The 2020 version of the Panigale V4 boosts performance even further and takes track riding to the next level for amateurs and pros alike. A series of refinements make for an easier, more user-friendly, less fatiguing ride while simultaneously making the bike faster not just on individual laps but over entire timed sessions.
The Aero Pack provides enhanced airflow protection and improves overall vehicle stability, enhancing confidence. The Front Frame, instead, modifies stiffness to give better front-end 'feel' at extreme lean angles. Ducati and Ducati Corse engineers have crunched the feedback/data numbers from customers all over the world and Superbike World Championship events. Their analysis has led to a series of aerodynamic, chassis, electronic control and Ride by Wire mapping changes: designed to increase stability and turn-in speed, these changes make it easier to close corners and ensure riders enjoy more confident throttle control.
The S version comes with Öhlins event-based electronic control; this uses the second-generation Öhlins Smart EC (Electronic Control) system that, exploits the full potential of the IMU 6D.
The 2020 version of the Panigale V4 told by the words of Ducati CEO Claudio Domenicali during the DWP2020.
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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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Aerodynamic package by Ducati Corse
Co-developed by Ducati Corse and the Ducati Style Center, the Panigale V4 MY2020 aerodynamics package now mirrors that of the Panigale V4 R. The result; fairings that - in true Panigale style - meet official Ducati Superbike requirements in full.
As in MotoGP, aerodynamic development involved a series of preliminary CFD (Computational Fluid Dynamics) studies, followed by optimisation on a full-scale wind tunnel model.
The Panigale V4 aerodynamics package includes:
The new Plexiglas screen - higher and more angled - provides better airflow protection for riders, especially in the helmet and upper shoulder areas. The screen works in concert with a new nose fairing that is higher and wider (+15 mm per side) in the arm-shield zone to reduce arm and shoulder-induced drag on the straights.
The lateral fairings have been widened considerably (+38 mm per side) with the dual aim of reducing on-rider airflow impact and maximising aerofoil efficiency.
On the sides, the stylish air vents of the Panigale V4 have been replaced by more efficient ones that increase air through-speeds on water and oil radiators by 6% and 16% respectively.
The aerofoils take their cue from those on the GP16, designed before regulations led to restrictions on foil shapes. Consequently, Panigale V4 aerofoils are even more efficient that those currently employed in MotoGP.
These monoplane single-element foils have a trapezoidal layout and a profile that tapers from root to tip. Foil performance has been improved thanks to the insertion of the longitudinally arranged strake and the winglet which 'insulates' the airflow over its surfaces. To ensure the required strength and stiffness, Panigale V4 aerofoils are made of fibreglass-reinforced thermoplastic.
Working in concert with the fairing design, the aerofoils increase overall downforce (+30 kg at 270 kph). Greater downforce reduces both front wheel 'floating' at high speed and the tendency to wheel-up while giving a boost to stability during braking at the turn-in point and through the corner.
This dynamic behaviour lets riders - against a small increase in steering torque that stems from the heightened stability - lower lap times as it reduces electronic control intervention, helping riders keep the throttle open longer and brake later, even when cornering has already begun.
New changes for top performances
The Panigale V4 MY2020 features new, specially developed Ride by Wire system mappings with several torque delivery control settings. Track-dedicated RbW mapping aligns rider demand with delivered torque more closely, resulting in smoother, more predictable throttle response. The new torque delivery control strategy lets the rider stabilise more easily on the desired throttle aperture through and out of the corners. Additionally, linearization of torque curves in gears I, II and III varies according to the selected Power Mode to minimise stability loss during acceleration.
MotoGP performance
The Desmosedici Stradale was developed to combine racing performance with all the necessities for road use. To maximise mid-range torque - so important for the enjoyability of motorcycles on roads open to traffic - and to achieve torque and power at slower speeds, the engine has a larger displacement than the MotoGP version, specifically 1,103 cm³. It delivers a power output of more than 155 kW (210 hp) at 13,000 rpm and a maximum torque of over 120 Nm (12.2 Kgm) from 8,750 to 12,250 rpm in the Euro 4 version.
The bore of (81 mm) is the same as that used by the Desmosedici GP engine and is the maximum dimension allowed by MotoGP regulations. It is also the highest in the four-cylinder supersport segment.
The stroke (53.5 mm) is longer compared to the Desmosedici GP engine in order to deliver higher torque on open road use, and to reduce maximum engine rotation speed.
The use of the same bore as the Desmosedici GP engine means that all the fluid dynamics (valves, intake pipes, throttle bodies), which in fact make up the heart of the engine where the performance is generated are also very similar in the two drive units.
The V4 90° layout makes the engine extremely compact, allowing the centring of the masses and better integration into the bike. In fact, the Desmosedici Stradale has been inserted into the vehicle with the front bank of the cylinders rotated back by 42° with respect to the horizontal plane, as on the Ducati engines competing in MotoGP. This optimises the distribution of weight, allows for the use of more extensive radiators and makes it possible to shift the swinging arm pivot forwards.
Its architecture also generates a natural balancing of first-order forces, without the gain in weight and loss of power of a balance shaft.
Variable height intake funnels optimise cylinder filling at all rotation speeds with important benefits in terms of power and rideability. The fuel supply system is thus completed by oval throttle bodies, each with two injectors: one below the throttle and the other above.
Starting from the Desmosedici GP engine, the manufacturing technologies, the materials and the auxiliary components layouts have been modified to achieve the required road durability, achieving standard maintenance intervals of 24,000 km (Desmo Service), Euro 4 homologation and high production capacity.
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.
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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. 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.
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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. 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.
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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.
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.
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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. 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.
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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.
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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.
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 changes
Major changes on the Panigale V4 MY2020 chassis have seen the introduction of the Front Frame. Built according to Ducati Corse specifications, the latter features a special suspension set-up with a higher barycentre, an increased chain pull angle and improved use of suspension travel. Thanks to these modifications, the bike is easier to lay into the corner when you ease off the brakes, gets to the apex faster, soaks up any pits or ripples more effectively and behaves more neutrally out of the corner.
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 platform 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.
Ducati Riding Mode strategy
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. 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 is 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 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.
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).
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.
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.
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 six 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.
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