November 1st 2017 - The Panigale Stradale V4, Ducati's new 6th Generation Superbike that begins an exciting new chapter in the Ducati story, a new “symphony” of all-Italian performance and emotion. The Panigale V4 Superbike 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 Superbike 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.
Above: 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. Here the Speciale is featured at EICMA 2017 with Ducati's MotoGP stars Andrea Dovizioso and Jorge Lorenzo.
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.
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.
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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.
An R version with a displacement of less than 1000 cc - which revs higher and is intended more for track use - is currently at the advanced development stage. This will provide the foundation for the homologated version that competes in the Superbike championship, where this engine will be used starting in 2019 (one year on from the launch of the respective road version, as per the Ducati tradition).
As on the Ducati bikes used in racing, the crankshaft is of the counter-rotating type. This reduces the overall gyroscopic effect and makes the bike faster and more agile when changing direction.
The crank pins, offset at 70° as on the Desmosedici GP, involve a Twin Pulse firing sequence that generates easy-to-handle power delivery and optimises out-of-the-corner traction (“Big Bang” effect). This firing sequence also gives the Desmosedici Stradale a unique signature sound.
A 90° V4 configuration makes the engine extremely compact, allowing centralisation of mass and smoothing incorporation on the vehicle. The Desmosedici Stradale has, in fact, been inserted on the motorcycle with the front cylinders banked 42° back from the horizontal, just like the Ducati engines employed in MotoGP. This, of course, optimises weight distribution, allows the adoption of larger radiators and brings the swingarm pivot point forwards. Its architecture also evens up first order forces naturally without the added weight and power loss that a balancing countershaft would involve.
As in MotoGP, the engine was designed with an 81 mm cylinder bore. This measurement reflects the maximum limit allowed by MotoGP rules; it’s also the highest in the 4-cylinder supersport segment. Using the same bore as the Desmosedici GP engine means both power units share nearly identical in-engine fluid dynamics (i.e. on valves, intake ducts and throttle bodies, right where the power is produced).
Needless to say, the new engine is designed around the Desmodromic system, a key characteristic that helps make Ducati prototypes the fastest in MotoGP. On this high-revving engine the “Desmo” system achieves a degree of sophistication, lightness and compactness never before seen on a Ducati.
Variable-height air intake horns constitute another first for a Ducati factory bike, optimising cylinder intake across the rev range and giving significant advantages in terms of power delivery and handling. Completing the fuelling system are the oval throttle bodies, each equipped with two injectors: one above the butterfly and one below it.
This package of cutting-edge technical solutions - absolutely unique within the Supersport segment - makes the Desmosedici Stradale an engine like no other in the motorcycle world.
Main Technical Data:
• 1,103 cm³ 4-cylinder 90-degree V
• Bore x stroke 81 x 53.5 mm
• Compression ratio 14:1
• Maximum power exceeds 210 hp at 13,000 rpm
• Maximum torque exceeds 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
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 msch loved V-Twin which is otherwise being put ouy to pasture.
The rise in pricing for the US market could also to be due to Ducati North America not discounting models like it has done in the past. Because European pricing includes value-added tax (VAT) – which varies by country, but is roughly a 20% to the base price – Ducati models in the US typically sell for a numerically lower value than their European counterparts, despite the dollar’s weakness against the euro.
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The new Stradlae V4 Superbike in its element at the race track.
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.
Click Here for > Panigale V4 Specification Sheet PDF <
The 959 Panigale Corse is the superlative sports version of the legendary Italian twin cylinder. Thanks to suspensions by Öhlins, type-approved Ducati Performance silencers in titanium by Akrapovič, a lithium-ion battery and a dedicated colour scheme inspired by the colours of the MotoGP, the 959 Panigale Corse is ready to race.
The 955 cm3 Superquadro engine is Euro 4 type-approved and has a maximum power of 150 hp at 10,500 rpm. The maximum torque is 102 Nm at 9,000 rpm. Such characteristics enable high performance on the track and enjoyable on-road riding, without having to compromise on long maintenance intervals. The valve clearance control is in fact every 24,000 km.
The chassis of the 959 Panigale Corse is based on a compact monocoque structure, in die-cast aluminium for added resistance with the Superquadro engine incorporated as a structural element. Attached directly to the cylinder heads, it houses two aluminium bushes to the front which in turn house the steering head bearings. In addition to working as a frame, the monocoque also acts as an air-box. It contains, in fact, the air filter as well as the throttle bodies and the fuel circuit, complete with injectors and it's sealed off by the bottom of the aluminium fuel tank.
This exclusive version of the 959 Panigale is equipped with high-quality Öhlins suspensions. It has a multi-adjustable titanium-nitride treated Öhlins NIX30 fork with a diameter of 43 mm, and a multi-adjustable Öhlins TTX36 shock-absorber. The suspension fittings are completed by an adjustable steering damper, also by Öhlins. The 959 Panigale Corse has a weight (kerb – bike with fluids, battery and fuel tank 90% full) of only 197.5 kg, 2.5 kg less than the 959 Panigale, thanks to the lithium-ion battery and titanium silencer.
The 959 Panigale Corse is fitted with an electronics package which includes ABS, Ducati Traction Control (DTC), Ducati Quick Shift (DQS), Engine Brake Control (EBC) and Ride-by-Wire (RbW). Thanks to the Ducati Riding Mode technology, these systems can be combined differently to give the bike three different personalities. The 3 Riding Modes available to the 959 Panigale Corse are Race, Sport and Wet. Such features and characteristics confirm once again how the 959 Panigale Corse embodies absolute excellence through the advanced technologies used in its creation.
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1299 Panigale R Final Edition (MSRP $39,900)
The Sad, Final Tribute to Ducati’s twin-cylinder Superbike Legacy
The most powerful production twin-cylinder engine in history (209 horsepower), combined with the most advanced aluminum monocoque chassis. Limited availability shipping to U.S. dealers now · Dedicated Tri-Colore livery with World Superbike style full titanium exhaust
A final tribute to the legendary twin-cylinder Superbike engine, the most victorious in SBK World Championship history
Ducati CEO Domenicali confirms the last of the V-Twin Superbike, with the new V4 to Preimer at EICMA in November
Pebble Beach / Laguna Seca, California USA July 7th 2017 – An exceptional, exclusive bike, born out of respect and admiration for the engine that has made Ducati history and written the World Superbike Championship record books. The new 1299 Panigale R Final Edition is more than just a bike with a dedicated colour scheme or a limited edition.With a tricolour livery, as eye-catching as it is evocative, it offers a fitting tribute to Ducati's iconic twin-cylinder power unit, which reaches its peak on this latest bike.
For its world preview, Ducati has chosen round eight of the World Superbike Championship, taking place this weekend at Laguna Seca (California-US), where Claudio Domenicali, CEO of Ducati Motor Holding, unveiled the new 1299 Panigale R Final Edition together with Chaz Davies and Marco Melandri (the two official Aruba.it Racing–Ducati riders and stars of the awesome presentation video).
This latest built-in-Bologna gem offers unparalleled technology, performance and design. A Euro 4 compliant road bike, each 1299 Panigale R Final Edition is individually numbered. An offshoot of the 1299 Superleggera engine, the Final Edition Superquadro packs a 209 hp* punch at 11,000 rpm and a torque of 14.5 kgm at 9,000 rpm. It features a lighter crankshaft with a larger crank pin and tungsten balancing pads, while the con-rods, like the intake-exhaust valves, are made of titanium. As on Superbike engines, the two 116 mm diameter pistons have just two segments and slide on steel cylinder liners.
Dear Claudio,
As a Motorcycle Racing Journalist and Photographer, Editor, and a full blooded Ducati V-Twin Superbike Enthusiast, Rider, Racer and Collector - I own all 5 generations of Ducati Superbikes from the first 888 Final Edition to the current Panigale 1199R! And together with British motojournalist rider and friend Alan Cathcart, I am one of the few motojournalists who can afford and do own Ducati sportbikes....
I am very disappointed to hear the Panigale V-Twin Superbike will be discontinued after the 1299R Final Edition. Especially since the 1199RS is still very competitive in SBK World Superbike 2017. It is also disappointing this is the first time the "R" designation has been used on a bike who's engine is too large in displacement be homologated for World Superbike Racing. Two very poor marketing choices by Ducati.
And as Dorna moves closer to making SBK World Superbike a Superstock formula, where the V-Twin will always hold its larger 1200cc advantage over the 1000cc 4-Cylinder bikes, and the organizers have always restricted the different manufacturers’ motorcycles to make them equally competitive, I think the Ducati V-Twin will always remain competitive in SBK racing.
That is not to say, Ducati could homologate and race BOTH the V-Twin and V-Four in SBK World and National Superbike racing. I was very disappointed when Ducati produced the 2005 Desmosedici V-4 and did not homologate and race it in WSBK back then.
The Design, Development and all 5 Generations of Ducati V-Twin World Superbikes arefeatured in this beautifyl full color coffe table book by Alan Cathcart and Jim Gianatsis. Click to Order.
Ducati current success, particularly here in America, Ducati’s largest sales market, grew from Ducati’s legendary 4-valve V-Twin Desmo’s participation and winning in SBK World Superbike with your legendary riders like Doug Polen, Carl Fogarty, Troy Corser, Troy Bayliss and now Chaz Davies.
The majority of older generation Ducati enthusiasts like myself, who can afford to buy Ducati’s expensive Superbike models, prefer the Desmo V-Twin for its sound, power characteristics, low-end torque and power and easy ridabability. I stopped owning and riding Japanese 4-cylinder sportbikes the first time I rode the then new Ducati 916 back in 1993 (I was the suspension engineer for National and World Champions Eddie Lawson and Wayne Rainey) . I love the Ducati V-Twin immediately and have loved it ever since.
In fact, when the Desmosedici V-Four was announced at World Ducati Week 2002, I was the first person to place a deposit on one with Ducati Corse Press officer Jullian Thomas, and then later with my local Ducati dealer. But when I had the opportunity to ride a friend’s Desmosedici, before taking delivery of my own bike, I actually disliked the Desmosedici’s power characteristics so much compared to my 999R Superbike at the time, that I cancelled the purchase of my Desmosedici. It was not an enjoyable bike to ride with its high reving powerband.
And even in recent years, if I wanted the SBK winning credentials of an Italian V-4 Superbike I could have bought an Aprilia RSV4, but I did not. I much prefer the V-Twin power of my latest Panigale 1199R 15.
I would ask that you and Ducati please consider keeping the Desmo V-Twin Superbike in production, evolving it and SBK racing it forever as long as sales justify it. This is Ducati’s history, its heritage, present and future. And this is the bike most Ducati enthusiasts like myself will always want to buy and own if it continues to evolve.
Best regards, Jim Gianatsis,
Editor, Racer, Ducati Owner & Enthusiast
FastDates.com Calendars & Website
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09/15/2017 - I just received this nice Personal Email reply from Claudio Domenicali, CEO of Ducati, regarding the new Panigale V4 and my recent letter to him, asking not to discontinue the current Panigale V2 and the legendary Ducati V-twins Superbikes which have made Ducati legendary and which many of us love so well -
"Dear Jim,
Thank you for writing me you letter where your passion for VTwin and for the brand is very clear.
While I understand your concern I can assure you the new Desmosedici Stradale is taking from the V Twin a lot of charachteristics.
I think numbers will speak more than everything: you said that you did not like the power characteristic of D16RR. Just take note that @7500 rpm the Desmosedici Stradale has 11Kgm of torque, that is 35% superior than the D16RR and 5% higher than your 999R! This engine is not only very powerful but more than everything very torque oriented.
Both the sound and the vibration are very very similar to our current Panigale.
I really hope you will try the new Panigale V4 and change your mind.
Nevertheless the Panigale 1299R final edition will remain in production as the best expression of the twin cylinder philosophy.
Ciao, Claudio"
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Ducati V2 Panigale 1199R15 vs 1299 Dyno Chart - Significantly more mid-range torque than the new Stradale V4 engine
Sept 17th 2107 - I short shift all my torquey Ducati V2 Superbike R-models at 5-6,000rpm on the street and in the canyons. I'm Googling Ducati 999 / 1199R / 1299 Dyno Charts now....
The old 999S with full 57mm Termignoni Exhaust (equivalent in power to a 999R) which Claudio cites, only makes 75 ft lbs torque at 7,500rpm. + Claudio's claimed+ 5% for the new V4 = 78 ft. lbs
While a current 1299 / 1199R make 90 ft lbs at 7,500rpm. So the new Panigale V4 even with its cheater 1100cc engine (they will have to downsize to 999cc for WSBK) will not come close to matching the current Panigale V2 1199R and 1299 Superbike engines for mid-range torque. The V4 will be down in Torque about 15-20 ft lbs across the mid-rance
I'm not bad mouthing the V4, its certainly going to be an awesome track bike, but I just don't want them to stop developing, racing and selling the V2 to their established Ducati enthusiasts. Now, only offering the 1299R Final Edition at $38,000 will kill this last V2 Superbike when the new V4 comes out next year around $18,000 for the base model.
Both the latest Ducati V2 Superbikes and new V4 have far too much top-end power you'll never be able to use on the street. While in Superbike racing, the Balance of Performance adjustments (1200cc vs 1000cc) and restrictors will always keep the V2s competitive.
But the V2s big added advantage for both street and track, is it will alway have more useable torque and power in the lower RPM range to make it easier and more fun to ride, and be easier on tires. That's why I stopped riding 4 cylinder bikes and switched to Ducati V2s 24 years ago.
Ducati's V4 is fine in MotoGP where it makes better power compared to the same size 1000cc in-line 4s, but in WSBK it just isn't need with the BOP adjustment advantage.While for 95% of Ducati Superbike owners who only primarily on the stree, the V2 will wile sorely be missed, with possibly a resulting significant decrease in future Ducati Superbike model sales?
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