Superquadro Mono

The name Superquadro derives from the extreme bore and stroke ratio which allows high rotation speeds to be achieved. This is what the engines of our twin-cylinder Superbikes are called and the Mono derives from the engine of the 1299 Panigale, from which it inherits the thermal part, that is, the heart of the engine, or where the power comes from. In common with the Panigale's twin-cylinder, there is the piston, the design of the combustion chamber, and the desmodromic system including the large valves.

The piston of the Superquadro Mono is racing-type with a diameter of 116 mm. This bore represents a record value for a production single-cylinder and is paired with an ultra-short stroke of 62.4 mm resulting in an extreme bore-to-stroke ratio of 1.86. The extreme bore/stroke ratio of 1.86 allows high rotation speeds for never-ending fun.

The Mono also inherits the large 46.8 mm diameter titanium inlet valves to reduce mass and inertia and the 38.2 mm steel exhaust valves from the twin-cylinder Superbike engine. And obviously also the Desmodromic system.

The combination of very large valve diameters and high rpm introduces significant inertial stresses. For this reason, the intake valves of the Superquadro Mono are made of titanium, and their management is entrusted to the Desmodromic system, the only mechanical system, that allows the limits imposed by the valve springs to be overcome, enabling extreme valve lift laws with large diameter valves at high engine speeds. It is so effective that it can also be used on our MotoGP bikes.

In designing this engine we chose sophisticated materials for each component. For example, the cylinder barrel is made of aluminum rather than steel and derives from that of the 1299 Superleggera. The alternator, clutch, and head covers are made of magnesium alloy.

This engine is also a benchmark when it comes to limiting vibrations. The Superquadro Mono has the first-order forces completely balanced thanks to the use of two balancing countershafts positioned in the engine crankcase. These help to significantly reduce vibrations to a level comparable to a 90° V-twin.

The transmission is modeled on that of the Panigale V4, with a long first gear for tackling corners at low speed, making the most of the output thrust of the engine.

The oil bath clutch is compact, with progressive interlocking hydraulic control and a low load on the lever.

Power is entrusted to a single oval-section throttle body with an equivalent diameter of 62 mm, with an under-throttle injector controlled by a ride-by-wire system that offers three different Power Modes (High, Medium, Low) to adapt the delivery of the engine to different riding situations.

The crankshaft is asymmetrical and mounted on differentiated main bearings to keep the weight down.

Composed of a lobe delivery pump, which ensures efficient engine lubrication, and a recovery pump, also lobe, located in the connecting rod compartment and which takes the oil from the side compartments of the alternator and clutch covers so as to reduce friction losses of the lubricant with the moving parts. As happens in racing engines, the recovery pump creates a vacuum in the connecting rod compartment. This reduces resistance during the downward stroke of the piston and ensures effective recovery of the lubricating oil in any condition of use of the engine.