. Together  with meticulous  design and the use of light  materials, the new  frame keeps  the kerb weight  of the  S and Special versions down to 195  kg. This weight, combined with the 214  hp, means a power/weight  ratio  of 1.1 hp/kg,  putting  the Panigale  V4  S at the top of the sport bike segment.

The Panigale V4 doesn’t just set new performance standards. Thanks to the potential of the six-axis Bosch inertial platform, a latest-generation electronics package with some previously unseen features defines new active safety and dynamic vehicle control standards in all riding situations. The  Panigale  V4  introduces controls such as controlled drift during braking, ABS Cornering on the front wheel only thanks to a set-up specially designed for track riding and Quickshift Up & Down with a strategy that takes lean angles into account. All these controls – developed on the track together with official Ducati riders and test riders – are incorporated in the three new Riding Modes (Race, Sport and Street) and can be adjusted via the advanced TFT panel  that makes the Panigale  V4  the highest-tech bike  in the category.

The range

Panigale V4

  • Colour
    • Ducati Red with grey frame and black wheels
  • Main standard features
    • New Desmosedici Stradale engine,  1,103 cm3
    • New “Front Frame”
    • Cast Magnesium alloy front sub frame
    • 43 mm Showa Big Piston Forks (BPF), fully adjustable
    • Sachs monoshock, fully adjustable
    • Sachs steering damper
    • Latest-generation electronic package with 6-axis Inertial Measurement Unit (6D IMU): ABS Cornering Bosch EVO; Ducati Traction Control EVO (DTC EVO); Ducati Slide Control (DSC); Ducati Wheelie Control EVO (DWC EVO); Ducati Power Launch (DPL); Ducati Quick Shift up/down EVO (DQS EVO); Engine  Brake  Control EVO (EBC EVO)
    • Buttons for  quick level shifting
    • Riding Modes  (Race, Sport, Street)
    • 16 litre aluminium tank
    • 5″ full-TFT dashboard
    • Full-LED headlight  with DRL
    • Two-seater configuration kit
    • Braking system with new  Brembo Stylema®  monobloc calipers
    • New Pirelli Diablo  Supercorsa SP tyres, 200/60  at the rear
    • Pre-setting for Ducati Data Analyser + GPS (DDA + GPS) and Ducati Multimedia System (DMS)

Panigale V4 S

  • Colour
    • Ducati Red with grey frame and black wheels
  • Same standard features as the Panigale V4 with the exception of:
    • Suspension and steering damper with Öhlins Smart EC 0 system
    • Öhlins NIX-30 forks
    • Öhlins TTX 36 shock absorber
    • Öhlins steering damper
    • Aluminium forged wheels
    • Lithium-ion battery

Panigale V4 Speciale

  • Colour
    • “Speciale” colour scheme with grey  frame and black wheels
  • Same standard features as the Panigale V4 S with the exception of:
    • Carbon fibre  front/rear mudguards
    • Machined-from-solid top  yoke  with identification number
    • Alcantara® seat
    • Dedicated handle grips
    • Adjustable foot pegs
    • Carbon fiber heel guard
    • Carbon fiber cover  swinging arm
    • Racing articulated levers
    • Brake level protection
  • Supplied kit:
    • Full racing titanium  Ducati Performance by Akrapovič  exhaust system
    • Racing screen
    • Plate holder removal kit
    • Machined-from solid mirror  replacement plugs
    • Ducati Data Analyser+ GPS (DDA + GPS)
    • Bike cover
    • Racing fuel tank cap

Desmosedici  Stradale,  the new Ducati V4 engine

90-degree V4: the racing engine par excellence

Ducati sees the 90-degree V4 layout as the pinnacle of motorcycle engine sports performance. It’s no coincidence that this same solution is employed on Desmosedici MotoGP engines. The 90-degree V layout evens up first order forces naturally without having to resort to a  balancing  countershaft  to  eliminate vibration, a solution that, as is known, increases weight and drains power. This key benefit, crucial to the reliability and mechanical efficiency of an engine that revs as high as 14,000 rpm, is just one of many  that make this  Ducati-selected configuration  the  most technically refined possible.

Compared to a classic in-line 4, the lateral compactness of the V arrangement allows for better m ass centralization and reduces the bike’s frontal cross-section. Moreover, the shorter crankshaft diminishes the gyroscopic effect. All these aspects have a positive impact on motorcycle dynamics, making  it  lighter  and faster when changing direction. Ample space inside the V provides room for both the water pump and an  outsize airbox  (12.8 litres) that  lets  the Desmosedici Stradale breathe better.

Smooth integration of engine and chassis set-up forms the foundation of every Ducati. That’s why the Desmosedici Stradale is designed to be banked rearward 42°, just like  the Ducati engines  used  in MotoGP. This optimises weight distribution, allows for larger radiators and brings the swingarm pivot as far forward as possible.

Moreover, the Desmosedici Stradale has been designed as a structural chassis element. The main frame attachment points have been incorporated in the front of  the upper crankcase half  and in  the rear cylinder bank head.  What’s more, the crankcase acts as a rear suspension and swingarm attachment  point.

Light and compact

Synergies with Ducati Corse has yielded a compact, light, high-performance engine. Meticulous design and development by Ducati’s engine team has  resulted in power  delivery that  maximises  road riding  pleasure  and gives supreme track  performance.

Weighing in at  64.9 kg,  the Desmosedici Stradale is  just 2.2 kg heavier  than the 1,285  cm³ Superquadro twin, clearly demonstrating the attention  to lightness  that lies  at the heart  of every  Ducati project.

Engine casings are made of gravity die cast aluminium and are coupled horizontally.  The upper crankcase  half  incorporates  the four Nikasil-coated  aluminium  cylinder liners  ensuring  wear protection and low friction.

The 81 mm diameter pistons that slide inside the liners have  two low-attrition compression rings  and  an oil ring. Made of moulded aluminium, the pistons feature “box in box” technology: this contains  both skirt  height and below-chamber thickness, helping to reduce attrition and inertial loads while maintaining the necessary strength and stiffness.

Racing-derived design is also underscored by a high compression ratio of 14:1. The pistons are coupled to forged  steel con rods with a centre-to-centre of 101.8 mm.

Mounted on brass bushings, the crankshaft rotates on three supports and  is  made of  nitrided  steel  with crank pins  ground  twice over  and  offset  at  70°  as  on  the  Desmosedici engines  that  compete in MotoGP.

This particular shaft geometry, combined with the V engine layout, allows for a special “Twin Pulse” ignition sequence.

To limit weight, all engine casings are made of die cast magnesium. The same material has been used to make the cam covers, the oil  sump, the alternator  cover and  the two-piece clutch cover.

Counter-rotating crankshaft

On normal factory bikes, the crankshaft turns in the same direction as the wheels. In MotoGP, instead, counter-rotating crankshafts that run in the opposite direction are widely used. Ducati  engineers  have borrowed this top-level racing solution for the same reasons that first  saw  it  applied  in  competition.  Its benefits  stem from  two aspects of physics: gyroscopic effect and inertia.

A counter-rotating crankshaft offsets some of the  gyroscopic  effect  generated  by the  turning wheels  and that,  in turn,  improves handling  and makes the bike  more agile  when changing direction.

The second benefit has  to do with the inertia  (i.e.  the tendency of  an object  to oppose any change of  state) of the vehicle and the rotating engine parts. During acceleration, drive torque is put down on the ground, causing the bike to wheelie. A counter-rotating crankshaft, however, produces inertia-linked torque in the opposite direction, lowering the front of the bike, limiting the wheelie effect and thus boosting acceleration performance.

Similarly, during hard braking/deceleration the bike undergoes rear wheel  lift-up:  however,  the crankshaft  itself also decelerates (i.e. its revs drop), producing an inertial torque that works against lift-up. So a counter- rotating crankshaft has advantages during both acceleration and braking.

Of course, this layout demands the addition of the so-called  ‘jackshaft’  (*)  to  transfer  crankshaft  drive through the gearbox to the rear wheel so it  turns the  right  way.

* The jack shaft adds an extra transmission elem ent to the crank shaft-wheel connection system. This needs to be tak en into consideration when establishing crank shaft power if the latter is obtained from measurements made at the wheel. During both homol ogation and measurem ent on acceleration test benches it is, therefore, necessary to consider an efficiency or, in any case, an additional coefficient that is, by law,  fixed at 0.98.

Twin Pulse ignition

A combination of 70° crank pin offset and 90-degree V layout generates  what  Ducati  calls  a “Twin Pulse” firing order because it’s as if the engine were reproducing the firing sequence of a twin-cylinder. The distinctiveness lies in the fact that the two left-hand cylinders fire closely together, as do the two right-hand ones. In the timing chart, the ignition points are, then, at 0°, 90°, 290° and 380°. It’s this particular firing order makes the  V4  sound like  a MotoGP Desmosedici.

In practice, if we imagine a cycle starting from 0°, the first cylinder to fire  is  the front  one on the  alternator side. After just 90° of rotation, the rear cylinder  on the same side fires. There then  follows  an interval in  which the engine generates no drive torque until the two cylinders  on  the clutch side fire,  again just 90°  apart. In addition to an exhaust rumble like no other in the motorcycle world,  the  Twin  Pulse  ignition sequence provides a power delivery that Ducati MotoGP riders deem unbeatable as it provides outstanding engine  performance and, therefore,  smooth handling,  especially on  corners and out-of-the-corner stretches.

Variable Intake System

The Desmosedici Stradale engine takes in air through four oval throttle bodies (52 mm diameter equivalent), connected to variable-height air intake horns, featured for the first time on a Ducati engine. This solution optimises cylinder intake across the rev range, giving major advantages in terms of power  delivery  and handling.

As rpm and rider-requested power vary, the air intake horns take on a  configuration  that  lengthens  or shortens the ducts, optimising the fluid dynamics of the pressure waves that  run along  the  duct itself.

Controlled by the ECU, the system consists  of two stages: a fixed  horn  on  the  throttle body and  a mobile one that is moved along steel guides by an electric motor. When the latter is  lowered,  it comes  into contact with the short horn, geometrically lengthening the duct.  When raised,  the  fluid dynamics  involve  only  the fixed  lower horn and the engine  configuration  is characterised by a very short duct.

Each throttle body has two injectors: a sub-butterfly one for low-load use and another  above  it  that comes  into play when maximum engine performance is required. The throttle bodies of each cylinder bank  are  moved by a dedicated electric motor. Thanks to the full Ride by Wire system, this allows complex electronic control strategies and modulation  of  engine  ‘feel’ according to the  selected riding mode. 

Latest-generation Desmodromic system

As on all Ducati engines, the Desmosedici Stradale sees Desmodromic design playing  a  pivotal performance role. On the Desmosedici Stradale, the Desmodromic system uses  fully  redesigned, miniaturised components that have allowed for the construction of very small cylinder heads, achieving a degree of sophistication, lightness and compactness never before seen on a Ducati. Every single system component has been designed and tested to operate safely at the high revs the V4 is capable of. New spark plugs – smaller than  standard models – also help keep  the heads  compact.

The four Desmosedici Stradale engine camshafts control the sixteen valves: valve diameters are 34 mm diameter  on intakes  and 27.5 mm on exhausts, values  decidedly on the high side given the 81 mm  bore.    The valve  seats are made of sintered steel.

Given the high revs attained by the V4 and the large valves, a traditional spring system would be inadequate because the valves would be unable to follow the steep cam profiles. This, then, is where the Desmodromic system  becomes  a must. With the “Desmo” system  the valves  are closed mechanically with the same level   of accuracy as they’re opened. This allows the steep cam profiles and radical cam  timings  that  optimise  intake  and  exhaust fluid dynamics to provide  higher  engine  performance.

The camshafts are controlled by two “silent” timing chains. At the front, the chain drives the intake camshaft which, in turn, transmits drive to the exhaust camshaft via a pair of cogs (hybrid chain-cog timing). On rear timing, instead, the chain drives the exhaust camshaft, which transmits drive to the intake camshaft. This solution minimises timing power absorption, enhancing performance and reliability. Front cylinder timing is controlled by the chain on the right-hand side of the engine, turned by the crankshaft via a gear  obtained on  the primary drive pinion. The one that  controls rear cylinder timing is on the left-hand side of  the engine  and  is driven by a monobloc gear on the crankshaft. Each cylinder head has an “anti-knocking”  sensor  that optimises spark advance  to prevent  any combustion shock.

Semi-dry sump lubrication

As on MotoGP engines, the Desmosedici Stradale uses semi-dry sump lubrication with delivery and return stages that  ensure effective  lubrication of  all  moving parts at all times.

The oil circulation system consists of four pumps: one delivery lobe pump and three  recovery pumps. One of the latter, a gear pump, draws oil from the heads via two ducts while  the other  two lobe pumps  ensure efficient oil recovery under all conditions, keeping the crankcase zone under the pistons in a controlled, constant low pressure state and thus reducing airing losses (i.e. power absorption caused by the aerodynamic resistance exerted  by the air and  splashing of the oil  in the con rod casing).

The oil tank – which also acts as a filter housing – is in a magnesium  sump mounted  underneath  the crankcase and connected to the gearbox but separate from the crankcase. A dedicated  radiator, attached  just below the  water radiator,  cools the oil.

Cooling system

Housed in the engine ‘V’, the water pump is operated by a shaft, in turn driven by  a  gear  train.  This positioning  solution  is designed to minimise circuit size, boost efficiency and  optimise engine weight.

Gearbox and clutch

The 6-speed gearbox is specially designed for the Desmosedici Stradale engine and features a rotary gear sensor to ensure optimal operation  with Ducati Quick Shift  (DQS) up & down.

The sensor assesses the position of the gear shift drum and, consequently, of the gear shift forks, with  extreme accuracy to ensure precise gear selection. This, then, allows for a strategy that can restore torque transmission only once the gear change has been completed, thus preventing undue  gear  mesh stress so shifts are always  complete, precise and swift.

The hydraulically controlled wet clutch has 11 driving plates and features a  progressive  self-servo mechanism that compresses the friction plates when under drive from the engine without requiring any extra effort  from the rider  to release the clutch.

While enhancing frictional efficiency, this also results in a rider-friendly, light clutch lever “feel”. In sport riding conditions, the same mechanism reduces pressure on the friction plates, enabling  a pure racing “slipper”  action and reducing rear end destabilisation during aggressive down-shifting, with the added benefit of a super-responsive  lever.

Long maintenance intervals

While performance levels surpass even those of the Superquadro, the valve clearance inspection and adjustment (Desmo Service) interval remains at 24,000 km (15,000 miles), while general service intervals remain unchanged  at 12 months/12,000 km  (7,500 miles).

Shapes modelled  on mechanics

The new Panigale V4 was designed by the Ducati Design Center, starting from the 1299 Panigale styling elements and evolving them into a muscular machine, with sleek surfaces and assertive profiles. The styling development has followed three typical racing model guidelines: design minimalism, integration among components and the power transmitted  by surface treatment.  An  extra  touch to this project  has been  added by the improved aerodynamic efficiency achieved through wind tunnel  testing  by  the  Ducati  Corse engineers.

The motorcycle’s bodywork develops around  the  technical  parts, and  in  particular,  the  new  “Front  Frame” left exposed, with the two pillars extending laterally to the Desmosedici Stradale cylinder heads. The front is dominated by two large airbox air intakes, which incorporate the full-LED headlight in the top part, overshadowed by the ports. The headlight sizing is reduced with the precise aim  of  enhancing  the  aggressive look of the two oversized ports, especially when the engine  is  switched off. Below the air intakes are two wing attachments designed to accelerate the incoming airflow. The full-LED headlight includes a Daytime Running Light outlining with a double-edged profile the top of the air intakes, and two compact LED modules  ensuring low-beam  and high-beam  functions.

The nose fairing is a perfect example of the concept of integration underlying the new Panigale V4 stylistic approach. The front sub-frame, made of magnesium, is partially exposed to become part of the bodywork.  The sub-frame also supports  the mirrors with LED turn indicators  integrated  in  the outer shell.

The search for essentiality and integration has also led to the dual-layer fairing design: a less stretched out main fairing, and another layer that also acts as an air outtake. The “dual layer” solution emphasises the compact nature of the vehicle mechanics and is inspired by the iconic clean lines of Ducati racing models – traditionally characterised by their stylish fairings. The main fairing extends upward by  embracing the  tank with two muscular shoulders which, at the top, morph into the cover of the compartment that accommodates easily accessible electrical and  electronic components.

The tank has a shape designed to support the rider during track riding and stretches out to below  the seat  –  just like in racing models. This feature is highlighted by exposing the tank in the tail  area.  The tail is made of two shell-cast aluminium half-shells, which starting from the  rear cylinder  head,  reach out  to hug  the  tank  part below the seat, ending up in the single-seater one-piece tail  end, whose wing-shaped  design is inspired by the shape of a car spoiler. The tail faring integrates the full LED light that is also wing shaped: although a single piece,  it features the signature split lighting  typical of  Ducati racing models.  

Innovative  Front Frame

The racing soul of  the new  Panigale  V4 is  apparent  in its  technical specifications  including a kerb weight  of

195 kg for the “S” and Speciale versions (only 5.5 kg more than the 1299  Panigale  S).  It  would  be impossible to achieve these values by using a traditional perimeter frame. For this reason,  a “Front  Frame”  has been developed – using the Desmosedici Stradale engine as a load-bearing feature. This solution is an evolution  of the monocoque design and was developed  on the strength of  the experience  gained  in MotoGP.

Compared to the Monocoque design, the “Front Frame” allows torsional rigidity and lateral rigidity to be kept separate,  so as  to obtain  the  right  response to the  stress transmitted  to the  frame and  better  absorb  any road surface roughness in cornering, ensuring the necessary stability. All this results in superior agility and riding  precision – ensuring easier control and  less fatigue  for the Panigale  V4 rider.

The main difference in lay-out over traditional perimeter frames is the use  of  the  engine  as  a structural element of the frame. At just 4 kg, the “Front Frame” features a compact frontal structure, secured directly to the upper half-crankcase of the front cylinder head and to the V4 rear cylinder head, with the engine also acting as a fixing  point  for the rear suspension and a fulcrum point  for  the single-sided swingarm.

The most important advantage offered by the Ducati “Front Frame” is that the Desmosedici Stradale engine can be used to achieve the required rigidity, making it possible to significantly reduce the outreach, and consequently, the weight, of the main frame, resulting in a better rigidity/weight ratio. Another plus is the  fact that the reduced length of the pillars running alongside the engine has resulted  in  a  more  compact motorcycle design – especially  in the  rider seat area.

The frame is complemented by the lightweight front sub-frame, made of magnesium, and the shell-cast aluminium seat sub-frame, secured to the “Front-Frame” at the top, and screwed into the top of  the  rear cylinder  head at  the bottom.

The rear suspension uses a rising-rate  linkage mechanism attached to the  Desmosedici Stradale engine  via a forged aluminium element. The linkage responds to the motion transmitted by a 600 mm long high- triangulation cast aluminium single-sided swingarm, among the longest in the segment, to ensure the best performance riding out  of corners.

The rake  and  trail are 24,5° and  100 mm – respectively.

Sophisticated suspension

The Panigale V4 is equipped with 43 mm  Showa Big Piston Forks  (BPF),  fully adjustable in spring pre-load and compression and rebound damping. The fork bodies house chrome sliders with Brembo radial caliper mountings. A Sachs steering damper completes the front-end package. The rear unit  is  a fully  adjustable Sachs shock, fixed  at  one end to the Desmosedici Stradale through a forged aluminium  element.

The Panigale V4 S and Panigale V4 Speciale are equipped  with Öhlins  NIX-30  forks, Öhlins  TTX36  rear shock and Öhlins steering damper, with an event-based control system. In these versions,  the suspension  and the steering damper are controlled by the second-generation control system Öhlins Smart EC  2.0, featuring,  among other  things, the  new Objective Based Tuning  Interface (OBTi).  

Wheels and Tyres

While the Panigale V4 is fitted with 5-spoke cast aluminium wheels, the Panigale V4 S and Speciale feature 5-spoke forged  aluminium  alloy wheels.

Ducati and Pirelli worked hand  in hand to develop the new  Panigale V4,  the first motorcycle ever  to feature as factory equipment the new Pirelli DIABLO™ Supercorsa SP 120/70 ZR17 at the front and  the revolutionary size 200/60 ZR 17 at the rear. The latest version of the DIABLO™ Supercorsa SP, in the new 200/60 ZR  17 size already popular  as a slick option in the FIM World Superbike Championship,  is a pioneer in the field of racing replica tyres. The innovative profile of  the resized rear  tyre maximises the contact patch at extreme lean angles  and makes  the most of the bi-compound technology used: the SC2 compound used    for  the shoulder  area is  the same used for  racing  slick products,  ensuring the enhanced grip of  racing tyres while guaranteeing at the same time the strength and versatility needed for  road  use. In  order  to work in perfect harmony with the rear tyre, the front tyre has gone through an extra, major development step: all the riding items related to handling, from rider feedback through support solidity to safety feeling and grip loss predictability, have been optimised by creating a new front profile, slightly increased in terms of maximum section width with respect to the previous version of the product. Redesigning the geometries of the semi- finished products and the belt  pattern has  made it possible to set new  agility and  rideability standards, with  at the same time top racing level performance. Finally, the new tread pattern of the DIABLO™  Supercorsa  SP features a new “flash” geometry to optimise track performance by improving wear, and reduced groove widths  designed to  provide  adequate  support for stronger side thrusts.

Exclusive braking system with new Brembo Stylema® calipers

The Panigale V4 range is fitted exclusively with the brand  new  Brembo Stylema®  monobloc  calipers – the latest evolution  of the  already  high-performance M50.

The new Stylema® calipers, machined from a single piece of alloy, feature lighter-weight areas in the fixing bushings and in the body, which, compared to the M50, make them visually more compact – allowing at the same time a weight reduction of 70 g for each caliper, without compromising on rigidity. Other improvements have  been  introduced in terms of internal ventilation  to ensure higher  efficiency.

The new Stylema® calipers ensure improved hydraulic performance thanks to their extreme rigidity, which translates into excellent  fingertip  feel,  a shorter brake lever  travel and prompt response.

The twin Brembo calipers each have four 30mm pistons that grip  330mm  discs  to  achieve  outstanding braking performance – with at the rear a single 245 mm disc with a 2 piston caliper. The braking system is supported by  the ABS  Cornering EVO  system, which uses the extra-lightweight  9.1MP  Bosch control unit.

Racing tank

The Panigale V4’s racing soul is enhanced by the 16  litre  lightweight  aluminium  tank  which,  just  like  in racing motorcycles, relocates part of the fuel storage to below  the rider’s  seat. The space not  occupied  by the fuel has been used to store all the electronics at front of the tank, under a plastic cover: this includes the battery, which in the Panigale V4 S and Panigale V4 Speciale versions is a lithium-ion pack.


Latest-generation  electronic controls

The Panigale V4 not only sets new benchmarks in terms of top performance, but  also defines  new  active  safety standards and vehicle dynamics  control  –  thanks  to a state-of-the-art  electronic  package,  based on the use of a 6-axis inertial platform (6D IMU – Inertial Measurement Unit) that instantly detects  the motorcycle’s roll, yaw and  pitch angles  in space.

The Panigale V4  electronic package  includes controls to ensure management of  all  the riding phases; some of these control the start, acceleration and braking  phases,  others  manage  traction,  while  others  kick in when riding into and out  of corners.

  • ABS Cornering  Bosch EVO
  • Ducati Traction Control EVO (DTC EVO)
  • Ducati Slide Control (DSC)
  • Ducati Wheelie Control EVO (DWC EVO)
  • Ducati Power Launch (DPL)
  • Ducati Quick Shift up/down EVO  (DQS EVO)
  • Engine Brake Control  EVO (EBC EVO)
  • Ducati Electronic Suspension EVO  (DES EVO)

The operating parameters of each control are factory-associated with the  three  Panigale  V4’s  signature Riding Modes. The rider can customise his  or her riding  style and restore Ducati’s factory settings. The level of one of the DTC, DWC, DSC or EBC control functions can  be  quickly  adjusted  via  the  direct  access buttons  provided  on the left-hand switchgear.  

ABS  Cornering Bosch EVO

The Bosch ABS system, equipped with a “Cornering” function that extends  ABS action to situations in which the vehicle is leaning in  corners, has  undergone a major evolution to reflect the  latest action  logic and types of control.

The Bosch EVO Cornering ABS is settable to three different levels to fully meet track and road riding needs, even  in the  most critical low-grip situations.

While level 3 is indicated on the road or  for  low-grip conditions,  ensuring safer and more stable braking,  levels  2 and 1,  the hard-braking  options, are more suited to higher  grip  surfaces and track racing.

Selecting level  2 enables  the  rider to skid into  corners safely, enhancing racing performance.

The ABS Level 1, recommended for track riding, is activated while maintaining the “Cornering” feature – for extremely  hard braking  into  corner and to help rectify any rider mistakes.

Ducati Traction Control EVO (DTC EVO)

The DTC EVO featured by the Panigale V4 is based  on  an algorithm  that  makes  intervention  faster  and more  accurate.  The  DTC  EVO   interfaces   with  the  Bosch  Inertial   Measurement  Unit   (IMU), constantly monitoring the vehicle’s lean angle and using it to accurately calculate the degree of intervention needed to ensure suitable  rear wheelspin (according to the DTC EVO  level setting).

Moreover, the DTC EVO  also acts  on the throttle body valves  and controls  spark and injection advance.  In all situations in which fast intervention of the DTC EVO is not required, the use of the throttle body valves ensures maintenance of optimal combustion parameters, ensuring a smoother Desmosedici Stradale response and  system intervention.

With simpler types of traction control, detection of rear wheelspin sees the system kick in to hold it in check. When optimal grip is re-established, the system reduces intervention until spin reoccurs, and  the  cycle repeats. This produces a graph that shows  intervention  oscillating  around a theoretical “ideal  intervention  line”  that  represents  the traction limit. The DTC  EVO reduces the magnitude  of  those oscillations,  making  the system operate closer to the perfect  intervention  line. This  kind  of behaviour  is  highly advantageous  as its effect on the dynamic balance of the motorcycle is minimal. In addition, the system is designed to be stronger and more consistent, allowing the motorcycle to maintain constant and predictable behaviour even when the grip level  changes – i.e.  in case of rear  tyre wear.

In addition to this enhanced intervention precision, when set to level “1” or  “2”, the DTC  EVO  introduces  a new function, named “spin on demand”, allowing the rider to control the motorcycle up to levels that would previously only have been possible for experts or pros. Now, when the machine is leaned over, the rider  can use the throttle to request more wheelspin than that obtained at the normal intervention level, allowing the motorcycle to pivot around its front wheel and close the cornering line. The DTC EVO allows riders to do this while keeping safety parameters under control, effectively letting them ‘close’ the cornering line with the rear wheel.

Ducati Slide Control (DSC)

The introduction of the 6D IMU has allowed the Ducati Slide Control (DSC) – developed in conjunction with Ducati Corse – to be added to the Ducati Traction Control EVO (DTC EVO). This new system provides  the  rider with further support by controlling the torque delivered by the Desmosedici Stradale  engine  as  a function of the slide angle; its goal is  to improve  out-of-the-corner  performance by  preventing slide angles that might otherwise be difficult to handle. The DSC relies on the 6D  IMU  that provides  the  vehicle control  unit with crucial information on vehicle dynamics  (such as  lean angle, acceleration  and much more). Thanks to these data – and depending on the user-selected level – the DSC extends the performance range of the motorcycle for everyone,  providing  improved  assistance under  extreme riding conditions.

Like the DTC EVO, the DSC controls torque reduction by acting on the throttle body valves, spark advance decrease and injection cuts. In every situation in which fast intervention of the DSC  is  not  required,  the use  of the throttle body valves ensures optimal combustion parameters, with a smoother Desmosedici Stradale engine  response and  system intervention.

The DSC has two different settings: switching from level 1 to level 2 results  in easier  control of slide angles  that would otherwise be difficult to handle. DSC intervention levels can be changed by accessing a special menu, in which DTC EVO and DWC EVO values can also be set. It is also possible to set direct DSC control via  the direct access buttons on  the left-hand  switchgear. The DSC setting is always shown on  the display.

Ducati Wheelie Control EVO (DWC EVO)

The Panigale V4 also comes equipped with the latest version of  Ducati Wheelie Control EVO  (DWC EVO). This system, using Bosch 6D IMU information, ensures wheelie control to obtain top  acceleration performance in a smooth, safe manner. The DWC EVO detects the occurrence and extent of wheelies to  control them with a higher  level  of  precision – ensuring a more accurate response to rider input.

Ducati Power Launch (DPL)

This 3-level adjustable system ensures lightning-fast starts, letting the  rider  focus  only  on  releasing  the clutch. Once set, the rider simply engages the first gear and opens the throttle. During the first stage of  starting off, while the rider is modulating the clutch release, the DPL stabilises the Desmosedici Stradale at optimal revs as a function of the selected DPL level. In the second phase, when the clutch has been fully released, the DPL controls torque delivery to ensure the maximum degree of acceleration according to the chosen level.

The DPL makes use of the DWC  functions  and always  keeps  the DTC  active  to ensure maximum  safety at all times. Automatic deactivation of the system occurs above the end-of-start speed, or once third gear is selected. To protect the clutch, a specially developed algorithm allows only a limited number of consecutive starts. The number of  available  starts resets itself when the rider  uses the motorcycle normally.

The DPL is adjustable to three different levels, and is activated by pressing the special button on the right handlebar.  Level  1 favours high-performance starts, level  3 is safer and  more stable.

Ducati Quick Shift up/down EVO (DQS EVO)

The DQS EVO with up/down function, developed for the Panigale  V4,  compared to the previous  Panigale 1299 system uses the information concerning the lean angle to maximise motorcycle stability when shifting gears  in corners.

The DQS EVO, as well as minimising gear shifting times, allows down-shifting without using the clutch – ensuring even more effective hard braking. The system consists of a  two-way  microswitch  built  into  the linkage of the gear change lever; each time that the gearbox is actuated, it sends a  signal  to  the  Desmosedici Stradale ECU. The system works differently for upshifts  and  downshifts, integrating  adjustment of the spark advance and injection during upshifts with a controlled opening of the throttle valve  during downshifts – ensured by  the  full Ride-by-Wire system management.

The extent and duration of system operation are designed to ensure seamless gear meshing even under extreme track riding conditions; during downshifts the  system  works  synergetically  with the  slipper  clutch and  the Engine  Brake Control (EBC).

Engine Brake Control EVO (EBC EVO)

The EBC (Engine Brake Control) system has been developed to help riders optimise vehicle stability under extreme turn-in conditions, by balancing the forces applied to the rear tyre under  severe  Desmosedici Stradale engine-braking conditions. The Panigale V4 EBC EVO, optimised on the basis of the lean angle, monitors the throttle position, selected gear and crankshaft deceleration rate under heavy braking and fine- tunes throttle opening to balance the torque forces acting on the  tyre.  The  EBC EVO  can be set  to three levels  integrated  in the  Riding Modes.

Ducati Electronic Suspension EVO (DES EVO)

The “S” and Speciale versions are equipped with the event-based electronic control  Öhlins  suspension  system, based on the second-generation Öhlins Smart EC (Electronic Control) system which, in addition to leveraging all the potential offered by the 6D IMU, has a new and more intuitive  rider  interface,  OBTi (Objective  Based Tuning Interface).

The electronic suspension offers the choice between manual mode (“Fixed”) –  allowing  compression, rebound, and damping of the steering damper to be manually set via “virtual clicks” (32, from  fully open to  fully  closed, for the suspension, and 10  for the shock absorber) – and automatic  (“Dynamic”).

When the “Dynamic” mode is selected, based on the information received from the 6D  IMU  and  other sensors, the system automatically adjusts compression and rebound  damping  in  response  to  the  riding style.

The main advantages offered by the Öhlins Smart EC 2.0 system concern the rider’s option to customise the level of intervention on the suspension, depending on individual riding  events  (braking,  cornering, acceleration), as well as to adjust the operating parameters  of  individual  hardware  components. For  the rider, this means having access  to a superior  level of motorcycle dynamics  control – improving road safety  and track lap time efficiency.

New Ducati Riding Mode strategy

The Riding Modes allow the rider to choose from  three different  factory-set riding styles, perfectly adapting  the Panigale V4’s behaviour to the rider’s, to the track type, and to environmental conditions. Each Riding Mode is programmed to instantly change the  engine’s  character, electronic  control parameters  and,  in  the “S” and “Speciale” versions, also the suspension set-up. Each rider can customise his or her riding style and later restore Ducati’s factory settings.

Riding Mode Race – As the name implies, the Race RM has been developed  for  experienced riders  who wish to make the most of all the potential of the Panigale V4 on high-grip track surfaces. By selecting Race, the rider can rely on 214 HP, with direct Ride-by-Wire throttle response and, on  the  ‘S’ and Spec iale versions, a high-performance hard suspension set-up. The Race mode implies a low-intervention default electronics setting, without, however, compromising on safety, with the ABS  only  intervening  on the  front wheel to provide  maximum braking  performance, but  with the Cornering  feature  always active.

Riding Mode  Sport – By selecting the Sport Riding Mode,  the rider  can count on 214 HP  power  delivery   with a sporty Ride-by-Wire response to throttle opening and, in the S and Speciale versions, an equally sport-oriented suspension set-up. Electronic controls are set in such a way as to help also less experienced riders adopt an effective, highly spectacular riding style. In the  Sport  mode,  for  instance,  the  controlled braking drift feature is active, allowing for safe wheel skidding when turning into corners. The rear wheel lift control function  is active  and the  ABS Cornering  function is  set to provide maximum cornering performance.

Riding Mode Street – The Street Riding Mode is  the one  recommended for  road use  of the  Panigale  V4. This RM offers the rider 214  HP  power  delivery with progressive Ride-by-Wire response  to throttle  opening, like in the Sport RM, and, in the Panigale V4 S and Panigale V4 Speciale versions, an extremely soft suspension set-up to absorb any bumps in the road. The default setting of electronic controls helps ensure maximum safety, by  guaranteeing  the  best grip and stability.  


Second generation  TFT display  instrumentation

Ducati was the first motorcycle manufacturer to fit a model, the 2012 1199 Panigale, with full-TFT (Thin Film Transistor) colour  display instrumentation.

Six years later, with the Panigale V4, Ducati sets a new standard by launching an advanced 5″  full-TFT, high-res (186.59 PPI – 800xRGBx480) and high-brightness colour display, completely redesigned in terms of lay-out and up-to-date graphics, and even more alluring. In developing the motorcycle’s instrumentation, the main focus was on  readability  and easy access to functions.

The most visible element of  the brand new  dashboard is  the “virtual” circular rev-counter,  located on  the  right side, a clean break with past equipment tradition, inspired by high-end automotive production. The Desmosedici Stradale revs are displayed in the 1,000 to 15,000 rpm range via a needle indicator,  whose motion is highlighted by a white trail acting  as  a “shiftlight”, changing from  white to orange and  then  going red when approaching  the  over-rev area.

Two different layouts are available to – and can be recalled by – the rider: the “Track” display, which focuses attention on the lap time indication and in which the rev counter scale highlights  the  engine  rpm  values related to the track-specific range of use; and the “Road” display, which instead of lap times, shows Ducati Multimedia System (DMS) information, and highlights engine rpm values typical of road riding. For improved readability, the indications of the (digital) top speed, selected Riding Mode, and selected gear do not change position  when the selected lay-out  is changed.

The Panigale V4 dashboard, in addition to the classic menu including total kilometres, Trip 1, Trip 2, fuel consumption, average fuel consumption, Trip Fuel,  Trip Time, Average  Speed,  Air  Temperature, Lap On/Off (in “Track” mode only), and Player On/Off (in “Road” mode only), also features another  menu in the bottom  right corner with two available functions: display/indication of  parameters  related  to  the  selected  Riding Mode or quick changing of DTC, DWC, EBC  and DSC  parameters. Finally, the Panigale  V4  has  an  “auto off” function for its direction indicators: the indicators will go off automatically after riding out of a corner or, if pressed unintentionally, after a few hundred metres on a straight stretch (variable between 200 and 2000 metres depending  on the current speed of  the vehicle when the indicator  button is  actuated).

Ducati Lap Timer GPS (DLT GPS)

The DLT GPS allows lap times to be automatically recorded, stored and displayed directly on the dashboard each time the finish line is crossed – providing the rider has previously entered the finish line coordinates , by pressing the light flasher button. The system has a useful “Best Lap”  feature  that  displays  the  lap  time flashing for 5 seconds if it is the best recorded lap time in the current track session. For  each lap,  and for  a total of  15 consecutive laps, the lap time, max rpm and top speed  are stored; this information can be  viewed on the dashboard by accessing the special menu. The DLT GPS is part of the standard equipment on the Panigale V4 Speciale and is available as a Ducati Performance plug-and-play accessory for the Panigale  V4 and Panigale V4  S.

Ducati Data Analyser + GPS (DDA + GPS)

The Ducati Data Analyser + GPS  (DDA +  GPS), evaluates  the performance of the motorcycle and its  rider  by graphically presenting specific channels of information. The DDA + GPS is  an  essential  piece  of equipment for track use: it monitors the rider’s performance, in addition to automatically recording and displaying lap times whenever the Panigale V4 crosses the start and finish line. It stores a number of data channels  including throttle opening,  vehicle speed, engine rpm, gear  selection, engine  temperature, distance travelled, revs and DTC index. DDA + GPS is available as  a Ducati Performance plug-and-play accessory, while  it is supplied as standard with the  Speciale.

Ducati Multimedia System (DMS)

The Panigale V4’s versatility is demonstrated by a pre-setting for the Ducati Multimedia System (DMS) – allowing the rider to accept incoming calls, select and listen to a music track, and receive SMS notifications thanks  to  Bluetooth technology.

When the rider gets on the motorcycle, his or her smartphone automatically connects to the vehicle via Bluetooth, allowing the rider to handle the main multimedia features. The TFT  display  shows  the  played track, the icon indicating new incoming SMS or the name of the caller. The call or music  sound  are transmitted to the rider’s helmet earphones. The DMS is available for the entire Panigale V4 range as an accessory.

See more of MD’s great photography:



  1. Norm G. says:

    re: “The first Panigale V4 engine is too large to be legal for superbike racing. Displacing 1,103cc”

    yes, some of us figured out the scam.

    re: “The jack shaft adds an extra transmission element to the crank shaft-wheel connection system. This needs to be taken into consideration when establishing crank shaft power if the latter is obtained from measurements made at the wheel. During both homologation and measurement on acceleration test benches it is, therefore, necessary to consider an efficiency or, in any case, an additional coefficient that is, by law, fixed at 0.98.”

    translation: you know-a this extra gear we install-a…? yeah, well it-a robs-a you powah. (Domenicalli accent)

    this is why i mentioned/wondered back when the engine pics were first released if Ducati might actually leave this gear OUT of the R homologation. see it’s PARASITIC and here they just admitted as much (which i’m shocked they came out and told us, bravo). oh and another reason why they might leave it out is cause really spinning the crank backwards is actually kind of a “gimmick” for anything outside of MotoGP. i could see it used in this Stradale for obvious marketing purposes, but as the man just said, this engine’s not legal for racing.

    Q: ok but why not in the R Norm why…?

    A: John’s Zed is a conventional I4 that’s also putting 200+hp to the ground, and over the past 3 years it’s kicked your ass from one corner of the globe to the other while spinning NOTHING but the clutch backwards.

    even the existing 1200 twin’s conventional set up has won it’s share of races with that “hard bastid” Davies at the controls, so it begs a tertiary question, when you KNOW they rob power, what value reverse spinning cranks…?

    • HS1... says:

      GeeWhiz, did you wet in your own Wheeties, Norm. A .02 parasitic loss is nothing if it dramatically improves handling. The MotoGP world mostly believes that this is true. The balance shaft and other devices in the “all the rage now inline 2’s” have to eat a lot more power than that while just making a cheap to produce layout not shake itself and it’s rider apart.

  2. Hulk says:

    This will be an excellent track bike but I prefer a ZX-14R for the street. It’s great on curvy backroads and makes all liter bikes feel slow. Torque is king! Big NINJA!

  3. azi says:

    Those ergos. Ouch.

  4. streetfighter848 says:

    Absolutely gorgeous!! I love the new ram air intakes! The last generation had those tacky looking, glued on intakes on the side that looked like an afterthought! I could live with 214hp as well…

  5. tommy says:

    and it still sounds WAY better than a Japanese inline 4.

  6. SVGeezer says:

    “Ducatis are seemingly made for those with more dollars than sense.”

    Yes! Who do they think they are, H-D??

    (running away now…)

  7. -D says:

    The engine sounds really good, but the frame design is still not good enough. Bring back the trellis frame Ducati…

  8. thrus says:

    Sounds neat, we will see where things stand in the second year of production. A new engine first year is not something I would be investing in as there will be tweaks to come it may be little things change a plastic part to metal but it stops the bike from running. These are the things that will get found in year 1, maybe they will be minor things but there will be changes made to year 2.

  9. fastship says:

    Aprillia must be smiling to themselves…

  10. mickey says:

    I personally don’t think this is one of the better looking Ducatis, to me it looks rather Suzuki like. However there is no doubt in the right hands it will be a performer. But not in MY hands lol. I’d rather have an FZ-10 and just ignore the transformer looks of It. Heck in truth I couldn’t get the most out of the FZ-10, but I loved my test ride. I think the FZ-10 sounds better, and the initial buy in and maintenance costs would be much easier on the wallet with the Yamaha.

    • superlight says:

      That FZ-10, as good a bike as it may be, is in no way competition for this new Panigale V4 – they are in two different product segments. Talk R1 instead.

  11. iwc3714 says:

    Please put this motor in a Monster. I’ll be camping at my local Ducati dealer. haha

    • superlight says:

      What in the world would a naked bike do with 214 HP? Certainly not for attaining a high top speed – the rider would have to hold on for dear life or be blown off the back by the wind blast!

  12. Tommy D says:

    One thing I have noticed on my last two Duc purchases was snatchy fueling. It really turned me off. Why is it that my Aprilia Tuono has perfect fueling yet Ducati with its much larger resources can’t get rid of that snatchy off – on fuel delivery? Was that just on the Hyper and Scrambler models?

  13. xLaYN says:

    That engine keeps the Ducati-esque sound signature.

    I wonder why they didn’t released the race compliant 999cc engine first?
    I don’t doubt this is a missile but could it be that the 999cc version doesn’t feel “Ducati new V4 level of power” level?

    Now Aprilia feels like a bargain.

    Engineers have decided and we have a motorcycle race engine configuration king, long live 4 cylinders.

    Now, about that Ducati 599cc v4 engine?

    • superlight says:

      Ducati chief Claudio already said this new V4 design is just too expensive for the middleweight segment.

    • Norm G. says:

      re: “That engine keeps the Ducati-esque sound signature”

      good, you noticed. what you are hearing essentially is a “double twin”, ie. two 500cc Desmos. think what would happen if Ducati got hold of a batch of that “compromised Kobe Steel” and the crank were to suddenly shear in the middle. lol and if i understand their cam timing correctly (not 100%) if this were to happen, theoretically from what i read both engines would keep running albeit you would only have 1/2 the power making it to the rear wheel (hint the clutch side V-twin containing the primary gear).

      hows that for a safety margin, you’d be hard pressed to find that kind of redundancy in aviation. 🙂

  14. Wendy says:

    Love it, can’t afford it.

  15. Fastship says:

    I always aspired to a Panigale v-twin and now this. I can’t keep up.

  16. Norm G. says:

    i’m going to buy one…

    no not to ride it, but for the pleasure of taking a dremel to those FLYING BUTTRESSES…!!!

  17. VLJ says:

    Coolest headlights ever?

    They get my vote.

  18. WSHart says:

    Ducatis are seemingly made for those with more dollars than sense. Their antiquated valve train is grossly expensive to maintain. To be sure, the street going bikes are more often than not incredibly beautiful, but beauty is not wallet deep.

    Maybe millionaire Hollyweirdos and billionaire oil peeps like Sheik Yerbootay can afford the buy-in and tires/maintenance of these wallet leeches, but the average joe schmoe can’t. They can keep their ridiculous method of valve actuation for the track but should already have a hydraulic system of valve actuation to keep the street bikes affordable to maintain. Which in turn would make them more popular with us hoi polloi.

    Or they can continue to screw the Goose and break the golden eggs prior to hatching new customers. There’s no happy ending for either side of this coin unless Ducati does something right for their customers. Finally.

    • Max says:

      This isn’t a street bike. You want a nice, affordable street bike, have a look at the Monster 821 or a Multi 950.
      For those who desire a Rolex, there’s this thing.
      No reason that they shouldn’t make bikes for more than one demographic.

      • mickey says:

        I’m confused. This isn’t a street bike? One of them obviously is, otherwise why the mirrors, turn signals and tail light?

        • superlight says:

          Max means this isn’t your everyday driver street bike. Ducati has many other bikes for that purpose. This one is intended to rule the race tracks.

    • Jeremy in TX says:

      More dollars than sense? More accurate to say Ducati makes hikes for customers who aren’t concerned about the dollars. Or at least for those that budget the maintenance into their cost of ownership.

    • Norm G. says:

      re: “Ducatis are seemingly made for those with more dollars than sense.”

      right, and with that i’m going to call pricing as follows…

      $22,9 for the base.

      $25,5 for the S.

      $30,0 for the Tricolore.

      $40,0 for the R. (the max for homologation last i heard)

      1st service, $1000 (+/-).

      any major service, $2500 (+/-).

      let’s see how close i get.

    • Norm G. says:

      re: “Sheik Yerbootay”

      just downloaded his new album on i-tunes. not my normal cup o’ tea, but it’s got a good beat and you can dance to it.

    • superlight says:

      Ducati has addressed their former valve train maintenance concerns – this bike goes 24,000km between valve checks, similar to the competition.
      As for whether Desmodromics is just a marketing catch phrase or a real customer benefit, I might ask why Ducati seems to obtain more HP out of their motoGP bikes than their competitors – many point to the more accurate valve control offered by desmodromic actuation.

      • Random says:

        Probably no better than the pneumatic valves other manufacturers use. I read somewhere (a Kevin Cameron article if I remember well) the real reason their bikes produce more power is the priority of engine power in their designs- which leads to mass centrality and handling problems compared to other V4 bikes, like Honda and Aprilia. Aprilia for example closes the V angle even if it robs them power (by adding counterbalances) for mass centralization purposes.

  19. Brinskee says:

    Wow, I’m in love. Funny how the Italians make it so easy to do that.

  20. mickey says:

    214 hp, 429 pounds. What a missle.

  21. Bill says:

    May all who can afford this truly enjoy riding it.