Spied! Ducati's New V4 Superbike
A new Desmosedici for the road
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We’re getting our first look at the sportbike that will mark the end of an era. This new V-4-powered Ducati will eventually elbow aside V-Twin Ducatis from the Superbike series.
Spotted in a test area at Ducati’s factory in Bologna, Italy, this new Desmosedici will make its way into production for the 2018 model year. Our lensman, herr Hohne, says he “heard it a while before I saw it, and I immediately knew what bike they were testing” by the sound of its V-4 engine. “From what I could tell, it sounded a lot like the Aprilia Tuono/RSV4, but a bit… err… rougher I guess is the best word to explain it.”
Because Ducati’s MotoGP team already uses a V-4 engine, we expect some commonalities between them, including the 90-degree angle of its cylinder vee and, of course, desmodromic valve actuation. The exotic Desmosedici RR from a decade ago had a wide 86mm bore, which is far fatter than the 81mm now mandated as maximum by the FIM. If a 48.5mm stroke was added to an 81mm hole, the engine would yield exactly 1000cc.
2008 Ducati Desmosedici RR Review
Note~the snaking header pipes from the two rear cylinders that dump into a sizable muffler under the engine a la the Panigale (and Buell/EBR). A single-sided swingarm like the Panigale carries over. The cobby heat shielding and unfinished tailsection reveal this test mule is still several steps away from production.
It’s difficult to imagine a World Superbike race without a V-Twin Ducati in it, as the red machines from Borgo Panigale have been winning championships since 1990. But Ducati hasn’t won a rider’s title since 2011 when Carlos Checa rode the 1098R. This is the longest WSB championship drought for Ducati since the series began.Ducati has said it will continue to race the Panigale in 2018, which will provide a bit of extra time to develop this new V-4 superbike into a machine ready to challenge the best in class by the time the 2019 season begins.
Note~Here’s another view of the angle of the rear cylinders. Imagining a 90-degree angle at the bottom of the cylinder bank locates the second set of cylinders approximately at the white scuff marks on the fairing, creating a vee shape that’s a departure from Ducati’s so-called L-Twins.
This rebooted Desmosedici RR will surely be seen in production form this fall, likely debuting at the big EICMA show in Milan. As typical for Ducati, we’ll expect a base version as well as one outfitted with higher-end components like electronic suspension and lighter-weight forged wheels. All will include traction control and ABS, as well as TFT instrumentation.
Highlights
- New V4 road bike to be unveiled officially in November
- WSB teams will have to wait until 2019
- Premium price but not exotic
- 1000cc and 1200cc versions
One of the most dramatic changes is the ditching of the Panigale’s monocoque ‘frameless’ design in favour of a more conventional twin-spar cast frame. Still around half the size of a normal frame, it can be seen emerging from the headstock and arcing to the rear bank of cylinders.
Emperor’s new clothes
The outline, attitude, and silhouette are all unmistakeable – making it clear that Ducati want the new V4 to look like an evolution of the existing road family, not a clone of their MotoGP Desmosedici. This hints that they’re unlikely to call it a Desmosedici – while it seems equally likely it won’t inherit the Panigale name, either. That instantly recognisable face has put on a few pounds, though. The front-end and flanks are noticeably more haunched and muscular than its V2 forebear, inevitable considering the near doubling of the width of the engine.
Light show
The headlamps and sidelights are all mounted in the air intake ports, as given away by one of the LED headlamps being illuminated (see below). It’s a clear evolution of the Panigale look. We can also see a new style of high-mounted numberplate mount, and neat small indicators mounted to the trellis subframe.
The rear shock has been repositioned and it’s now nestling down behind the rider’s left ankle. It appears to be a mechanical Öhlins shock (a TTX36 is our guess). But this test mule clearly isn’t a top spec model, as the fork also bears no sign of electronic adjustment. We’d expect this to be addresses on an S model.
Exhaustive changes
While the engine capacity has at best remained unchanged, at worst decreased by 200cc, the increased focus on emissions means the exhaust has grown to cope. It’s clear to see two headers entering the large collector at the front, and another two at the rear. And it’s a big box. Clearly this is a road legal system.
While the engine capacity has at best remained unchanged, at worst decreased by 200cc, the increased focus on emissions means the exhaust has grown to cope. It’s clear to see two headers entering the large collector at the front, and another two at the rear. And it’s a big box. Clearly this is a road legal system.
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