Bologna, Italy, Oct 4th 2018 - The Panigale V4 R is, to all intents and purposes, a road-legal WSBK category competition bike and constitutes the technical foundation for the official Ducati Superbikes that will compete in the World Championship as from the 2019 season.
Compared to previous R versions, the Panigale V4 R is now even more specialised and bristles with technology taken directly from MotoGP. The modifications extend far beyond the engine and suspension set-up: they also include the fairing, designed and developed by Ducati Corse in close collaboration with the Ducati Style Centre to improve aerodynamic efficiency. The new fairing also incorporates the aerofoil appendages developed for the MotoGP prototypes. Made of carbon fibre, they increase stability throughout the ride, to allow for reduced reliance on electronic controls, boosting confidence for the pinnacle of rider performance
The Panigale V4 R is, to all intents and purposes, a road-legal WSBK category competition bike and constitutes the technical foundation for the official Ducati Superbikes that will compete in the World Championship as from the 2019 season.
The Desmosedici Stradale 1103 cm3 engine has been replaced with the 998 cm3 Desmosedici Stradale R to comply with displacement limits set by WSBK rules. Unlike the larger V4 - designed to provide fluid power delivery and excellent low-rev pulling power for optimal road use - the 998 cm3 Desmosedici Stradale R offers more extreme performance as power delivery has been designed with the track in mind. Moreover, it's characterised by lighter internal components (which reduce overall bike weight by 2 kg compared to the Panigale V4S, bringing kerb weight down to just 193 kg / 424.6 lb wet with fuel and 165 kg / 363 lb dry.
Greater air intake efficiency allows faster engine 'rev-up' and shifts the rpm red zone higher to ensure improved acceleration. The result is 221 hp (162 kW) of power at 15,250 rpm (EU homologation values) with the stock street exhaust, 2,250 rpm higher than the point of peak power on the 1103 cm3 V4. These impressive figures can be taken even higher by fitting the full-racing Ducati Performance exhaust by Akrapovič, which boosts maximum power to 234 hp (172 kW) at 15,500 rpm. In short: the most powerful Ducati production motorcycle ever!
The V4R looks so much better with the "blacked out" frame spar below the fuel tank, compred to the brushed silver aluminum on the Standard models. The big fairing ventsand side winglets also make it look more agressive.
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 cm.) 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.
This is the full Akrapovic Titanium Racing Exhaust for all models of Panigale V4s. As a separate Ducati Perfromance part it is priced at $5100. With this exhaust the V4R's stock power output is raised from 221 hp (162 kW) of power at 15,250 rpm (EU homologation values) with the stock street exhaust to 234 hp (172 kW) at 15,500 rpm..
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• New engine directly derived from the Desmosedici GP soon to go into production
• Key features include Desmodromic timing, counter-rotating crankshaft and Twin Pulse firing sequence
• New Ducati Panigale V4 Production Superbike to be unveiled at EICMA November 5th 2017 at 9 p.m
Misano World Circuit,(Rimini, Italy, September 7th 2017 – Out of the experience gained in MotoGP, where the 4-cylinder Desmosedici unleashes incomparable performance, comes a new 90° V4 engine designed to power the Ducati supersport models of tomorrow. In transferring the technology of its most cutting-edge power unit from racetrack to road, Ducati offers customers performance levels honed by years of MotoGP experience.
Called the Desmosedici Stradale, this engine is set to become yet another Ducati milestone: it will be the first time ever that the Bologna-based motorcycle manufacturer has equipped a standard production bike with a 4-cylinder engine.
The official unveiling took place in Misano during the San Marino and Rimini Riviera GP, the thirteenth round of the 2017 MotoGP championship. A perfectly natural setting for the presentation, as MotoGP is the proving ground from which the new engine has drawn experience, technology and grit.
“It's with undiluted pride that we unveil this technological gem. It represents the start of a new chapter for our company, underlining our vitality and an unshakeable commitment to investment in new products", stated Claudio Domenicali, Ducati's CEO, during the presentation of the Desmosedici Stradale. "This engine also highlights the close collaboration between Ducati Corse and the factory bike development team, proving just how instrumental racing can be in developing the technology that is later applied on production bikes. In November, at EICMA, we'll be showcasing the new Panigale V4, an all-new motorcycle powered by this extraordinary engine”.
While the Desmosedici Stradale engine is undoubtedly suited to the track, it has also been designed to respond to the needs of the road rider. For example, to maximise mid-range torque - essential for a satisfying road experience - and ensure punchy torque and power at lower revs, the engine has a slightly larger displacement than its MotoGP counterpart (1103 cm³, to be precise). Power output from the Euro 4 compliant engine configuration exceeds 155 kW (210 hp) at 13,000 rpm while maximum torque exceeds 120 Nm (12.2 Kgm) from 8,750 to 12,250 rpm.
The new V4R engine sees the retun to an exposed "dry" slipper clutch for less horsepower loss and better rider "feel".
The Desmosedici Stradale R - the link between the 1,103 cm3 V4 on the Panigale V4 and the MotoGP engine - takes the performance limits for a road-legal engine to unprecedented heights. Originally designed to compete in the Superbike championships, this engine has now undergone numerous changes that make it even more like the one used in MotoGP.
The Panigale V4 R engine can deliver 221 hp (162 kW) at 15,250 rpm and 112 Nm of torque at 11,500 rpm (EU homologation values). It has a 14:1 compression ratio and the rev limiter is set at 16,000 rpm (16,500 rpm in sixth gear). These figures - impressive for a 998 cm3 engine - can be taken even higher by fitting the full-racing Ducati Performance exhaust by Akrapovič, which boosts maximum power to 234 hp (172 kW) at 15,500 rpm.
Like the Desmosedici Stradale, the R version is a 90° V4 with cylinders banked 42° back from the horizontal, a Twin Pulse firing order and a counter-rotating crankshaft*. Designed to be a fully stressed member of the vehicle, the engine retains a bore of 81 mm while stroke has been changed to 48.4 mm thanks to the new forged steel crankshaft which moves four titanium con rods with a centre-to-centre of 104.3 mm: each one is 100 g lighter than the steel ones used on the Panigale V4.
Pistons are made of moulded aluminium, have a single compression ring plus an oil ring and take advantage of “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.
Featuring dedicated profiles, the four Desmosedici Stradale R camshafts provide increased lift with respect to the Desmosedici Stradale and move the sixteen valves (Ø 34 mm titanium intake valves, Ø 27.5 mm steel exhaust valves). The valves feature titanium half-cones, a solution usually adopted only on racing bikes. Dedicated fluid dynamic design of the R engine cylinder heads has led to the development of new, larger intake ducts.
The new crankshaft - 1,100 grams lighter than the one on the Panigale V4 - is mounted on brass bushings and retains the 70° crank pin offset together with the 90-degree V engine layout. This solution 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. On the timing chart, the ignition points are, then, at 0°, 90°, 290° and 380°. This particular firing order makes the V4 sound just like the MotoGP Desmosedici.
The Desmosedici Stradale R engine gulps in air through oval throttle bodies and aerodynamic throttle openings (Ø 56 mm equivalent, an increase of 4 mm) connected to variable-height air intake horns of dedicated length. This solution optimises cylinder intake across the rev range, giving major advantages in terms of power delivery and handling. The R engine breathes through a high-permeability Sprintfilter P08 air filter.
Thanks to development in close collaboration with Ducati Corse, the R version of the Desmosedici Stradale engine has undergone numerous performance-enhancing improvements. To limit power absorption the oil delivery pump has been redesigned and the alternator rotor lightened, shaving another 100 grams off total bike weight.
* 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 jackshaft adds an extra transmission element to the crankshaft-wheel connection system. This needs to be taken into consideration when establishing crankshaft 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.
Dry clutch
As in MotoGP, where all that matters is maximum performance, the Panigale V4 R features a dry clutch. The V4 R mounts an STM EVO-SBK clutch, made of machined-from-solid aluminium with a 48-tooth clutch basket and plate set; there are 9 take-up plates and 9 drive plates with a diameter of 138 mm.
During extreme on-track use, this gives greatly improved ride 'feel'. More specifically, the dry clutch ensures a more efficient anti-patter function, even during aggressive downshifting, and greater fluidity during 'off-throttle' phases; moreover, it's also possible to personalise the degree of 'mechanical' engine braking by selecting a different secondary spring from those available in the Ducati Performance accessories catalogue.
Further benefits include the absence of the resistance opposed by the engine oil and reduced oil contamination as dust from disc wear is not carried into the lubrication circuit.
Last but not least, there's the iconic mechanical clutch rumble which Ducati fans find irresistible.
Ducati V4R 1000cc and V4 1100cc Main Technical Data:
• 998 cm³ 4-cylinder 90-degree V (Standard 1103 cm³ on the standard models)
• Bore x stroke 81 x 48.4 mm (Standard models Bore x stroke 81 x 53.5 mm)
• Compression ratio 14:1
• Maximum power 162 kW (221 hp) @ 15,250 rpm (exceeds 210 hp at 13,000 rpm on the Standard models)
• Maximum torque exceeds 112 Nm (83 lb-ft) @ 11,500 rpm (Standard Models 120 Nm from 8,750 to 12,250 rpm
• Counter-rotating crankshaft
• Twin Pulse firing sequence, crank pins offset at 70°
• Euro 4 emissions
• Desmodromic part chain, part gear timing with dual overhead camshaft, 4 valves per cylinder
• Wet multiplate anti-patter servo clutch
• Semi-dry sump lubrication with four oil pumps: 1 delivery and 3 return
• Fuelling with four oval throttle bodies (52 mm diameter equivalent) and variable-height intake horns
• 6-speed gearbox with DQS up/down system
• 24,000 km “Desmo-service” maintenance interval (15,000 miles
Click Here for > 2019 Panigale V4 and V4R Specification Sheet PDF <
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 Oiling System
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
Seriously Increased Pricing for Posers and Rock Stars
Ducati lists 2018 pricing for the Panigale V4 as €22,590 in Europe, at $21,195 USA for the base model. Tthis is a premium of $1,200 over the outgoing Ducati 1299 Panigale. When you get to the Panigale V4 S though, things start getting considerably more expensive. European pricing on the Ohlins suspended Ducati Panigale V4 S is set at €27,890, USA will be $27,495.
For the American market, this is a $1,700 bump on pricing when compared to the 2017 Ducati 1299 Panigale.
Based on the pricing listed for both markets, Ducati certainly thinks that the allure of its first mass-production V4 superbike is worth the added cost – production started this week, by the way – with all the Panigale V4 trim levels commanding a considerable premium over their comparable competition.
And how much for the 226hp* Panigale V4 Speciale? Europeans will have to pay €39,900, while Americans will be looking at a $39,995 MSRP – that is quite the sticker price, especially when you consider it is not even the “R” model of the machine, which will arrive for the 2019 model year. The full Akrapovic Racing Exhaust System which will come standard in the shipping crate with the Speciale, will sell for $5,700 as a Ducati Performance option for the other V4 models. Forged Marchesini Race Wheels, Billet Foot Controls, carbon fibre bits, a limited 1000 edition numbered Triple Clamp and a commerative Tr-Colore paint scheme a;; charged at full list price with no rebate for the stock parts make up the $12,000 difference between the V4S and the Speciale V4.
The increased pricing also shows Ducati’s desire to make its flagship model a little bit more exclusive (though we doubt it will affect sales too much), and it creates more space between the Panigale V4 and the Ducati 959 Panigale, which is priced at $15,395 for 2018 to offer a much lower cost option for their much loved V-Twin Superbike which remains.
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The new Stradlae V4R Superbike in its element at the race track.
Ducati premiered at EICMA 2018, both the 2019 production V4R (above), and the V4RS Corse (below) factory race bike for World Superbike, and for various National Championships were eligible. Differences on the V4RS seen in this picture include higher spec Ohlins MotoGP forks, higher spec Brembo front calipers and brake rotors, full carbon fibre bodywork, different Marchesini race wheels, a larger capacity furl tank extending down below the seat, a different rear aluminum rear sub frame with carbon fibre heat shields, and billet adjustable foot controls.It certainly has the WSBK spec ECU electronics aa well. The only question is, will WSBK let the V4R/RS run at fullproduction bike 234hp horsepower to beat the al dominate Jothan Re Kawasaki ZX10R, or will they restrick it down to the 220hp limit of the other bikes? Keep in mind that the Stradaleengine with its MotoGP derived design, coud easiy be tuned up to 280hp if allowed. 
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.
Above and below, the V4R comes with an Ohlins steering dampner and mechanically fully adjustable 43 mm Öhlins NPX pressurized fork with TiN treatment. The handlebars have buttons for a pre progrmed Pit Lane Speed Controler and GPS Lap Timing.
Andl like previous R models the steering heard offers an adjustable 23.5 - 24.5 degree Steering Angle, and the rear swingarm pivot is adjustable as well.
Up front, the Panigale V4 R mounts an exclusive new pressurised Öhlins 43 mm NPX 25/30 fork with TiN treatment and, at the rear, an Öhlins TTX36 shock absorber. Both feature mechanical adjustment. The Öhlins steering damper also abandons electronic adjustment in favour of a mechanical alternative.
Compared to the NIX 30 model on the Panigale V4 S, the new NPX 25/30 uses a pressurised damping system that is an offshoot of the one used on Öhlins WSB racing forks. Compared to a traditional system, a pressurised one minimises the risk of oil cavitation, offering improved bump absorption while ensuring excellent braking stability and support to give the rider better front-end ‘feel’.
Just like the Öhlins forks used in MotoGP, compression damping occurs in the left fork tube and makes use of a Ø 25 mm piston. Rebound damping instead, in the right fork tube, uses a Ø 30 mm one. Specifically designed and machined outer tubes save a further 600 g with respect to the forks on the Panigale V4 S.
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The new livery on the Panigale V4 S Corse aroused enthusiastic interest. Created using official Ducati MotoGP team colours, it mirrors the special version with the exact same colour scheme that Michele Pirro rode to victory in the Race of Champions at WDW2018. That bike and the other 11 variants that competed in the race were won by twelve lucky enthusiasts in a global auction that attracted record-breaking bids.
Above, Ducati Italian National Superbike Champion Michele Pirro was the winner of the Race of Champions at World Ducati Week 2018 at Misano, Italy, with his own special liveried V4S that is now available for 2019. Here Michele is joined here by FastDates.com Caleandar Kitten Elia.
Above, The V4S Speciale continues for 2019 as a street and track day version of the V4S with the large bore 1103 cm³ engine, electronic suspension, competition foot controls, and the full Akrapovic Titanium racing exhaust system is inclued in the crate with the bike.
A note to both V4R and Speciale model buyers, the bikes come with the stock street exhaust installed to comply with State and Federal regulations, and you will have to pay your dealer
to install the track-only race system which can cost around $1500 additional. The Akrapovic is very difficult to install nreding almost complete disassembly of the bike, and should be installed by a factory traimed Ducati mechanic, and the bike's ECU needs to be flashed by the Ducati dealer with new engine programing for the race exhaust" for off-road racing use only."
The Panigale V4 R Front Frame differs from the V4 S one not just because it is black. Above all, the machined sides ensure attainment of the stiffness goals set by Ducati Corse and reduce weight even further. To complete the modifications to the chassis set-up, the rear swingarm pivot height can now be adjusted (it has 4 positions, 2 mm apart from each other). This feature broadens the adjustment scope so the bike can be adapted more precisely to individual riding styles and road/track conditions.
Since the Panigale V4 R has been designed for near-exclusive use on race tracks, it does not mount the event-based semi-active Öhlins suspension seen on the V4 S but, rather, the Swedish firm's professional mechanical units.
Up front, the Panigale V4 R mounts an exclusive new pressurised Öhlins 43 mm NPX 25/30 fork with TiN treatment and, at the rear, an Öhlins TTX36 shock absorber. Both feature mechanical adjustment. The Öhlins steering damper also abandons electronic adjustment in favour of a mechanical alternative.
Compared to the NIX 30 model on the Panigale V4 S, the new NPX 25/30 uses a pressurised damping system that is an offshoot of the one used on Öhlins WSB racing forks. Compared to a traditional system, a pressurised one minimises the risk of oil cavitation, offering improved bump absorption while ensuring excellent braking stability and support to give the rider better front-end ‘feel’.
Just like the Öhlins forks used in MotoGP, compression damping occurs in the left fork tube and makes use of a Ø 25 mm piston. Rebound damping instead, in the right fork tube, uses a Ø 30 mm one. Specifically designed and machined outer tubes save a further 600 g with respect to the forks on the Panigale V4 S.
To complete the suspension set-up the bike features the same 'total black' aluminium Marchesini wheels used on official Ducati bikes.
Latest-generation electronic controls
The Panigale V4 R is equipped with a latest-generation electronics package that controls every stage of the ride via a 6-axis Bosch inertial platform (6D IMU – Inertial Measurement Unit). The latter features revised intervention logic to adapt to the needs of pro riders.
The Panigale V4 R electronic control package includes:
• Bosch Cornering ABS EVO
• Ducati Traction Control (DTC) EVO
• Ducati Slide Control (DSC)
• Ducati Wheelie Control (DWC) EVO
• Ducati Power Launch (DPL)
• Ducati Quick Shift up/down (DQS) EVO
• Engine Brake Control EVO (EBC) EVO
The operational parameters for each of these controls are associated by default with the three Panigale V4 R Riding Modes. DTC, DWC, DSC or EBC control levels can be adjusted quickly via the left switchgear.
Bosch Cornering ABS EVO
The Bosch ABS system with Cornering function allows ABS operation even with the bike leaned over. Bosch Cornering ABS EVO can be set at three different levels to fully satisfy the needs of all riders.
While level 3 is recommended for low-grip conditions, levels 2 and 1 emphasise braking power and are intended for use on high-grip surfaces.
Selecting level 2 activates the Slide by Brake function, which lets riders drift the bike into the corners safely.
Recommended for pro riders, ABS level 1 restricts ABS intervention to the front brake only, yet retains the Cornering function to allow super-hard braking up to and past the turn-in and recovery from any riding errors.
Ducati Traction Control (DTC) EVO
The DTC EVO has evolved a step further by implementing a 'derivative' control branch, so called because it acts on the derivative of wheelspin (spontaneous grip loss), making control predictive and even smoother and damping oscillation, especially where grip conditions are sub-optimal. This same approach is applied on the GP18.
The DTC EVO interfaces with the 6-axis Inertial Measurement Unit (IMU), constantly measuring the 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).
When set to level 1 or 2, DTC EVO activates the Spin on Demand function. This lets the rider use the throttle, with the bike leaned over, to request more wheelspin than would be given by the normal intervention level so the bike can pivot around its front wheel and complete the taken cornering line.
DTC EVO acts not just on ignition and injection advance but also on throttle body valve aperture to ensure more fluid intervention when fast-action control is not required.
Ducati Slide Control (DSC)
Co-developed with Ducati Corse, this new system provides the rider with further support by controlling the torque delivered by the 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.
DSC has two different settings: switching from level 1 to level 2 results in easier control of slide angles that would otherwise be hard to manage.
Like DTC EVO, DSC controls torque reduction by acting on the throttle body valves, decreasing spark advance and reducing injection.
Ducati Wheelie Control (DWC) EVO
The Panigale V4 R is also equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO). Thanks to the information provided by the IMU 6D, 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 system ensures lightning-fast yet safe starts, letting the rider focus on releasing the clutch. The DPL makes use of the DWC functions and always keeps DTC active to ensure compete safety at all times
The DPL has three different settings and is activated by pressing the specific key on the right-hand switchgear. Level 1 favours high-performance starts, level 3 is safer and more stable.
Ducati Quick Shift up/down (DQS) EVO
In addition to minimising shift times, the DQS EVO with up/down function allows clutchless down-changes. The EVO version mounted on the V4 R uses lean angle info to maximise bike stability during through-the-corner gearshifts. During downshifting this system works seamlessly with the slipper clutch and Engine Brake Control (EBC) to ensure optimal gear meshing during on-the-edge riding.
Engine Brake Control (EBC) EVO
EBC (Engine Brake Control) helps riders optimise bike stability under extreme turn-in conditions. EBC EVO, optimised according to lean angle, monitors the throttle body valve position, the selected gear and crankshaft deceleration during aggressive braking and adjusts throttle aperture to balance out the torque applied to the tyre.
New Ducati Riding Mode (RM) strategy
Riding Modes provide users with three different pre-set riding styles so that Panigale V4 R performance can be adapted to the rider, the nature of the track/route and weather conditions.
Race Riding Mode – Race RM is designed to let the rider tap into the full potential of the Panigale V4 R on high-grip asphalts. Selecting Race gives the rider 221 hp, with direct Ride-by-Wire throttle response. Race mode sets the electronics at a low intervention level with the ABS only intervening on the front wheel to provide maximum braking performance, but with the Cornering feature always active
Sport Riding Mode – Sport RM allows less experienced riders to enjoy effective, spectacular bike performance. Again, the engine delivers 221 hp but with a sports-style Ride-by-Wire throttle response. The Slide by Brake function is activated, as is Cornering ABS, to maximise cornering performance.
Street Riding Mode – Street RM is recommended when riding the Panigale V4 R on low-grip surfaces or on public road. This RM still delivers 221 hp but, like Sport RM, has a more progressive throttle response. Electronic control settings ensure grip and stability to maximise safety.
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