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 more- 110 hp Power
- 68 lb-ft Torque
- 202 kg Dry weight
Desmosedici Stradale is based on the experience gained in MotoGP where the performance of the four-cylinder Desmosedici is at the top of its class, was designed to equip future Ducati supersport models. Desmosedici Stradale is the sound of a new era.
The fluid dynamics of the Desmosedici Stradale echoes the dimensions and geometry used on the Desmosedici GP, as does the engine configuration: 90° V4 rotated back 42°. This solution makes the Ducati engine extremely compact, allows the masses to be centered, enabling its perfect integration into the bike.
The Desmosedici Stradale was developed to combine racing performance with all the necessities for road use. The engine has a larger displacement than the MotoGP, 1,103 cm3 to be precise, to maximize the mid-range torque qualities that are so important for the bike's enjoyability on roads open to traffic, and to obtain torque and power at lower revs.
Beneath the carbon skin lies the more powerful and lighter Desmosedici Stradale R. The Superleggera V4's 998-cfm 90° V4 weighs 2.8 kg less than the 1,103-cfm V4. The engine's racing connotation is emphasized by the use of a dry clutch and the manual adjustment of the desmodromic timing system made for each example.
The Desmosedici Stradale has a V-shaped 4-cylinder layout and relies on desmodromic distribution. As a Euro 5 version, it delivers 215.5 hp at 13,000 rpm now on the Panigale V4, an increase in power of 1.5 hp over the previous version, rising to 2.5 hp over peak power at 14,500 rpm. The engine also delivers 123.6 Nm (12.6 kgm) of torque at 9,500 rpm, and as early as 6,000 rpm it makes 80 percent of the maximum available torque available.
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.
The 81 mm bore is the same as that used on the Desmosedici GP, the maximum size allowed by MotoGP regulations, and is the largest in the Supersport 4-cylinder segment. The 53.5 mm stroke is longer than the GP engine, to provide increased torque when used on the road, and reduce maximum engine rotation speed. The use of the same bore as the Desmosedici GP engine means that all the fluid dynamics, which in fact make up the heart of the engine, 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.
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.
The Desmosedici Stradale is the heart of Ducati's supersport bikes. It thus equips all versions of the Panigale V4 and the Streetfighter V4.