Die Panigale V4 Modelljahr 2021 steigert die Performance noch weiter und bringt das Fahren für Amateure und Profis auf die nächste Stufe.
Eine Reihe von Verbesserungen sorgen für eine leichtere, benutzerfreundlichere, weniger ermüdende Fahrt und machen gleichzeitig das Bike nicht nur auf einzelnen Runden, sondern auch über ganze Sessions hinweg schneller. Das Aero-Paket bietet eine verbesserte Aerodynamik und verbessert die Stabilität des gesamten Fahrzeugs, was das Vertrauen erhöht. Der vordere Rahmen hingegen verändert die Steifigkeit, um ein besseres Gefühl für das Vorderrad bei extremen Schräglagen zu erzeugen.
Die Ingenieure von Ducati und Ducati Corse haben die Feedbacks/Datenzahlen von Kunden auf der ganzen Welt und den Superbike-Weltmeisterschafts-Events gesammelt. Ihre Analyse hat zu einer Reihe von Änderungen in den Bereichen Aerodynamik, Fahrwerk, elektronische Steuerung und Ride by Wire-Mapping geführt: Entwickelt, um die Stabilität und die Einfahrgeschwindigkeit in Kurven zu erhöhen, erleichtern diese Änderungen die Kurvenausfahrt und ermöglichen dem Fahrer eine bessere Kontrolle des Gases. Die S-Version verfügt über eine ereignisbasierte elektronische Steuerung von Öhlins, die das System Öhlins Smart EC (Electronic Control) der zweiten Generation nutzt, um das volle Potenzial der IMU 6D auszuschöpfen.
Dank der Produktverbesserungen im Jahr 2020 ist die neue Panigale V4 auf der Rennstrecke schneller als die 2019er Panigale V4. Bei den Entwicklungstests auf der Strecke von Vallelunga war ein Amateurfahrer 1,3 s schneller, während ein schneller Amateur eine Bestzeit um 0,8 s verringerte. Sogar der Profi Michele Pirro profitierte von den Verbesserungen – er umrundete den Kurs mit der Panigale V4 2020 um 0,4 s schneller.
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Panigale V4
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Panigale V4 S
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Front suspension
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Ø 43 mm Showa BPF
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Ø 43 mm Öhlins NIX30 event-based
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Rear suspension
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Sachs mono-shock
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Öhlins TTX36 event-based
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Steering damper
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Sachs
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Öhlins
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Racing style handgrips
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-
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✔
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Lithium ion battery
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✔
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Wheels
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Aluminum alloy casted
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Marchesini aluminum forged
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Front mudguard color
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Ducati Red
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Black
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Dry weight
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175 kg
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174 kg
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Kerb weight
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198 kg
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195 kg
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Aerodynamikpaket by Ducati Corse
Entwickelt von Ducati Corse und dem Ducati Style Center, spiegelt das Aerodynamikpaket der Panigale V4 MY2020 das der Panigale 4V R wider. Das Ergebnis, eine Verkleidunge, die - im wahren Panigale-Stil - den offiziellen Ducati Superbike-Anforderungen vollständig entsprechen.
Wie in der MotoGP beinhaltete die aerodynamische Entwicklung eine Reihe von CFD-Vorstudien (Computational Fluid Dynamics), gefolgt von der Optimierung an einem Windkanalmodell in Orginalgröße.
Das Panigale V4 Aerodynamikpaket beinhaltet:
Die neue Plexiglasscheibe - höher und schräger - bietet einen besseren Luftstromschutz für den Fahrer, insbesondere im Helm- und Schulterbereich. Der Bildschirm arbeitet in Verbindung mit einer neuen Bugverkleidung, die höher und breiter (+15 mm pro Seite) in der Armschutzzone ist, um den arm- und schulterbedingten Widerstand auf den Geraden zu reduzieren.
Die seitlichen Verkleidungen wurden erheblich verbreitert (+38 mm pro Seite), mit dem Ziel, die Auswirkungen des Luftstroms auf den Fahrer zu reduzieren und die Effizienz des Tragflächenprofils zu maximieren.
An den Seiten wurden die stilvollen Lüftungsöffnungen des Panigale V4 durch effizientere ersetzt, die die Luftdurchflussgeschwindigkeiten an Wasser- und Ölkühlern um 6% bzw. 16% erhöhen.
Die Tragflächen orientieren sich an denen der GP16, die entwickelt wurden, bevor die Vorschriften zu Einschränkungen der Folienformen führten. Dadurch sind die Panigale V4-Profile noch effizienter als die derzeit in der MotoGP eingesetzten.
Diese monoplanen einteiligen Folien haben ein trapezförmiges Layout und ein Profil, das sich von der Wurzel bis zur Spitze verjüngt. Die Folienleistung wurde durch das Einsetzen des längs angeordneten Streifens und des Winglets verbessert, das den Luftstrom über seine Oberflächen "isoliert". Um die erforderliche Festigkeit und Steifigkeit zu gewährleisten, werden Panigale V4-Profile aus glasfaserverstärktem Thermoplast hergestellt.
In Abstimmung mit dem Verkleidungsdesign erhöhen die Flügel den Gesamtabtrieb (+30 kg bei 270 km/h). Größerer Abtrieb reduziert sowohl das "Schweben" des Vorderrads bei hoher Geschwindigkeit als auch die Tendenz zum Hochschieben und erhöht gleichzeitig die Stabilität beim Bremsen am Einlenkpunkt und durch die Kurve.
Dieses dynamische Verhalten ermöglicht es dem Fahrer - gegen einen leichten Anstieg des Lenkmoments, der sich aus der erhöhten Stabilität ergibt -, die Rundenzeiten zu verkürzen, da es den Eingriff der elektronischen Steuerung reduziert und dem Fahrer hilft, das Gas länger offen zu halten und später zu bremsen, auch wenn die Kurvenfahrt bereits begonnen hat.
Neue Änderungen für Höchstleistungen
Die Panigale V4 MY2020 verfügt über neue, speziell entwickelte Ride by Wire System-Mappings mit mehreren Einstellungen für den Drehmomentverlauf. Das Track-RbW-Mapping stimmt das abgegebene Drehmoment besser mit der Nachfrage des Fahrers ab, was zu einem sanfteren und kalkulierbareren Ansprechverhalten der Drosselklappe führt. Die neue Strategie zur Steuerung der Drehmomentabgabe ermöglicht es dem Fahrer, die gewünschte Drosselklappenöffnung durch die Kurven hindurch und aus ihnen heraus leichter zu stabilisieren. Zusätzlich variiert die Linearisierung der Drehmomentkurve in den Gängen I, II und III entsprechend dem gewählten Leistungsmodus, um den Stabilitätsverlust beim Beschleunigen zu minimieren.
MotoGP Performance
Die Desmosedici Stradale wurde entwickelt, um die Rennleistung mit allen Anforderungen für den Straßeneinsatz zu kombinieren. Um das Drehmoment im mittleren Drehzahlbereich zu maximieren - was für die Freude an Motorrädern auf befahrbaren Straßen so wichtig ist - und um Drehmoment und Leistung bei niedrigeren Drehzahlen zu erreichen, hat der Motor einen größeren Hubraum als die MotoGP-Version, nämlich 1.103 cm³. Er liefert eine Leistung von mehr als 155 kW (210 PS) bei 13.000 U/min und ein maximales Drehmoment von über 120 Nm (12,2 Kgm) von 8.750 bis 12.250 U/min in der Euro 4-Version.
Die Bohrung von (81 mm) ist die gleiche wie beim Desmosedici GP-Motor und entspricht der maximalen Dimension, die das MotoGP-Reglement zulässt. Sie ist auch die höchste im Vierzylinder-Supersportbereich.
Der Hub (53,5 mm) ist länger als beim Desmosedici GP-Motor, um ein höheres Drehmoment auf offener Straße zu erreichen und die maximale Motordrehzahl zu reduzieren.
Die Verwendung der gleichen Bohrung wie beim Desmosedici GP-Motor bedeutet, dass die gesamte Fluiddynamik (Ventile, Ansaugrohre, Drosselklappen), die tatsächlich das Herzstück des Motors bildet, in dem die Leistung erzeugt wird, auch in den beiden Antriebseinheiten sehr ähnlich ist.
Das V4 90° Layout macht den Motor extrem kompakt, was die Zentrierung der Massen und eine bessere Integration in das Fahrrad ermöglicht. Tatsächlich wurde die Desmosedici Stradale in das Fahrzeug eingesetzt, wobei die Vorderbank der Zylinder gegenüber der horizontalen Ebene um 42° nach hinten gedreht wurde, wie bei den Ducati-Motoren, die in der MotoGP konkurrieren. Dies optimiert die Gewichtsverteilung, ermöglicht den Einsatz umfangreicherer Kühler und ermöglicht es, den Schwenkarm nach vorne zu verschieben.
Seine Architektur erzeugt auch ein natürliches Gleichgewicht der Kräfte erster Ordnung, ohne die Gewichtszunahme und den Leistungsverlust einer Ausgleichswelle.
Höhenvariable Einlauftrichter optimieren die Zylinderbefüllung bei allen Drehzahlen und bieten wichtige Vorteile in Bezug auf Leistung und Fahrbarkeit. Das Kraftstoffversorgungssystem wird somit durch ovale Drosselklappenstutzen mit jeweils zwei Einspritzdüsen vervollständigt: eine unter der Drossel und eine über der Drossel.
Ausgehend vom Desmosedici GP-Motor wurden die Fertigungstechnologien, die Materialien und die Nebenkomponenten so angepasst, dass sie die erforderliche Straßenhaltbarkeit erreichen, Standard-Wartungsintervalle von 24.000 km (Desmo Service), Euro-4-Homologation und hohe Produktionskapazität erreichen.
For Ducati, the V4 layout at 90° is the utmost expression of sportiness for a motorcycle engine. It is no coincidence that it is the same solution used in the MotoGP Desmosedici engines.
Read moreFor Ducati, the V4 layout at 90° is the utmost expression of sportiness for a motorcycle engine. It is no coincidence that it is the same solution used in the MotoGP Desmosedici engines. The 90° V layout of the cylinders creates a natural balancing of first-order forces without the need to resort to a balance shaft to eliminate the vibrations that notoriously entail increases in weight and power absorption. In addition to this primary benefit, which is extremely important for the reliability and mechanical efficiency of an engine that reaches rotation speeds greater than 14,000 rpm, there are others that make the configuration chosen by Ducati the most technically refined.
Compared to a classic in-line four-cylinder, the lateral compactness of the V-engine allows greater centralisation of the masses and makes it possible to limit the weight on the front end of the bike. Furthermore, the shorter crankshaft generates a smaller gyroscopic effect. All these aspects have a positive impact on the bike's dynamics, helping to make it light and fast when changing directions.
Read moreCompared to a classic in-line four-cylinder, the lateral compactness of the V-engine allows greater centralisation of the masses and makes it possible to limit the weight on the front end of the bike. Furthermore, the shorter crankshaft generates a smaller gyroscopic effect. All these aspects have a positive impact on the bike's dynamics, helping to make it light and fast when changing directions. The large space available between the V of the cylinders made it possible to position the water pump and have a large volume airbox (12.8 litres) to allow the Desmosedici Stradale to breathe better.
The optimal integration of engine and chassis is a fundamental concept behind every Ducati project. That is why the Desmosedici Stradale was developed to be mounted rotated backwards by 42°, like the Ducati MotoGP engines, to optimise weight distribution, use more extensive radiators and to shift the swinging arm pivot forwards as much as possible.
Read more The optimal integration of engine and chassis is a fundamental concept behind every Ducati project. That is why the Desmosedici Stradale was developed to be mounted rotated backwards by 42°, like the Ducati MotoGP engines, to optimise weight distribution, use more extensive radiators and to shift the swinging arm pivot forwards as much as possible.
The Desmosedici Stradale was also designed to be a structural element of the frame. Connections to the main frame were added to the front of the upper casing and in the head of the rear bank. The engine block also acts as a connection for the rear suspension and swinging arm.
Like all Ducati engines, on the Desmosedici Stradale the design of the Desmodromic system is a key factor for obtaining top performance. The Desmodromic system in the Desmosedici Stradale uses components that have been completely redesigned and miniaturised to obtain very compact heads, achieving a level of sophistication, compactness and lightness never seen before on a Ducati bike.
Like all Ducati engines, on the Desmosedici Stradale the design of the Desmodromic system is a key factor for obtaining top performance. The Desmodromic system in the Desmosedici Stradale uses components that have been completely redesigned and miniaturised to obtain very compact heads, achieving a level of sophistication, compactness and lightness never seen before on a Ducati bike. Each component of the system was designed and tested to safely reach the rotation speeds the V4 is capable of achieving. Also contributing to the compact engine heads are the new spark plugs, smaller than the standard model currently in production.
The four camshafts of the Desmosedici Stradale engine move the 16 steel valves, the intake valves having a diameter of 34 mm and the exhaust valves measuring 27.5 mm in diameter, quite large in relation to the 81 mm bore adopted. The valve seats are made of sintered steel.
Given the V4's high rotation speeds and the large size of the valves, the latter could not follow the cam closure profiles using a traditional spring system. This is why the Desmodromic system becomes indispensable. In Ducati's "Desmo" the valves are mechanically closed with an accuracy similar to that of the opening phase, making it possible to realise more pronounced cam profiles and extreme timing that optimise the dynamic flow of fluids both during intake and exhaust and therefore greater performance of the engine.
The camshafts are controlled by two “silent” timing chains. On the front timing system the chain drives the intake camshaft, which in turn transmits motion to the exhaust via a pair of gear wheels (mixed chain-gear timing system). On the rear timing system, on the other hand, the chain drives the exhaust shaft which transmits motion to the intake line. This choice minimises timing absorption, benefiting performance and reliability. The chain that controls the timing of the front cylinders is positioned on the right side of the engine and is driven by the crankshaft through a gear on the sprocket of the primary transmission. The one that drives the rear cylinders is situated on the left side of the engine and is driven by a gear that is part of the crankshaft. Each head has an "anti-beat" sensor that makes it possible to optimise the management of advance firing, avoiding knocking phenomena.
On normal motorcycles the crankshaft rotates in the same direction as the wheels. In contrast, in MotoGP the counter-rotating crankshaft rotates in the opposite direction. The Ducati engine specialists have borrowed this technical solution from the racing models for the same reasons it was applied in the competitive world. In fact, this solution has advantages related to two aspects of physics: the gyroscopic effect and inertia.
Read moreOn normal motorcycles the crankshaft rotates in the same direction as the wheels. In contrast, in MotoGP the counter-rotating crankshaft rotates in the opposite direction. The Ducati engine specialists have borrowed this technical solution from the racing models for the same reasons it was applied in the competitive world. In fact, this solution has advantages related to two aspects of physics: the gyroscopic effect and inertia. The counter-rotating crankshaft makes it possible to compensate part of the gyroscopic effect produced by the wheels while riding, and this results in improved handling and a motorcycle that is more agile when changing direction.
The second advantage is related to inertia (that is, the tendency of an object to oppose a change in state) both of the vehicle and the rotating engine parts. During acceleration, the driving torque transmitted to the ground pushes the vehicle, which reacts by generating a tendency to do a wheelie. Due to inertia, the counter-rotating crankshaft generates a torque in the opposite direction, which thus tends to lower the front end thereby reducing the wheelie phenomenon, with also benefits acceleration.
Likewise, during braking or fast decelerations, the motorcycle experiences a reaction that tends towards rear lift-up, but the crankshaft also undergoes a deceleration (reduced rpms) and this results in an inertial torque in the opposite direction that counters the force seeking to lift the rear end. Consequently, both in acceleration and braking, the adoption of the counter-rotating shaft provides positive effects.
Clearly, this layout requires an additional toothed wheel, the so-called idle wheel (*), which is necessary to transfer the crankshaft motion to the gearbox and then to the wheels so as to provide the correct rotation for the direction of travel.
The 70° offset of the crank pins combined with the 90° V-engine layout generates a firing order that Ducati has called "Twin Pulse" because it is as if the engine were reproducing the firing sequence of a twin cylinder. The peculiarity lies in the rapid firing of the two cylinders on the left side and then on the right side of the motorcycle. In the timing diagram, the firings are situated at 0°, 90°, 290° and 380°. This particular firing order gives the V4 a sound that is quite similar to that of the Desmosedici MotoGP.
Read more The 70° offset of the crank pins combined with the 90° V-engine layout generates a firing order that Ducati has called "Twin Pulse" because it is as if the engine were reproducing the firing sequence of a twin cylinder. The peculiarity lies in the rapid firing of the two cylinders on the left side and then on the right side of the motorcycle. In the timing diagram, the firings are situated at 0°, 90°, 290° and 380°. This particular firing order gives the V4 a sound that is quite similar to that of the Desmosedici MotoGP.
In practice, imagining a cycle that starts with 0°, the first cylinder of the front bank "fires", generator side, followed, after only 90° of rotation, by the rear bank cylinder on the same side. Then there is an interval during which the engine does not generate drive torque until the firings 90° from each other in the two cylinders on the clutch side. The "Twin Pulse" firing order, besides producing a unique exhaust sound unlike any other motorcycle, music to the ears of a true enthusiast, generates a type of power that was judged to be the best by the Ducati MotoGP riders as it generates important advantages at the power level and therefore the rideability of the motorcycle, especially when cornering and coming out of curves.
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.
Magnesium occupies a prominent position among the lighter metal materials. It is not by chance that in alloy form it is widely used in competitions. The Desmosedici Stradale uses magnesium alloy for numerous components, including head covers, oil sump, generator and clutch. A technical choice that also has a positive impact on the bike's look.
Pistons having a diameter of 81 mm churn in the barrels of the cylinders, with two piston rings, low friction, plus oil scraper ring. They are moulded in aluminium and utilise the "box in box" technology that makes it possible to contain the skirt height and the thickness under the piston crown thus reducing friction and inertia loads while maintaining the required durability and stiffness.
The perfect functionality of the six-speed gearbox is enhanced by the Ducati Quick Shift EVO (DQS EVO), which offers a fundamental evolution: changing gears with the throttle open. Furthermore, DQS EVO follows different logics to shift up and down. Integration with the slipper clutch and engine brake (Engine Brake Control) ensures the system's absolute effectiveness even on the track.
The wet clutch with progressive control optimally combines high torque drive and rider comfort. In competitive riding conditions, with sudden downshifts and strong engine braking, the slipper clutch counteracts the loss of stability of the rear end, offering excellent control while braking deep in corners.
Like the MotoGP engines, the Desmosedici Stradale uses a semi-dry casing lubrication with delivery and recovery stages to ensure proper lubrication of all moving parts at all times.
Read moreLike the MotoGP engines, the Desmosedici Stradale uses a semi-dry casing lubrication with delivery and recovery stages to ensure proper lubrication of all moving parts at all times.
The oil pump, driven by a chain, consists of four stages, one for lobe delivery and three for recovery, one with gears to draw oil from the heads through two ducts, while the other two pumps have lobes and ensure effective recovery of lubricating oil in any condition of engine use, while maintaining the engine crankcase underneath the pistons under controlled constant vacuum conditions, reducing losses due to ventilation, that is, the power absorption caused by the aerodynamic resistance offered by the air and the beating of the oil present in the connecting rod compartment.
The oil tank, which also serves as a filter housing, is situated in a magnesium oil sump mounted under the crankcase and connected to the gearbox compartment, but separate from the crankcase. For cooling the oil a dedicated radiator is used, secured below the water cooler.
Ultra-high performance notwithstanding, valve clearance inspection and adjustment (Desmo Service) intervals remain the same at 24,000 km, while general service intervals also remain unchanged at 12,000 km/12 months.
MY2020 Veränderungen
Die Einführung des Vorderrahmens hat größere Änderungen am Chassis der Panigale V4 MY2020 zur Folge. Nach Ducati Corse Vorgaben gebaut, zeichnet sich dieser durch ein spezielles Fahrwerks-Setup mit höherem Schwerpunkt, einem größeren Kettenzugwinkel und einer verbesserten Nutzung des Federwegs aus. Dank dieser Modifikationen ist es einfacher, das Bike in die Kurve zu legen, wenn man die Bremsen löst, man erreicht den Scheitelpunkt schneller, kann Bodenwellen effektiver aufnehmen und verhält sich neutraler aus der Kurve.
Front Frame with Ducati Corse specifications
The Front Frame is now the same as the one on the V4 R but differs slightly on account of the lighter, machined sides; these ensure attainment of the stiffness targets set by Ducati Corse for the SBK championship and reduce weight even further.
Greater frame flexibility means less on-track tyre stress and improved front-end 'feel' at maximum lean angles.
Completing the chassis is the light magnesium front sub-frame and the shell-cast aluminium seat sub-frame (attached to the Front Frame at the top and bolted to the head of the rear cylinder bank below).
Higher barycentre and increased chain pull angle
The fork mounting has been lowered 4 mm, while the suspension now has two link rods that are shorter by 5 mm. These changes have resulted in a 5 mm higher bike barycentre. The result? The bike is swifter at the drop-in and arrives at the apex faster.
A higher rear end also increases the chain pull angle: this results in an anti-squat effect and, therefore, greater bike stability during acceleration.
With a 24.5° rake and 100 mm trail, steering geometry remains unchanged.
Improved bike balance
The Panigale V4 is equipped with a 43 mm Showa Big Piston Fork (BPF) that provides fully adjustable 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. At the rear there is a fully adjustable Sachs shock absorber, one side of which is attached to the Desmosedici Stradale engine via a forged aluminium bracket.
The Panigale V4 S, instead, mounts an Öhlins NIX-30 fork, an Öhlins TTX36 rear shock absorber and an Öhlins event-based steering damper. On this version suspension and steering damper are controlled by the second-generation Öhlins Smart EC 2.0 system which, among other things, features the new OBTi (Objective Based Tuning Interface).
On both versions, fork and single-sided swingarm have softer, less pre-loaded springs, resulting in more efficient use of suspension travel to even out pits and ripples on the asphalt. The combination of reduced fork stiffness and higher pre-loading gives better dive control during braking, resulting in easier, more intuitive turn-ins, especially for the less expert rider.
Wheels and tyres
While the Panigale V4 mounts cast aluminium 5-spoke wheels, the Panigale V4 S is equipped with 3-spoke forged aluminium alloy wheels.
The Panigale V4 mounts Pirelli DIABLO™ Supercorsa SP tyres (120/70 ZR17 at the front, 200/60 ZR 17 at the rear). The latest version of the DIABLO™ Supercorsa SP tyre, in the 200/60 ZR 17 size already popular as a slick option in the FIM World Superbike Championship, is a racing replica milestone.
Innovative rear tyre profiling maximises the contact patch at maximum lean-over and takes full advantage of the employed bi-compound design; the latter adopts the same SC2 compound (used on racing slicks) in the shoulder zone to provide race-grade grip, yet still guarantees the strength and versatility needed for road riding.
Designed to work in harmony with the rear tyre, the front tyre has undergone further development: every aspect of handling - from feedback to support solidity, 'safety feel' and grip loss predictability - has been optimised by creating a new front profile. Lastly, the DIABLO™ Supercorsa SP tread features a 'flash' geometry intended to optimise track performance and reduce wear, plus narrower grooves designed to provide adequate support for stronger side forces.
Braking system with Brembo Stylema® monobloc calipers
The Panigale V4 range features Brembo Stylema® monobloc calipers, developed out of the already high performance M50 calipers.
Stylema® calipers, machined from a solid aluminium alloy block, have lightening zones on the body and attachment bushings; compared to the M50, these zones make them visibly more compact and lighten each caliper by 70 g without affecting stiffness. Other improvements on the internal ventilation front have made for more consistent efficiency.
Because of their extreme stiffness, Stylema® calipers offer outstanding hydraulic efficiency; this means riders can count on excellent braking responsiveness, limited brake lever travel and first-rate 'feel'.
The dual Brembo calipers, each mounting four 30 mm pistons, bite down on 330 mm discs to give exceptional braking power. At the rear, instead, the system mounts a single 245 mm disc with a 2-piston caliper. Braking is aided by the ABS Cornering EVO system, which uses the ultra-light 9.1MP control unit.
Latest-generation electronic controls
The Panigale V4 features a latest-generation electronics package based on a 6-axis Inertial Measurement Unit (6D IMU) which instantly detects the bike's roll, yaw and pitch angles.
The electronics package oversees every aspect of the ride: some controls supervise start, acceleration and braking, others govern traction and others again lend a helping hand on corners and out-of-the-corner stretches.
The operational parameters for each of these controls are associated by default with the three Panigale V4 Riding Modes. Riders can personalise parameters to suit their riding style or restore Ducati factory settings. DTC, DWC, DSC or EBC control levels can be adjusted quickly via the left switchgear.
Latest-generation TFT instrumentation
The Panigale V4 has a bright, high definition (186.59 PPI - 800xRGBx480) full-TFT 5” display with modern eye-catching graphics. Instrumentation development has prioritised readability and easy function access.
The dashboard is dominated by the round 'virtual' rev counter on the right, marking a clean break with the past and drawing inspiration from high-end automotive production. Desmosedici Stradale revs are displayed within a 1,000-15,000 rpm interval by a needle gauge. Movement of the latter is accompanied by a white trail that acts as a 'shift light', changing colour from white to orange and then red as the rev limit approaches.
Two different lay-outs are available: 'Track' highlights lap times and makes the rpm range used on tracks much more visible; 'Road', instead, replaces lap times with info on the Ducati Multimedia System (DMS) and the rpm scale is more appropriate for the rev ranges used on public highways. For improved readability, indications for (digital) top speed, selected Riding Mode and selected gear do not alter position when the selected lay-out is changed.
In addition to the classic menu illustrating total mileage, Trip 1, Trip 2, consumption, average consumption, Trip Fuel, Trip Time, Average Speed, air temperature, Lap On/Off (in Track mode only), Player On/Off (in Road mode only), the Panigale V4 features another menu at bottom right, which can perform two functions: display/indication of parameters lined to the set Riding Mode or quick modification of DTC, DWC, EBC and DSC parameters. Lastly, Panigale V4 indicators are of the 'auto off' type: this means they switch off automatically after completing the turn or, should an indicator be tripped accidentally, switch off after the bike has travelled in a straight line for a certain distance (from 200 to 2000 metres depending on how fast the bike was going when the indicator was switched on).
The ABS system, equipped with the Cornering function to allow ABS intervention even with the bike leaned over, has been radically upgraded to introduce new intervention logic and control types.
Read moreThe ABS system, equipped with the Cornering function to allow ABS intervention even with the bike leaned over, has been radically upgraded to introduce new intervention logic and control types.
Cornering ABS EVO can be set at three different levels to fully satisfy rider needs on road or racetrack, even under critical low-grip conditions.
Level 3 is intended for road use or in circumstances where there is little grip, ensuring the safest, most stable braking. Levels 2 and 1, instead, prioritise braking power and are better suited to sports riding on high-grip surfaces and racetracks.
Selecting Level 2 lets riders drift into corners safely and enjoy enhanced sports riding performance.
Recommended for track sessions, 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.
The new Ducati Traction Control EVO 2 (DTC EVO 2) strategy is an offshoot of the Ducati Desmosedici GP18 and is already employed on the Panigale V4 R and V4 R SBK.
Read moreThe new Ducati Traction Control EVO 2 (DTC EVO 2) strategy is an offshoot of the Ducati Desmosedici GP18 and is already employed on the Panigale V4 R and V4 R SBK. In addition to interfacing with the 6-axis Inertial Measurement Unit (IMU) and adapting intervention on the basis of wheelspin and lean angle, the software significantly improves out-of-the-corner power control thanks to a new 'predictive' strategy. Acting not just on the basis of instantaneous rear wheelspin but also its variation, it intercepts any loss of grip sooner and reduces peak wheelspin, ensuring faster, smoother intervention. All this means augmented out-of-the-corner stability, (even in sub-optimal grip conditions), higher acceleration, better lap times and improved long run performance.
The introduction of the 6D IMU has allowed Ducati Slide Control (DSC) - developed jointly with Ducati Corse - to be added to Ducati Traction Control EVO (DTC EVO).
Read moreThe introduction of the 6D IMU has allowed Ducati Slide Control (DSC) - developed jointly with Ducati Corse - to be added to Ducati Traction Control EVO (DTC EVO). This system assists riders by controlling the torque delivered by the Desmosedici Stradale engine according to slide angle. Its purpose is to improve-out-of-the-bend performance by preventing slide angles that would otherwise be difficult to handle. The DSC relies on the 6D IMU that provides the vehicle control unit with crucial information on bike dynamics (such as lean angle, acceleration and much more). Thanks to this data - and depending on the user-selected level - DSC extends the performance range of the bike for all riders, providing improved assistance under extreme riding conditions.
Like DTC EVO, DSC controls torque reduction by acting on the throttle body valves, decreasing spark advance and reducing injection. In all situations in which fast DSC intervention is not required, use of the throttle body valves ensures maintenance of optimal combustion parameters, ensuring more fluid engine response and intervention.
DSC has two different settings: switching from level 1 to level 2 gives easier control of slide angles that would otherwise be hard to manage. DSC intervention levels can be changed via the menu, which the rider can also use to adjust DTC EVO and DWC EVO settings. It's also possible to set direct DSC control via direct access buttons on the left switchgear. The DSC setting is always shown on the display.
The Panigale V4 is also equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO). Using the data feed from the 6D IMU, this system keeps wheelies in check while maximising acceleration easily and safely. DWC EVO provides more accurate wheelie readings; it thus exerts more precise control to ensure the bike responds faster to rider input.
This 3-level system ensures lightning-fast starts, letting the rider focus on releasing the clutch. Once set, all the rider has to do is engage first gear and open the throttle.
Read moreThis 3-level system ensures lightning-fast starts, letting the rider focus on releasing the clutch. Once set, all the rider has to do is engage first gear and open the throttle. During the initial moving-off stage, as the rider modulates clutch release, DPL stabilises the engine at optimal revs according to the selected level. In the second stage, when the clutch has been fully released, DPL controls torque delivery to maximise acceleration on the basis of the selected level.
DPL makes use of DWC functions and always keeps DTC active so as to ensure complete safety at all times. Automatic system disengagement 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 is reset when the bike is ridden routinely.
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.
DQS EVO 2 with up/down function, developed for the Panigale V4, uses lean angle data to maximise bike stability when shifting gears through the bends.
Read moreDQS EVO 2 with up/down function, developed for the Panigale V4, uses lean angle data to maximise bike stability when shifting gears through the bends.
In addition to minimising shift times, DQS EVO 2 allows clutchless down-changes, making hard braking more effective than ever. The system includes a two-way microswitch built into the shift lever linkage; every time the gear shift is actuated, it sends a signal to the Desmosedici Stradale engine control unit. Thanks to full Ride-by-Wire control, the system works differently for up-changes and down-changes, integrating spark advance and injection adjustment during up-shifts with an auto-blipper function during down-shifts.
Extent and duration of system operation are designed to ensure seamless shifting even during extreme track sessions; during down-shifts the system works in concert with the anti-patter clutch and Engine Brake Control (EBC).
DQS EVO 2 - another Panigale V4 R offshoot - reduces up-shift times, allowing the sportier high-rev gear shifts (over 10,000 rpm) typical of track riding and boosting shift stability during aggressive acceleration and cornering.
The EBC (Engine Brake Control) system was developed to help riders optimise bike stability under extreme turn-in conditions; it does so by balancing the forces applied to the rear tyre under severe Desmosedici Stradale engine braking conditions.
Read moreThe EBC (Engine Brake Control) system was developed to help riders optimise bike stability under extreme turn-in conditions; it does so by balancing the forces applied to the rear tyre under severe Desmosedici Stradale engine braking conditions. The Panigale V4 EBC EVO system, optimised according to lean angle, monitors throttle body valve position, selected gear and Desmosedici Stradale crankshaft deceleration during aggressive braking and adjusts throttle aperture to balance out the torque forces applied to the tyre. EBC EVO has three different settings, integrated into the Riding Modes.
The S version comes with Öhlins event-based electronic control; this uses the second-generation Öhlins Smart EC (Electronic Control) system that, in addition to exploiting the full potential of the IMU 6D, features the new, more user-friendly OBTi (Objective Based Tuning Interface).
Read moreThe S version comes with Öhlins event-based electronic control; this uses the second-generation Öhlins Smart EC (Electronic Control) system that, in addition to exploiting the full potential of the IMU 6D, features the new, more user-friendly OBTi (Objective Based Tuning Interface).
Electronic suspension offers a choice between manual “Fixed” mode - which allows for 'virtual-click' manual adjustment (32 clicks between fully open and fully closed for the suspension and 10 for the shock absorber) of compression, rebound and steering damping - and automatic “Dynamic” mode.
When “Dynamic” mode is selected the system automatically adjusts - on the basis of information received from the IMU 6D and other sensors - compression and rebound damping in response to riding style.
The Öhlins Smart EC 2.0 system has the considerable advantage of letting riders customise the intensity of suspension response to individual ride events (braking, cornering, acceleration) and letting them modify the operating parameters of individual hardware components. This gives the rider access to next-level dynamic bike control, augmenting on-road safety and shortening track lap times.
Riding Modes provide users with three different pre-set riding styles so that Panigale V4 performance can be adapted to the rider, the nature of the track/route and weather conditions.
Read moreRiding Modes provide users with three different pre-set riding styles so that Panigale V4 performance can be adapted to the rider, the nature of the track/route and weather conditions. Changing the Riding Modes instantaneously changes the character of the engine, the electronic control parameters and, on the S version, the suspension set-up too. Riders can, of course, personalise parameters to suit their riding style and subsequently restore Ducati factory settings.
Race Riding Mode - As the name suggests, Race RM has been developed for expert riders who want to use all the potential of the Panigale V4 on high-grip racetracks. By selecting Race, the rider can count on 214 hp, with direct Ride-by-Wire throttle response and, on the S version, a very firm suspension set-up to optimise performance. Race mode sets the electronics at a low intervention level, but without reducing safety: to maximise braking performance the ABS kicks in on the front wheel only but the Cornering function remains on at all times.
Sport Riding Mode - Selecting Sport gives the rider 214 hp, with direct sport-style Ride by Wire throttle response and, on the S version, a sport style suspension set-up. Electronic control settings allow even less experienced riders to enjoy effective, spectacular handling. In Sport mode, for example, the Slide by Brake function is engaged, allowing riders to drift into corners safely. Rear wheel lift detection during braking is on and the ABS Cornering function is set to maximise cornering performance.
Street Riding Mode - Street Riding Mode is recommended when riding the Panigale V4 on the road. As with Sport Riding Mode, this RM gives the rider 214 hp and progressive Ride by Wire throttle response; on the Panigale V4 S version it features a suspension set-up that is well suited to bumpy or pitted roads. Electronic control settings ensure grip and stability to maximise safety.
The DLT GPS feature automatically records and saves lap times and displays them directly on the dashboard each time the bike crosses the finish line, the coordinates of which are set by pressing the flasher button.
Read moreThe DLT GPS feature automatically records and saves lap times and displays them directly on the dashboard each time the bike crosses the finish line, the coordinates of which are set by pressing the flasher button. If a lap time is the best of the current track session, the Best Lap function causes it to flash for 5 seconds. At every lap - for a total of 15 consecutive laps - DLT GPS records lap time, maximum rpm and maximum speed; the information can be called up from the relevant menu.
The Ducati Data Analyser + GPS (DDA + GPS) allows assessment of bike and rider performance by showing traces for specific data items. DDA + GPS is a vital on-track performance monitoring tool.
Read moreThe Ducati Data Analyser + GPS (DDA + GPS) allows assessment of bike and rider performance by showing traces for specific data items. DDA + GPS is a vital on-track performance monitoring tool. Not only does it automatically display and record Panigale V4 lap times, it also saves other data traces such as throttle opening, bike speed, engine rpm, selected gear, engine temperature, distance travelled, rpm and DTC. DDA + GPS is available as a Ducati Performance plug-and-play accessory.
Panigale V4 versatility is also evident in the fact that it's ready for the Ducati Multimedia System (DMS). This lets riders take incoming calls, select and listen to music tracks or receive text messages via a Bluetooth link.
Read morePanigale V4 versatility is also evident in the fact that it's ready for the Ducati Multimedia System (DMS). This lets riders take incoming calls, select and listen to music tracks or receive text messages via a Bluetooth link.
When the rider mounts the motorcycle the smartphone automatically connects to the bike via Bluetooth, letting the rider control the main multimedia functions. The TFT display shows the track being played, the new text message icon or caller's name. Phone call audio and music are transmitted to the helmet earpieces. The DMS is available as an accessory throughout the Panigale V4 range.
Latest-generation TFT instrumentation
The Panigale V4 has a bright, high definition (186.59 PPI - 800xRGBx480) full-TFT 5” display with modern eye-catching graphics. Instrumentation development has prioritised readability and easy function access.
The dashboard is dominated by the round 'virtual' rev counter on the right, marking a clean break with the past and drawing inspiration from high-end automotive production. Desmosedici Stradale revs are displayed within a 1,000-15,000 rpm interval by a needle gauge. Movement of the latter is accompanied by a white trail that acts as a 'shift light', changing colour from white to orange and then red as the rev limit approaches.
Two different lay-outs are available: 'Track' highlights lap times and makes the rpm range used on tracks much more visible; 'Road', instead, replaces lap times with info on the Ducati Multimedia System (DMS) and the rpm scale is more appropriate for the rev ranges used on public highways. For improved readability, indications for (digital) top speed, selected Riding Mode and selected gear do not alter position when the selected lay-out is changed.
In addition to the classic menu illustrating total mileage, Trip 1, Trip 2, consumption, average consumption, Trip Fuel, Trip Time, Average Speed, air temperature, Lap On/Off (in Track mode only), Player On/Off (in Road mode only), the Panigale V4 features another menu at bottom right, which can perform two functions: display/indication of parameters lined to the set Riding Mode or quick modification of DTC, DWC, EBC and DSC parameters. Lastly, Panigale V4 indicators are of the 'auto off' type: this means they switch off automatically after completing the turn or, should an indicator be tripped accidentally, switch off after the bike has travelled in a straight line for a certain distance (from 200 to 2000 metres depending on how fast the bike was going when the indicator was switched on).
Exhaust systems
Complete titanium exhaust assembly. Made exclusively by Akrapovič with the Ducati experience. It is the most advanced racing assembly available on the market. Each section of the system is manufactured in a special titanium alloy that is both lightweight and resistant to high temperatures, allowing for an overall reduction in the bike's weight. Once installed on the bike, the exhaust dramatically increases the already excellent weight-topower ratio of the Panigale, for breathtaking accelerations and stretches. Thanks to its experience, Ducati Corse has developed the qualities of the motorcycle and exhaust to their maximum levels to create a perfect synergy, specifically for this exhaust, recalibrating the many and fundamental electronic aids: DTC, DWC, DPL and Slide on demand.
Dry clutch kit
Just like in MotoGP, where the only thing that matters is utmost performance, the dry clutch is made available for the other V4 models (it comes standard on the Panigale V4 R).This is an STM EVO-SBK clutch made from billet aluminium with housing and 48-tooth plate pack. The plates are 9 driven and 9 lined with a diameter of 138 mm. When racing on the track there are important benefits in ease of handling.
Specifically, the dry clutch ensures a more effective slipper function, even during the most aggressive downshifts, and greater fluidity during all "off-throttle" stages. In addition, the "mechanical" engine brake level can be customized by choosing a different secondary spring from those available from the catalogue.
Other important advantages are the absence of resistance from the engine oil and cleaner oil since the plate wear dust is not conveyed into the lubrication circuit. The racing character of the dry clutch is an exciting added benefit for the most passionate Ducatistas.
Magnesium rims
The unmatched lightweight performance of forged magnesium meets style – a signature 9-spoke design that combines class, high performance and weight saving. This set of rims is approved for single-seat use only.
Adjustable rider footpegs in aluminium
Developed thanks to the experience of Ducati Corse and the skillful productive care of Rizoma. Made of high quality anodised aluminium alloy that maintains its original appearance over time. Adjustable in multiple positions, they allow the rider to find the position that best suits their build and riding style. Equipped with fold-away brake and gearchange pedals to minimise the risk of breakage in the event of a slip. They use the standard DQS, which can be configured both as a traditional shift and as a reversed/racing shift. An essential accessory for the most demanding riders.
Pair of handgrips
Inspired by the racing world, these handgrips ensure an excellent grip in every riding situation. Built to avoid accidental slipping of the hand and to reduce the vibrations felt.
Carbon tank cover
A splendid detail that embellishes the front of the new Panigale V4 tank in a way that only carbon fibre can. The finishing and lines of this accessory are perfectly integrated into the racing look of the latest bike made at Borgo Panigale.
Listenpreis inkl. 19% MwSt. zzgl. Liefernebenkosten (i.H.v. 305 €, bzw. Diavel und Multistrada i.H.v. 345 €). Ducati behält sich vor, die Preise jederzeit ohne vorherige Ankündigung zu ändern. Für Druckfehler übernimmt der Verfasser keine Haftung. Zubehör: Die Preise sind unverbindliche Preisempfehlungen von Ducati und können variieren. Die angegeben Preise verstehen sich inklusive 16% Mehrwertsteuer (brutto) und zuzüglich Montage. Die Installation, Montage bzw. Demontage sämtlicher in diesem Katalog abgebildeten Produkte darf ausschließlich von offiziellen Vertragswerkstätten der Ducati Motor Holding S.p.A. ausgeführt werden.
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