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BIKELAND > FORUMS > ZX-14.com > Thread: 214HP Ducati Panigale V4 Confirmed, Plus 959 Panigale Corse And Bigger Multistrada NEW TOPIC NEW POLL POST REPLY
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posted November 04, 2017 04:53 PM        Edited By: fish_antlers on 5 Nov 2017 14:26
214HP Ducati Panigale V4 Confirmed, Plus 959 Panigale Corse And Bigger Multistrada



Ducati unveils its 214 HP Panigale V4 at EICMA in Milan, Italy, along with a 150HP Ducati 959 Panigale Corse Twin and the updated Multistrada. Photos and information from Ducati below...


Ducati says:

Ducati Panigale V4

The Panigale V4. A bike that begins an exciting new chapter in the Ducati story, a new “ symphony ” of all-
Italian performance and emotion. The Panigale V4 is the first mass-produced Ducati bike to mount a four-
cylinder engine, derived directly from the MotoGP Desmosedici. It's a concentrate of Ducati technology,
style and performance. With an engine displacement of 1,103 cm 3 , 214 hp and a power/weight ratio of 1.1
hp/kg, this bike sets a new standard in the supersport production bike segment.

The Panigale V4 replaces the iconic 1299 at the top of the Ducati supersport range, doing so by enhancing
performance and ridability so that riders of all skill levels can enjoy boundless fun and excitement. The
Panigale V4 has been developed in close collaboration with Ducati Corse, drawing directly on know-how
and technology from the racing world to provide a road bike that is the closest thing possible to its MotoGP
counterpart.

The outstanding performance of the Panigale V4 is underlined by a completely new design which, while it
follows on from that of the supersport bikes that preceded it, now even more effectively transmits the power
and essentialness of Ducati racing bikes. The Panigale V4 name combines the alluring “ Panigale ” tag with
the “ V4 ” designation that marks the break with the past, indicating the start of a whole new era for the
Bologna-based bike manufacturer.

The new Ducati supersports family consists of the Panigale V4 - the essence of the new sports bike - and
the Panigale V4 S. The latter mounts Öhlins suspension featuring the Smart EC 2.0 system with a new
adjustment interface and top-drawer components such as forged aluminium wheels and the lithium ion
battery. Completing the range is the exclusive Panigale V4 Speciale, a numbered, limited-edition bike with a
dedicated livery, titanium exhaust and machined from solid components.

The philosophy followed by the Panigale V4 development team mirrors the approach taken by Ducati when
developing a racing bike: total integration of engine, chassis and rider. To achieve that goal MotoGP-derived
technology has been employed. Development has involved Ducati Corse technicians and riders, making the
Panigale V4 a production sports bike that comes close to being a MotoGP prototype, built for both excellent
on-track performance and outstanding on-road ridability.

The Desmosedici Stradale engine is a 90° V4 with Desmodromic timing, just like the Desmosedici GP from
which it also takes an 81 mm bore (the maximum allowed by MotoGP rules). This has been combined with a
longer stroke than that used in racing (giving a total displacement of 1,103 cm3) to boost low-to-mid rev
torque and reduce maximum revs so that the power is easier to handle. The new Ducati engine puts out a
maximum of 214 hp at 13,000 rpm, making the Panigale V4 the most powerful bike in the segment, yet easy
to handle thanks to a torque of 12.6 Kgm at 10,000 rpm. Despite such outstanding performance, the
Desmosedici Stradale has long maintenance intervals, with valve clearance inspection only necessary every
24,000 km.

The Panigale V4 engine is the only one in the sports segment with a 90° V configuration. It's also the only
engine to use technology such as the counter-rotating crankshaft and twin pulse ignition. These solutions
have a positive impact on bike dynamics, making it more agile during changes of direction, fast and stable
on the straight and ensuring easier out-of-the-corner torque handling.

The already high power of the standard Desmosedici Stradale configuration can be boosted to 226 hp by
mounting the all-titanium racing exhaust, made by Akrapovič as per Ducati Corse specifications.

To contain the inevitable weight gain with respect to the 1299 Panigale (because of the 4 cylinders) Ducati
has developed an all-new frame where the Desmosedici Stradale itself has a load-bearing function. Called
Front Frame, it's more compact and lighter than a perimeter frame and uses the engine as a stressed
chassis element. This solution ensures the right torsional rigidity for on-the-edge riding and gives riders
outstanding "feel". The Front Frame has allowed the designer to create a bike that is slender in the tank-seat
merge zone: this, together with seat/handlebar/footpeg triangulation, ensures perfect bike-rider integration.
Together with meticulous design and the use of light materials, the new frame keeps the kerb weight of the
S and Special versions down to 195 kg. This weight, combined with the 214 hp, means a power/weight ratio
of 1.1 hp/kg, putting the Panigale V4 S at the top of the sport bike segment.

The Panigale V4 doesn't just set new performance standards. Thanks to the potential of the six-axis Bosch
inertial platform, a latest-generation electronics package with some previously unseen features defines new
active safety and dynamic vehicle control standards in all riding situations. The Panigale V4 introduces
controls such as controlled drift during braking, ABS Cornering on the front wheel only thanks to a set-up
specially designed for track riding and Quickshift Up & Down with a strategy that takes lean angles into
account. All these controls - developed on the track together with official Ducati riders and test riders - are
incorporated in the three new Riding Modes (Race, Sport and Street) and can be adjusted via the advanced
TFT panel that makes the Panigale V4 the highest-tech bike in the category.


THE RANGE

Panigale V4



Colour
- Ducati Red with grey frame and black wheels
Main standard features
- New Desmosedici Stradale engine, 1,103 cm 3
- New “Front Frame”
- 43 mm Showa Big Piston Forks (BPF), fully adjustable
- Sachs monoshock, fully adjustable
- Sachs steering damper
- Latest-generation electronic package with 6-axis Inertial Measurement Unit (6D IMU): ABS
Cornering Bosch EVO; Ducati Traction Control EVO (DTC EVO); Ducati Slide Control (DSC);
Ducati Wheelie Control EVO (DWC EVO); Ducati Power Launch (DPL); Ducati Quick Shift
up/down EVO (DQS EVO); Engine Brake Control EVO (EBC EVO)
- Buttons for quick level shifting
- Riding Modes (Race, Sport, Street)
- 16 litre aluminium tank
- 5" full-TFT dashboard
- Full-LED headlight with DRL
- Two-seater configuration kit
- Braking system with new Brembo Stylema ® monobloc calipers
- New Pirelli Diablo Supercorsa SP tyres, 200/60 at the rear
- Pre-setting for Ducati Data Analyser + GPS (DDA + GPS) and Ducati Multimedia System
(DMS)

Panigale V4 S
Colour
- Ducati Red with grey frame and black wheels
Same standard features as the Panigale V4 with the exception of:
- Suspension and steering damper with Öhlins Smart EC 2.0 system
- Öhlins NIX-30 forks
- Öhlins TTX 36 shock absorber
- Öhlins steering damper
- Aluminium forged wheels
- Lithium-ion battery
- Cast Magnesium alloy front sub frame

Panigale V4 Speciale
Colour
- "Speciale" colour scheme with grey frame and black wheels
Same standard features as the Panigale V4 S with the exception of:
- Carbon fibre front/rear mudguards
- Machined-from-solid top yoke with identification number
- Alcantara ® seat
- Dedicated handle grips
- Adjustable foot pegs
- Carbon fiber heel guard
- Carbon fiber cover swinging arm
- Racing articulated levers
- Racing fuel tank cap
- Brake level protection
Supplied kit:
- Full racing titanium Ducati Performance by Akrapovič exhaust system
- Racing screen
- Plate holder removal kit
- Machined-from solid mirror replacement plugs
- Ducati Data Analyser+ GPS (DDA + GPS)
- Bike cover

Desmosedici Stradale, the new Ducati V4 engine
90-degree V4: the racing engine par excellence
Ducati sees the 90-degree V4 layout as the pinnacle of motorcycle engine sports performance. It's no
coincidence that this same solution is employed on Desmosedici MotoGP engines. The 90-degree V layout
evens up first order forces naturally without having to resort to a balancing countershaft to eliminate
vibration, a solution that, as is known, increases weight and drains power. This key benefit, crucial to the
reliability and mechanical efficiency of an engine that revs as high as 14,000 rpm, is just one of many that
make this Ducati-selected configuration the most technically refined possible.

Compared to a classic in-line 4, the lateral compactness of the V arrangement allows for better mass
centralization and reduces the bike's frontal cross-section. Moreover, the shorter crankshaft diminishes the
gyroscopic effect. All these aspects have a positive impact on motorcycle dynamics, making it lighter and
faster when changing direction. Ample space inside the V provides room for both the water pump and an
outsize airbox (12.8 litres) that lets the Desmosedici Stradale breathe better.

Smooth integration of engine and chassis set-up forms the foundation of every Ducati. That's why the
Desmosedici Stradale is designed to be banked rearward 42°, just like the Ducati engines used in MotoGP.
This optimises weight distribution, allows for larger radiators and brings the swingarm pivot as far forward as
possible.

Moreover, the Desmosedici Stradale has been designed as a structural chassis element. The main frame
attachment points have been incorporated in the front of the upper crankcase half and in the rear cylinder
bank head. What's more, the crankcase acts as a rear suspension and swingarm attachment point.

Light and compact
Synergies with Ducati Corse has yielded a compact, light, high-performance engine. Meticulous design and
development by Ducati's engine team has resulted in power delivery that maximises road riding pleasure
and gives supreme track performance.

Weighing in at 64.9 kg, the Desmosedici Stradale is just 2.2 kg heavier than the 1,285 cm3 Superquadro
twin, clearly demonstrating the attention to lightness that lies at the heart of every Ducati project.

Engine casings are made of gravity die cast aluminium and are coupled horizontally. The upper crankcase
half incorporates the four Nikasil-coated aluminium cylinder liners ensuring wear protection and low friction.
The 81 mm diameter pistons that slide inside the liners have two low-attrition compression rings and an oil
ring. Made of moulded aluminium, the pistons feature “box in box” technology: this contains both skirt height
and below-chamber thickness, helping to reduce attrition and inertial loads while maintaining the necessary
strength and stiffness.

Racing-derived design is also underscored by a high compression ratio of 14:1. The pistons are coupled to
forged steel con rods with a centre-to-centre of 101.8 mm.

Mounted on brass bushings, the crankshaft rotates on three supports and is made of nitrided steel with
crank pins ground twice over and offset at 70° as on the Desmosedici engines that compete in MotoGP.

This particular shaft geometry, combined with the V engine layout, allows for a special “Twin Pulse” ignition
sequence.

To limit weight, all engine casings are made of die cast magnesium. The same material has been used to
make the cam covers, the oil sump, the alternator cover and the two-piece clutch cover.

Counter-rotating crankshaft
On normal factory bikes, the crankshaft turns in the same direction as the wheels. In MotoGP, instead,
counter-rotating crankshafts that run in the opposite direction are widely used. Ducati engineers have
borrowed this top-level racing solution for the same reasons that first saw it applied in competition. Its
benefits stem from two aspects of physics: gyroscopic effect and inertia.

A counter-rotating crankshaft offsets some of the gyroscopic effect generated by the turning wheels and
that, in turn, improves handling and makes the bike more agile when changing direction.

The second benefit has to do with the inertia (i.e. the tendency of an object to oppose any change of state)
of the vehicle and the rotating engine parts. During acceleration, drive torque is put down on the ground,
causing the bike to wheelie. A counter-rotating crankshaft, however, produces inertia-linked torque in the
opposite direction, lowering the front of the bike, limiting the wheelie effect and thus boosting acceleration
performance.

Similarly, during hard braking/deceleration the bike undergoes rear wheel lift-up: however, the crankshaft
itself also decelerates (i.e. its revs drop), producing an inertial torque that works against lift-up. So a counter-
rotating crankshaft has advantages during both acceleration and braking.

Of course, this layout demands the addition of the so-called 'jackshaft' (*) to transfer crankshaft drive
through the gearbox to the rear wheel so it turns the right way.

* The jackshaft adds an extra transmission element to the crankshaft-wheel connection system. This needs to be taken into consideration when establishing crankshaft power if the latter is obtained from measurements made at the wheel.

During both homologation and measurement on acceleration test benches it is, therefore, necessary to consider an efficiency or, in any case, an additional coefficient that is, by law, fixed at 0.98.

Twin Pulse ignition
A combination of 70° crank pin offset and 90-degree V layout generates what Ducati calls a “Twin Pulse”
firing order because it's as if the engine were reproducing the firing sequence of a twin-cylinder. The
distinctiveness lies in the fact that the two left-hand cylinders fire closely together, as do the two right-hand
ones. In the timing chart, the ignition points are, then, at 0°, 90°, 290° and 380°. It's this particular firing order
makes the V4 sound like a MotoGP Desmosedici.

In practice, if we imagine a cycle starting from 0°, the first cylinder to fire is the front one on the alternator
side. After just 90° of rotation, the rear cylinder on the same side fires. There then follows an interval in
which the engine generates no drive torque until the two cylinders on the clutch side fire, again just 90°
apart. In addition to an exhaust rumble like no other in the motorcycle world, the Twin Pulse ignition
sequence provides a power delivery that Ducati MotoGP riders deem unbeatable as it provides outstanding
engine performance and, therefore, smooth handling, especially on corners and out-of-the-corner stretches.

Variable Intake System
The Desmosedici Stradale engine takes in air through four oval throttle bodies (52 mm diameter equivalent),
connected to variable-height air intake horns, featured for the first time on a Ducati engine. This solution
optimises cylinder intake across the rev range, giving major advantages in terms of power delivery and
handling.

As rpm and rider-requested power vary, the air intake horns take on a configuration that lengthens or
shortens the ducts, optimising the fluid dynamics of the pressure waves that run along the duct itself.
Controlled by the ECU, the system consists of two stages: a fixed horn on the throttle body and a mobile
one that is moved along steel guides by an electric motor. When the latter is lowered, it comes into contact
with the short horn, geometrically lengthening the duct. When raised, the fluid dynamics involve only the
fixed lower horn and the engine configuration is characterised by a very short duct.

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.

Latest-generation Desmodromic system
As on all Ducati engines, the Desmosedici Stradale sees Desmodromic design playing a pivotal
performance role. On the Desmosedici Stradale, the Desmodromic system uses fully redesigned,
miniaturised components that have allowed for the construction of very small cylinder heads, achieving a
degree of sophistication, lightness and compactness never before seen on a Ducati. Every single system
component has been designed and tested to operate safely at the high revs the V4 is capable of. New spark
plugs - smaller than standard models - also help keep the heads compact.

The four Desmosedici Stradale engine camshafts control the sixteen valves: valve diameters are 34 mm
diameter on intakes and 27.5 mm on exhausts, values decidedly on the high side given the 81 mm bore. The valve seats are made of sintered steel.

Given the high revs attained by the V4 and the large valves, a traditional spring system would be inadequate
because the valves would be unable to follow the steep cam profiles. This, then, is where the Desmodromic
system becomes a must. With the "Desmo" system the valves are closed mechanically with the same level
of accuracy as they're opened. This allows the steep cam profiles and radical cam timings that optimise
intake and exhaust fluid dynamics to provide higher engine performance.

The camshafts are controlled by two “silent” timing chains. At the front, the chain drives the intake camshaft
which, in turn, transmits drive to the exhaust camshaft via a pair of cogs (hybrid chain-cog timing). On rear
timing, instead, the chain drives the exhaust camshaft, which transmits drive to the intake camshaft. This
solution minimises timing power absorption, enhancing performance and reliability. Front cylinder timing is
controlled by the chain on the right-hand side of the engine, turned by the crankshaft via a gear obtained on
the primary drive pinion. The one that controls rear cylinder timing is on the left-hand side of the engine and
is driven by a monobloc gear on the crankshaft. Each cylinder head has an “anti-knocking” sensor that
optimises spark advance to prevent any combustion shock.

Semi-dry sump lubrication
As on MotoGP engines, the Desmosedici Stradale uses semi-dry sump lubrication with delivery and return
stages that ensure effective lubrication of all moving parts at all times.

The oil circulation system consists of four pumps: one delivery lobe pump and three recovery pumps. One of
the latter, a gear pump, draws oil from the heads via two ducts while the other two lobe pumps ensure
efficient oil recovery under all conditions, keeping the crankcase zone under the pistons in a controlled,
constant low pressure state and thus reducing airing losses (i.e. power absorption caused by the
aerodynamic resistance exerted by the air and splashing of the oil in the con rod casing).

The oil tank - which also acts as a filter housing - is in a magnesium sump mounted underneath the
crankcase and connected to the gearbox but separate from the crankcase. A dedicated radiator, attached
just below the water radiator, cools the oil.

Cooling system
Housed in the engine 'V', the water pump is operated by a shaft, in turn driven by a gear train. This
positioning solution is designed to minimise circuit size, boost efficiency and optimise engine weight.

Gearbox and clutch
The 6-speed gearbox is specially designed for the Desmosedici Stradale engine and features a rotary gear
sensor to ensure optimal operation with Ducati Quick Shift (DQS) up & down.

The sensor assesses the position of the gear shift drum and, consequently, of the gear shift forks, with
extreme accuracy to ensure precise gear selection. This, then, allows for a strategy that can restore torque
transmission only once the gear change has been completed, thus preventing undue gear mesh stress so
shifts are always complete, precise and swift.

The hydraulically controlled wet clutch has 11 driving plates and features a progressive self-servo
mechanism that compresses the friction plates when under drive from the engine without requiring any extra
effort from the rider to release the clutch.

While enhancing frictional efficiency, this also results in a rider-friendly, light clutch lever “feel”. In sport riding
conditions, the same mechanism reduces pressure on the friction plates, enabling a pure racing “slipper”
action and reducing rear end destabilisation during aggressive down-shifting, with the added benefit of a
super-responsive lever.

Long maintenance intervals
While performance levels surpass even those of the Superquadro, the valve clearance inspection and
adjustment (Desmo Service) interval remains at 24,000 km (15,000 miles), while general service intervals
remain unchanged at 12 months/12,000 km (7,500 miles).

Shapes modelled on mechanics
The new Panigale V4 was designed by the Ducati Design Center, starting from the 1299 Panigale styling
elements and evolving them into a muscular machine, with sleek surfaces and assertive profiles. The styling
development has followed three typical racing model guidelines: design minimalism, integration among
components and the power transmitted by surface treatment. An extra touch to this project has been added
by the improved aerodynamic efficiency achieved through wind tunnel testing by the Ducati Corse
engineers.

The motorcycle's bodywork develops around the technical parts, and in particular, the new "Front Frame"
left exposed, with the two pillars extending laterally to the Desmosedici Stradale cylinder heads. The front is
dominated by two large airbox air intakes, which incorporate the full-LED headlight in the top part,
overshadowed by the ports. The headlight sizing is reduced with the precise aim of enhancing the
aggressive look of the two oversized ports, especially when the engine is switched off. Below the air intakes
are two wing attachments designed to accelerate the incoming airflow. The full-LED headlight includes a
Daytime Running Light outlining with a double-edged profile the top of the air intakes, and two compact LED
modules ensuring low-beam and high-beam functions.

The nose fairing is a perfect example of the concept of integration underlying the new Panigale V4 stylistic
approach. The front sub-frame, made of magnesium, is partially exposed to become part of the bodywork.
The sub-frame also supports the mirrors with LED turn indicators integrated in the outer shell.

The search for essentiality and integration has also led to the dual-layer fairing design: a less stretched out
main fairing, and another layer that also acts as an air outtake. The "dual layer" solution emphasises the
compact nature of the vehicle mechanics and is inspired by the iconic clean lines of Ducati racing models -
traditionally characterised by their stylish fairings. The main fairing extends upward by embracing the tank
with two muscular shoulders which, at the top, morph into the cover of the compartment that accommodates
easily accessible electrical and electronic components.

The tank has a shape designed to support the rider during track riding and stretches out to below the seat -
just like in racing models. This feature is highlighted by exposing the tank in the tail area. The tail is made of
two shell-cast aluminium half-shells, which starting from the rear cylinder head, reach out to hug the tank
part below the seat, ending up in the single-seater one-piece tail end, whose wing-shaped design is inspired
by the shape of a car spoiler. The tail faring integrates the full LED light that is also wing shaped: although a
single piece, it features the signature split lighting typical of Ducati racing models.

Innovative Front Frame
The racing soul of the new Panigale V4 is apparent in its technical specifications including a kerb weight of
195 kg for the "S" and Speciale versions (only 5.5 kg more than the 1299 Panigale S). It would be
impossible to achieve these values by using a traditional perimeter frame. For this reason, a "Front Frame"
has been developed - using the Desmosedici Stradale engine as a load-bearing feature. This solution is an
evolution of the monocoque design and was developed on the strength of the experience gained in MotoGP.
Compared to the Monocoque design, the "Front Frame" allows torsional rigidity and lateral rigidity to be kept
separate, so as to obtain the right response to the stress transmitted to the frame and better absorb anyroad surface roughness in cornering, ensuring the necessary stability. All this results in superior agility and
riding precision - ensuring easier control and less fatigue for the Panigale V4 rider.

The main difference in lay-out over traditional perimeter frames is the use of the engine as a structural
element of the frame. At just 4 kg, the "Front Frame" features a compact frontal structure, secured directly to
the upper half-crankcase of the front cylinder head and to the V4 rear cylinder head, with the engine also
acting as a fixing point for the rear suspension and a fulcrum point for the single-sided swingarm.

The most important advantage offered by the Ducati "Front Frame" is that the Desmosedici Stradale engine
can be used to achieve the required rigidity, making it possible to significantly reduce the outreach, and
consequently, the weight, of the main frame, resulting in a better rigidity/weight ratio. Another plus is the fact
that the reduced length of the pillars running alongside the engine has resulted in a more compact
motorcycle design - especially in the rider seat area.

The frame is complemented by the lightweight front sub-frame, made of magnesium, and the shell-cast
aluminium seat sub-frame, secured to the "Front-Frame" at the top, and screwed into the top of the rear
cylinder head at the bottom.

The rear suspension uses a rising-rate linkage mechanism attached to the Desmosedici Stradale engine via
a forged aluminium element. The linkage responds to the motion transmitted by a 600 mm long high-
triangulation cast aluminium single-sided swingarm, among the longest in the segment, to ensure the best
performance riding out of corners.

The rake and trail are 24,5° and 100 mm – respectively.

Sophisticated suspension
The Panigale V4 is equipped with 43 mm Showa Big Piston Forks (BPF), fully adjustable in 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. The rear unit is a fully adjustable
Sachs shock, fixed at one end to the Desmosedici Stradale through a forged aluminium element.

The Panigale V4 S and Panigale V4 Speciale are equipped with Öhlins NIX-30 forks, Öhlins TTX36 rear
shock and Öhlins steering damper, with an event-based control system. In these versions, the suspension
and the steering damper are controlled by the second-generation control system Öhlins Smart EC 2.0,
featuring, among other things, the new Objective Based Tuning Interface (OBTi).

Wheels and Tyres
While the Panigale V4 is fitted with 3-spoke cast aluminium wheels, the Panigale V4 S and Speciale feature
3-spoke forged aluminium alloy wheels.

Ducati and Pirelli worked hand in hand to develop the new Panigale V4, the first motorcycle ever to feature
as factory equipment the new Pirelli DIABLOTM Supercorsa SP 120/70 ZR17 at the front and the
revolutionary size 200/60 ZR 17 at the rear. The latest version of the DIABLOTM Supercorsa SP, in the new
200/60 ZR 17 size already popular as a slick option in the FIM World Superbike Championship, is a pioneer
in the field of racing replica tyres. The innovative profile of the resized rear tyre maximises the contact patch
at extreme lean angles and makes the most of the bi-compound technology used: the SC2 compound used
for the shoulder area is the same used for racing slick products, ensuring the enhanced grip of racing tyres while guaranteeing at the same time the strength and versatility needed for road use. In order to work in
perfect harmony with the rear tyre, the front tyre has gone through an extra, major development step: all the
riding items related to handling, from rider feedback through support solidity to safety feeling and grip loss
predictability, have been optimised by creating a new front profile, slightly increased in terms of maximum
section width with respect to the previous version of the product. Redesigning the geometries of the semi-
finished products and the belt pattern has made it possible to set new agility and rideability standards, with
at the same time top racing level performance. Finally, the new tread pattern of the DIABLOTM Supercorsa
SP features a new "flash" geometry to optimise track performance by improving wear, and reduced groove
widths designed to provide adequate support for stronger side thrusts.

Exclusive braking system with new Brembo Stylema ® calipers
The Panigale V4 range is fitted exclusively with the brand new Brembo Stylema ® monobloc calipers - the
latest evolution of the already high-performance M50.

The new Stylema ® calipers, machined from a single piece of alloy, feature lighter-weight areas in the fixing
bushings and in the body, which, compared to the M50, make them visually more compact - allowing at the
same time a weight reduction of 70 g for each caliper, without compromising on rigidity. Other improvements
have been introduced in terms of internal ventilation to ensure higher efficiency.

The new Stylema ® calipers ensure improved hydraulic performance thanks to their extreme rigidity, which
translates into excellent fingertip feel, a shorter brake lever travel and prompt response.

The twin Brembo calipers each have four 30mm pistons that grip 330mm discs to achieve outstanding
braking performance - with at the rear a single 245 mm disc with a 2 piston caliper. The braking system is
supported by the ABS Cornering EVO system, which uses the extra-lightweight 9.1MP Bosch control unit.

Racing tank
The Panigale V4's racing soul is enhanced by the 16 litre lightweight aluminium tank which, just like in
racing motorcycles, relocates part of the fuel storage to below the rider's seat. The space not occupied by
the fuel has been used to store all the electronics at front of the tank, under a plastic cover: this includes the
battery, which in the Panigale V4 S and Panigale V4 Speciale versions is a lithium-ion pack.

Electronics
Latest-generation electronic controls
The Panigale V4 not only sets new benchmarks in terms of top performance, but also defines new active
safety standards and vehicle dynamics control - thanks to a state-of-the-art electronic package, based on
the use of a 6-axis inertial platform (6D IMU - Inertial Measurement Unit) that instantly detects the
motorcycle's roll, yaw and pitch angles in space.

The Panigale V4 electronic package includes controls to ensure management of all the riding phases; some
of these control the start, acceleration and braking phases, others manage traction, while others kick in
when riding into and out of corners.

- ABS Cornering Bosch EVO
- Ducati Traction Control EVO (DTC EVO)
- Ducati Slide Control (DSC)
- Ducati Wheelie Control EVO (DWC EVO)
- Ducati Power Launch (DPL)
- Ducati Quick Shift up/down EVO (DQS EVO)
- Engine Brake Control EVO (EBC EVO)
- Ducati Electronic Suspension EVO (DES EVO)

The operating parameters of each control are factory-associated with the three Panigale V4's signature Riding Modes. The rider can customise his or her riding style and restore Ducati's factory settings. The level
of one of the DTC, DWC, DSC or EBC control functions can be quickly adjusted via the direct access
buttons provided on the left-hand switchgear.

ABS Cornering Bosch EVO
The Bosch ABS system, equipped with a "Cornering" function that extends ABS action to situations in which
the vehicle is leaning in corners, has undergone a major evolution to reflect the latest action logic and types
of control.

The Bosch EVO Cornering ABS is settable to three different levels to fully meet track and road riding needs,
even in the most critical low-grip situations.

While level 3 is indicated on the road or for low-grip conditions, ensuring safer and more stable braking,
levels 2 and 1, the hard-braking options, are more suited to higher grip surfaces and track racing.

Selecting level 2 enables the rider to skid into corners safely, enhancing racing performance.

The ABS Level 1, recommended for track riding, is activated while maintaining the "Cornering" feature - for
extremely hard braking into corner and to help rectify any rider mistakes.

Ducati Traction Control EVO (DTC EVO)
The DTC EVO featured by the Panigale V4 is based on an algorithm that makes intervention faster and
more accurate. The DTC EVO interfaces with the Bosch Inertial Measurement Unit (IMU), constantly monitoring the vehicle's lean angle and using it to accurately calculate the degree of intervention needed to
ensure suitable rear wheelspin (according to the DTC EVO level setting).

Moreover, the DTC EVO also acts on the throttle body valves and controls spark and injection advance. In
all situations in which fast intervention of the DTC EVO is not required, the use of the throttle body valves
ensures maintenance of optimal combustion parameters, ensuring a smoother Desmosedici Stradale
response and system intervention.

With simpler types of traction control, detection of rear wheelspin sees the system kick in to hold it in check.
When optimal grip is re-established, the system reduces intervention until spin reoccurs, and the cycle
repeats. This produces a graph that shows intervention oscillating around a theoretical "ideal intervention
line" that represents the traction limit. The DTC EVO reduces the magnitude of those oscillations, making
the system operate closer to the perfect intervention line. This kind of behaviour is highly advantageous as
its effect on the dynamic balance of the motorcycle is minimal. In addition, the system is designed to be
stronger and more consistent, allowing the motorcycle to maintain constant and predictable behaviour even
when the grip level changes - i.e. in case of rear tyre wear.

In addition to this enhanced intervention precision, when set to level "1" or “2”, the DTC EVO introduces a
new function, named "spin on demand", allowing the rider to control the motorcycle up to levels that would
previously only have been possible for experts or pros. Now, when the machine is leaned over, the rider can
use the throttle to request more wheelspin than that obtained at the normal intervention level, allowing the
motorcycle to pivot around its front wheel and close the cornering line. The DTC EVO allows riders to do this
while keeping safety parameters under control, effectively letting them 'close' the cornering line with the rear
wheel.

Ducati Slide Control (DSC)
The introduction of the 6D IMU has allowed the Ducati Slide Control (DSC) - developed in conjunction with
Ducati Corse - to be added to the Ducati Traction Control EVO (DTC EVO). This new system provides the
rider with further support by controlling the torque delivered by the Desmosedici Stradale engine as a
function of the slide angle; its goal is to improve out-of-the-corner performance by preventing slide angles
that might otherwise be difficult to handle. The DSC relies on the 6D IMU that provides the vehicle control
unit with crucial information on vehicle dynamics (such as lean angle, acceleration and much more). Thanks
to these data - and depending on the user-selected level - the DSC extends the performance range of the
motorcycle for everyone, providing improved assistance under extreme riding conditions.

Like the DTC EVO, the DSC controls torque reduction by acting on the throttle body valves, spark advance
decrease and injection cuts. In every situation in which fast intervention of the DSC is not required, the use
of the throttle body valves ensures optimal combustion parameters, with a smoother Desmosedici Stradale
engine response and system intervention.

The DSC has two different settings: switching from level 1 to level 2 results in easier control of slide angles
that would otherwise be difficult to handle. DSC intervention levels can be changed by accessing a special
menu, in which DTC EVO and DWC EVO values can also be set. It is also possible to set direct DSC control
via the direct access buttons on the left-hand switchgear. The DSC setting is always shown on the display.

Ducati Wheelie Control EVO (DWC EVO)
The Panigale V4 also comes equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO).
This system, using Bosch 6D IMU information, ensures wheelie control to obtain top acceleration
performance in a smooth, safe manner. The DWC EVO detects the occurrence and extent of wheelies to
control them with a higher level of precision - ensuring a more accurate response to rider input.

Ducati Power Launch (DPL)
This 3-level adjustable system ensures lightning-fast starts, letting the rider focus only on releasing the
clutch. Once set, the rider simply engages the first gear and opens the throttle. During the first stage of
starting off, while the rider is modulating the clutch release, the DPL stabilises the Desmosedici Stradale at
optimal revs as a function of the selected DPL level. In the second phase, when the clutch has been fully
released, the DPL controls torque delivery to ensure the maximum degree of acceleration according to the
chosen level.

The DPL makes use of the DWC functions and always keeps the DTC active to ensure maximum safety at
all times. Automatic deactivation of the system 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 resets itself when the rider uses the motorcycle normally.

The DPL is adjustable to three different levels, and is activated by pressing the special button on the right
handlebar. Level 1 favours high-performance starts, level 3 is safer and more stable.

Ducati Quick Shift up/down EVO (DQS EVO)
The DQS EVO with up/down function, developed for the Panigale V4, compared to the previous Panigale
1299 system uses the information concerning the lean angle to maximise motorcycle stability when shifting
gears in corners.

The DQS EVO, as well as minimising gear shifting times, allows down-shifting without using the clutch -
ensuring even more effective hard braking. The system consists of a two-way microswitch built into the
linkage of the gear change lever; each time that the gearbox is actuated, it sends a signal to the
Desmosedici Stradale ECU. The system works differently for upshifts and downshifts, integrating adjustment
of the spark advance and injection during upshifts with a controlled opening of the throttle valve during
downshifts - ensured by the full Ride-by-Wire system management.

The extent and duration of system operation are designed to ensure seamless gear meshing even under
extreme track riding conditions; during downshifts the system works synergetically with the slipper clutch
and the Engine Brake Control (EBC).

Engine Brake Control EVO (EBC EVO)
The EBC (Engine Brake Control) system has been developed to help riders optimise vehicle stability under
extreme turn-in conditions, by balancing the forces applied to the rear tyre under severe Desmosedici
Stradale engine-braking conditions. The Panigale V4 EBC EVO, optimised on the basis of the lean angle,
monitors the throttle position, selected gear and crankshaft deceleration rate under heavy braking and fine-
tunes throttle opening to balance the torque forces acting on the tyre. The EBC EVO can be set to three
levels integrated in the Riding Modes.

Ducati Electronic Suspension EVO (DES EVO)
The "S" and Speciale versions are equipped with the event-based electronic control Öhlins suspension
system, based on the second-generation Öhlins Smart EC (Electronic Control) system which, in addition to
leveraging all the potential offered by the 6D IMU, has a new and more intuitive rider interface, OBTi
(Objective Based Tuning Interface).

The electronic suspension offers the choice between manual mode ("Fixed") - allowing compression,
rebound, and damping of the steering damper to be manually set via "virtual clicks" (32, from fully open to
fully closed, for the suspension, and 10 for the shock absorber) - and automatic ("Dynamic").
When the "Dynamic" mode is selected, based on the information received from the 6D IMU and other
sensors, the system automatically adjusts compression and rebound damping in response to the riding
style.

The main advantages offered by the Öhlins Smart EC 2.0 system concern the rider's option to customise the
level of intervention on the suspension, depending on individual riding events (braking, cornering,
acceleration), as well as to adjust the operating parameters of individual hardware components. For the
rider, this means having access to a superior level of motorcycle dynamics control - improving road safety
and track lap time efficiency.

New Ducati Riding Mode strategy
The Riding Modes allow the rider to choose from three different factory-set riding styles, perfectly adapting
the Panigale V4's behaviour to the rider's, to the track type, and to environmental conditions. Each Riding
Mode is programmed to instantly change the engine's character, electronic control parameters and, in the
"S" and "Speciale" versions, also the suspension set-up. Each rider can customise his or her riding style and
later restore Ducati's factory settings.

Riding Mode Race - As the name implies, the Race RM has been developed for experienced riders who
wish to make the most of all the potential of the Panigale V4 on high-grip track surfaces. By selecting Race,
the rider can rely on 214 HP, with direct Ride-by-Wire throttle response and, on the ‘S’ and Speciale
versions, a high-performance hard suspension set-up. The Race mode implies a low-intervention default
electronics setting, without, however, compromising on safety, with the ABS only intervening on the front
wheel to provide maximum braking performance, but with the Cornering feature always active.

Riding Mode Sport - By selecting the Sport Riding Mode, the rider can count on 214 HP power delivery
with a sporty Ride-by-Wire response to throttle opening and, in the S and Speciale versions, an equally
sport-oriented suspension set-up. Electronic controls are set in such a way as to help also less experienced
riders adopt an effective, highly spectacular riding style. In the Sport mode, for instance, the controlled
braking drift feature is active, allowing for safe wheel skidding when turning into corners. The rear wheel lift
control function is active and the ABS Cornering function is set to provide maximum cornering performance.

Riding Mode Street - The Street Riding Mode is the one recommended for road use of the Panigale V4.
This RM offers the rider 214 HP power delivery with progressive Ride-by-Wire response to throttle opening,
like in the Sport RM, and, in the Panigale V4 S and Panigale V4 Speciale versions, an extremely soft
suspension set-up to absorb any bumps in the road. The default setting of electronic controls helps ensure
maximum safety, by guaranteeing the best grip and stability.

Second generation TFT display instrumentation
Ducati was the first motorcycle manufacturer to fit a model, the 2012 1199 Panigale, with full-TFT (Thin Film
Transistor) colour display instrumentation.

Six years later, with the Panigale V4, Ducati sets a new standard by launching an advanced 5" full-TFT,
high-res (186.59 PPI - 800xRGBx480) and high-brightness colour display, completely redesigned in terms of
lay-out and up-to-date graphics, and even more alluring. In developing the motorcycle's instrumentation, the
main focus was on readability and easy access to functions.

The most visible element of the brand new dashboard is the "virtual" circular rev-counter, located on the
right side, a clean break with past equipment tradition, inspired by high-end automotive production. The
Desmosedici Stradale revs are displayed in the 1,000 to 15,000 rpm range via a needle indicator, whose
motion is highlighted by a white trail acting as a "shiftlight", changing from white to orange and then going
red when approaching the over-rev area.

Two different layouts are available to - and can be recalled by - the rider: the "Track" display, which focuses
attention on the lap time indication and in which the rev counter scale highlights the engine rpm values
related to the track-specific range of use; and the "Road" display, which instead of lap times, shows Ducati
Multimedia System (DMS) information, and highlights engine rpm values typical of road riding. For improved
readability, the indications of the (digital) top speed, selected Riding Mode, and selected gear do not change
position when the selected lay-out is changed.

The Panigale V4 dashboard, in addition to the classic menu including total kilometres, Trip 1, Trip 2, fuel
consumption, average fuel consumption, Trip Fuel, Trip Time, Average Speed, Air Temperature, Lap On/Off
(in "Track" mode only), and Player On/Off (in "Road" mode only), also features another menu in the bottom
right corner with two available functions: display/indication of parameters related to the selected Riding
Mode or quick changing of DTC, DWC, EBC and DSC parameters. Finally, the Panigale V4 has an "auto
off" function for its direction indicators: the indicators will go off automatically after riding out of a corner or, if
pressed unintentionally, after a few hundred metres on a straight stretch (variable between 200 and 2000
metres depending on the current speed of the vehicle when the indicator button is actuated).

Ducati Lap Timer GPS (DLT GPS)
The DLT GPS allows lap times to be automatically recorded, stored and displayed directly on the dashboard
each time the finish line is crossed - providing the rider has previously entered the finish line coordinates, by
pressing the light flasher button. The system has a useful "Best Lap" feature that displays the lap time
flashing for 5 seconds if it is the best recorded lap time in the current track session. For each lap, and for a
total of 15 consecutive laps, the lap time, max rpm and top speed are stored; this information can be viewed
on the dashboard by accessing the special menu. The DLT GPS is part of the standard equipment on the
Panigale V4 Speciale and is available as a Ducati Performance plug-and-play accessory for the Panigale V4
and Panigale V4 S.

Ducati Data Analyser + GPS (DDA + GPS)
The Ducati Data Analyser + GPS (DDA + GPS), evaluates the performance of the motorcycle and its rider
by graphically presenting specific channels of information. The DDA + GPS is an essential piece of
equipment for track use: it monitors the rider's performance, in addition to automatically recording and
displaying lap times whenever the Panigale V4 crosses the start and finish line. It stores a number of data
channels including throttle opening, vehicle speed, engine rpm, gear selection, engine temperature, distance travelled, revs and DTC index. DDA + GPS is available as a Ducati Performance plug-and-play accessory,
while it is supplied as standard with the Speciale.

Ducati Multimedia System (DMS)
The Panigale V4's versatility is demonstrated by a pre-setting for the Ducati Multimedia System (DMS) -
allowing the rider to accept incoming calls, select and listen to a music track, and receive SMS notifications
thanks to Bluetooth technology.

When the rider gets on the motorcycle, his or her smartphone automatically connects to the vehicle via
Bluetooth, allowing the rider to handle the main multimedia features. The TFT display shows the played
track, the icon indicating new incoming SMS or the name of the caller. The call or music sound are
transmitted to the rider's helmet earphones. The DMS is available for the entire Panigale V4 range as an
accessory.

Tech Specs Here



























































Ducati 959 Panigale Corse



The 959 Panigale Corse is the superlative sports version of the legendary Italian twin cylinder. Thanks to
suspensions by Öhlins, type-approved Ducati Performance silencers in titanium by Akrapovič, a lithium-
ion battery and a dedicated colour scheme inspired by the colours of the MotoGP, the 959 Panigale
Corse is ready to race.

The 955 cm 3 Superquadro engine is Euro 4 type-approved and has a maximum power of 150 hp at
10,500 rpm. The maximum torque is 102 Nm at 9,000 rpm. Such characteristics enable high
performance on the track and enjoyable on-road riding, without having to compromise on long
maintenance intervals. The valve clearance control is in fact every 24,000 km.

The chassis of the 959 Panigale Corse is based on a compact monocoque structure, in die-cast
aluminium for added resistance with the Superquadro engine incorporated as a structural element.
Attached directly to the cylinder heads, it houses two aluminium bushes to the front which in turn house
the steering head bearings. In addition to working as a frame, the monocoque also acts as an air-box. It
contains, in fact, the air filter as well as the throttle bodies and the fuel circuit, complete with injectors
and it's sealed off by the bottom of the aluminium fuel tank.

This exclusive version of the 959 Panigale is equipped with high-quality Öhlins suspensions. It has a
multi-adjustable titanium-nitride treated Öhlins NIX30 fork with a diameter of 43 mm, and a multi-
adjustable Öhlins TTX36 shock-absorber. The suspension fittings are completed by an adjustable
steering damper, also by Öhlins.

The 959 Panigale Corse has a weight (kerb – bike with fluids, battery and fuel tank 90% full) of only
197.5 kg, 2.5 kg less than the 959 Panigale, thanks to the lithium-ion battery and titanium silencer.

The 959 Panigale Corse is fitted with an electronics package which includes ABS, Ducati Traction
Control (DTC), Ducati Quick Shift (DQS), Engine Brake Control (EBC) and Ride-by-Wire (RbW). Thanks
to the Ducati Riding Mode technology, these systems can be combined differently to give the bike three
different personalities. The 3 Riding Modes available to the 959 Panigale Corse are Race, Sport and
Wet.

Such features and characteristics confirm once again how the 959 Panigale Corse embodies absolute
excellence through the advanced technologies used in its creation.


959 Panigale Corse main standard features
Colours
o Special racing colour scheme with black wheel rims
Equipment
o Superquadro 955 cm3 engine
o EURO 4 compliant
o Servo-assisted slipper function clutch
o Multi-adjustable titanium-nitride treated Öhlins NIX30 fork with 43 mm diameter
o Multi-adjustable Öhlins TTX36 shock absorber
o Öhlins adjustable steering damper
o Lithium-ion battery
o Ducati Performance type-approved double exhaust in titanium by Akrapovič*
o Riding Modes (Race, Sport, Wet)
o Ducati Safety Pack (ABS, DTC)
o EBC, DQS
*Country specific



Ducati Multistrada 1260



The Multistrada gets an upgrade with the new Ducati Testastretta DVT (Desmodromic Variable Timing)
1262 cu cm engine, new chassis, more advanced electronics, and an aesthetic update that includes new
fairing panels and lighter, sportier looking wheels. As soon as it was launched back in 2010, the
Multistrada revolutionised the motorcycling world by offering four bikes in one: from sport bike to long-
distance tourer, from everyday runabout to enduro. With its four souls, many new features and Riding
Modes, the Multistrada 1260 brings a whole new level of performance, ease of riding, comfort and fun.

The 1262 cc Ducati Testastretta DVT engine is Euro 4 approved and gives ample low-to-mid range
torque for even better rideability in everyday use. With 85% of the torque available at 3,500 rpm, delivery
at 5,500 rpm is 18% higher compared to the predecessor model. This means the Multistrada 1260 offers
the highest torque output in its class at 4,000 rpm, i.e. in the most frequently used rpm range.

Controlling such power delivery is made easy by the new Ride-by-Wire system ensuring smoother
throttle control, combined with the smoother, more accurate up and downshifting offered by the DQS
(Ducati Quick Shift) Up & Down which significantly improves the riding experience.

The updated chassis, with a longer swinging arm and wheelbase and revised geometry up front, makes
for sharper handling in curves, and ensures full stability even when riding two-up at full load with the side
panniers.

The Multistrada 1260 also sets the benchmark in motorcycle electronics thanks to its Bosch IMU inertial
platform. The Bosch IMU (Inertial Measurement Unit) controls Cornering ABS, the Ducati Cornering
Lights (DCL) functionality incorporated in the full LED headlight of the Multistrada S, and Ducati Wheelie
Control (DWC). Both DWC and DTC feature rider-settable 8-level sensitivity and can be disabled. The
Vehicle Hold Control (VHC) has been included as standard on the Multistrada 1260. Lastly, the Bosch
IMU inertial platform also interacts with the semi-active Ducati Skyhook Suspension (DSS) Evolution
control system featured on the Multistrada 1260 S.

All models feature Cruise Control for the rider to set the desired cruise speed from the controls
incorporated in the switchgear on the left handlebar. On the S version a Bluetooth module is included as
standard: this activates the Ducati Multimedia System (DMS) and can connect the bike to a smartphone
for user-friendly control of basic functions such as receiving incoming calls, notification of text messages,
or playing music via the handlebar controls. The corresponding information is displayed on the new TFT
dashboard, unrivalled in terms of user interface and ease of viewing.

The Multistrada 1260 comes with a new Hands Free system for enhanced security and also offers long
maintenance intervals. With an oil change required every 15,000 km and a "Desmo Service" every
30,000 km, Multistrada owners will be able to enjoy even the longest trips with full peace of mind.


Multistrada 1260

Colour
1. Ducati Red with grey frame and black wheels

Features
o Ducati Testastretta DVT 1262 cc engine
o Bosch IMU: Inertial Measurement Unit
o Bosch-Brembo 9.1ME Cornering ABS system
o 320-mm front brake discs with Brembo 4-piston radial callipers
o Electronic cruise control
o Riding Modes
o Ride-by-Wire
o Ducati Wheelie Control (DWC)
o Ducati Traction Control (DTC)
o Vehicle Hold Control (VHC)
o Rider seat with adjustable height
o LCD instrument panel


Multistrada 1260 S (and Multistrada 1260 S D-Air)

Colours
1. Ducati Red with grey frame and black wheels
2. Iceberg White with grey frame and gold coloured wheels (Multistrada 1260 S only)
3. Volcano Grey with grey frame and gold coloured wheels (Multistrada 1260 S only)

Features
o Ducati Testastretta DVT 1262 cc engine
o Bosch IMU: Inertial Measurement Unit
o Bosch-Brembo 9.1ME Cornering ABS system
o 330 mm front brake discs, Brembo M50 4-piston radial callipers
o Electronic cruise control
o Ducati Multimedia System (DMS)
o Riding Modes
o Ride-by-Wire
o Ducati Wheelie Control (DWC)
o Ducati Traction Control (DTC)
o Ducati Quick Shift (DQS) Up&Down
o Vehicle Hold Control (VHC)
o Rider seat with adjustable height
o Electronic semi-active Sachs Ducati Skyhook Suspension (DSS) Evolution suspension
system
o Full LED headlamp with Ducati Cornering Lights (DCL)
o Instrument panel with 5” full colour high-resolution TFT screen specifically designed for
motorcycle applications
o D|Air system (Multistrada 1260 S D|Air only)



Personalisation Packs

• Touring Pack: heated grips, side panniers and centre stand
• Sport Pack: road-legal exhaust (homologated only for EU) Ducati Performance by Termignoni and
carbon fibre front mudguard, CNC machined billet aluminium brake and clutch reservoir caps
• Urban Pack: top case, tank bag with lock and USB hub
• Enduro Pack: supplementary LED lights and Ducati Performance components by Touratech: engine
protection bars, radiator guard, oil sump guard, bigger kickstand base and off-road footpegs


New Ducati Link App

The Multistrada 1260 upgrade is enriched by the new smartphone app Ducati Link App, available for iOS
and Android, which makes for an all-round, even more engaging riding experience. When connected via
Bluetooth with the Multistrada 1260, the rider’s smartphone records bike data, such as lean angle,
current, average and maximum speed and power, fuel consumption and much more.

In addition to bike data and rider’s performance, the application records the route travelled, which can be
shared with other app subscribers. Users of the community can draw inspiration from the trips made by
other Ducatisti and choose the most beautiful rides to take their Multistrada on. They can also use the
app to create their own network of friends with whom to organise events, rallies and rides, and share
everything on social networks.

A reward system gives prizes to users who reach several different goals based on the use of their
motorcycles and different riding experiences.

A new feature of the new Ducati Link App is the ability to set several motorcycle parameters, such as the
different Riding Modes, directly from the rider’s smartphone. Also included is an "Alert and Info Service"
that reminds users of maintenance intervals or alerts them to any abnormal operation, providing
information and the ability to contact Dealer directly.


Unique, elegant design

The Multistrada 1260 retains the defining traits of the family – clean surfaces, taut lines and contrasting
front and rear visual mass – and brings them to an unprecedented level of quality and finish. The new
side fairing panels lend the front end a neater, sleeker look. Aspects such as the frame, which provides
an optimum balance of weight and performance, the rear aluminium subframe with incorporated luggage
mounts, and the ergonomic practical switchgear are just some of the features that underscore Ducati’s
meticulous attention to detail. Just like the new key with an aluminium insert, and the modern instrument
panel.

A signature element to the Multistrada 1260 S design are the five Y-spoke wheels. Everything on the
Multistrada 1260 has been designed for practicality and effectiveness. Like the rear grab handle derived
from the Multistrada 1200 Enduro, which can now accommodate the Touratech aluminium side panniers
offered as an alternative to the plastic panniers (both optional).

Maniacal attention to detail drove designers to redesign the underseat profiles for seat height
adjustment. They have been resized to be less obvious when installed. Lastly, the Multistrada 1260 gets
a new number plate holder and LED rear turn indicators.

New TFT instrument panel
The Multistrada 1260 features a high-visibility LCD instrument panel with a revised information layout
and simplified menu management. Accessing the menus is made easier by new icons for the left
switchgear: an empty dot means a simple press of the button is required; a solid dot means you need to
press the button longer.

Improvements to navigation include a thoroughly revised interface for the new 5” TFT instrument panel
of the Multistrada 1200 S and D|Air. The new TFT panel offers higher resolution (now 186.59 PPI -
800xRGBx480), improved readability in the sun, improved graphic layout for user-friendly navigation
through the menus, and selectable settings. In addition, Riding Modes have been assigned different
colours so they are easier to identify: Sport mode is associated with red, Touring mode with white in
night mode and black in day mode, Urban mode with grey and Enduro with brown.

Both the LCD and TFT provide info on speed, rpm, selected gear, total mileage, trip1 and trip2, engine
coolant temperature, fuel gauge and a clock. Other information shown includes the selected Riding
Mode, remaining range, current fuel consumption, average fuel consumption, average speed, air
temperature, travelling time and an icy road surface warning.

At a standstill it is possible to gain access, via the left handlebar switchgear, to a settings menu which
enables and adjusts various functions such as DTC and DWC personalisation and the 3-level Cornering
ABS function. On the S version suspension can also be adjusted through the settings menu. It is also
possible, either at a standstill or on the move, to select the Riding Mode (Sport, Touring, Urban or
Enduro) and load settings to correspond with the current riding configuration: rider only, rider with
luggage, rider with passenger or rider with passenger and luggage.

The S version features a full LED headlight with Ducati Cornering Lights (DCL) functionality, which
activates in curves to give optimal illumination of the road surface based on lean angle. The Multistrada
models also feature hazard lights, activated simply by pressing a dedicated button. New to the Multistrada 1260 is the auto-cancel feature for turn indicators triggered by lean angle. Thanks to the
Inertial Platform, the turn indicators self-cancel after a turn is completed or after covering a certain
distance (which ranges from 200 to 2,000 metres depending on riding speed at the time the indicator
button was pressed).

The music media player on the TFT dashboard has been improved for when a smartphone is connected.
In addition, the upgraded trip master for the Enduro Riding Mode now can be paused, set to display
distance left to travel and activated more quickly.

Hands Free Ignition
The Multistrada 1260 can be started without a mechanical key thanks to the new Hands Free system
that enhances security. When its electronic key is within a 2 metre radius of the bike, the system
automatically reads the key’s code, even if it is never removed from the rider’s pocket. Pressing the “on”
button powers-up the bike, activates the display, and allows the engine to be started. The electronic key
also includes a mechanical “flip” key for seat and filler cap removal. There is also a steering lock that is
activated by an electric actuator.

Ducati Testastretta DVT 1262
By independently varying the timing of the camshaft that controls the intake valves and the camshaft that
controls the exhaust valves, the DVT engine (Desmodromic Variable Timing) optimises high-rpm
performance to provide maximum power. At low-to-medium rpm, instead, it smooths operation, making
power delivery more fluid and boosting torque. In practice, this is an engine that changes its
characteristics continually – unnoticed by the rider – as rpm varies while complying with Euro 4
specifications and giving good fuel economy.

With its increased displacement, now 1262 cc, the Multistrada 1260 engine sets the new benchmark for
rideability and performance. Ducati engineers developed this new engine from the Multistrada 1200
powerplant, and focused on guaranteeing the highest, best possible torque delivery at low-to-mid range
RPMs. With 85% of the torque available under 3,500 rpm, delivery at 5,500 rpm is 18% higher compared
to the predecessor model. This means the Multistrada 1260 offers the highest torque output in its class
at 4,000 rpm, i.e. in the most frequently used rpm range.

Bigger displacement was achieved by increasing piston stroke from 67.9 to 71.5 mm (bore remains 106
mm). This required new connecting rods, crankshaft and cylinders. The DVT system was recalibrated to
maximise low-to-mid range torque delivery, bringing maximum output to 158 hp at 9,750 rpm and
maximum torque to 13.2 kgm at 7,500 rpm.

Both the exhaust and intake had to be redesigned to achieve such performance. The exhaust piping was
redesigned, the presilencer received a new inner layout and a new silencer. At the intake end, the air
intake mouth was redesigned.

New belt covers feature the DVT logo on a metal support. The generator cover of the Multistrada 1260
engine has been redesigned to accommodate the new, more advance gear sensor which is a core
component of the DQS Up & Down. Gear lever linkage has also been changed, it now features a shorter
stroke for more accurate engagement.

Both generator and clutch covers are now painted in the new "Mercury Grey" colour. Another new
component part is the clutch slave cylinder, with a more compact, integrated design.

Engine tuneup has been thoroughly revised with a focus on rideability, and torque delivery in each
Riding Mode changes according to selected gear. Again for greater ease of riding, engine brake control
now responds differently in each individual gear. Cruise control was also recalibrated to give the utmost
riding comfort.

Desmo delight
As might be expected, the Testastretta DVT engine uses the Desmodromic valve actuation system that
has made Ducati’s Bologna-built bikes famous worldwide. This special system closes the intake and
exhaust valves mechanically, with the same precision as they are opened. The term desmodromic stems
from the Greek words desmos (link) and dromos (stroke), and refers to mechanisms with a control to
operate them in one direction (e.g. opening) and another to activate them in the other (closure or return).
The soundness of this system, used on all Ducati models, is demonstrated by its utilisation on Ducati
Corse’s Superbikes and MotoGP bikes.

In the Testastretta DVT engine, Desmodromic valve actuation provides a clear advantage over
traditional valve springs; at low revs the system requires less force because there are no springs to be
compressed. This makes it possible to keep the individual valve timing adjusters compact, which
minimises their weight and allows them to be smoothly integrated.

Innovative technology
The Multistrada 1260 features a new throttle control that works in conjunction with the Ride By Wire
system to control engine power output. This new control system provides smoother throttle response for
enhanced riding experience.

The Multistrada 1260 is equipped with the Bosch Inertial Measurement Unit (IMU), which controls Ducati
Wheelie Control (DWC), Bosch Cornering ABS and electronic speed control. The four Riding Modes
(Sport, Touring, Urban and Enduro) are made even more effective as, on the Multistrada 1260 S, they
are supported by the Ducati Skyhook Suspension (DSS) Evolution; this configures the suspension setup
dynamically in response to different road and riding conditions, maintaining control, performance, and
comfort at all times. The Multistrada 1260 is equipped with Vehicle Hold Control (VHC) and Ducati Quick
Shift (DQS) Up&Down, which is supplied as standard on the S and D|Air versions and as an option on
the standard version.

Sport Riding Mode
Selecting Sport Riding Mode provides a thrilling 158 hp and a breath-taking 129.5 Nm of torque,
together with (on the S version) a sporty suspension setup. Sport Mode is also characterised by low
levels of Ducati Traction Control and Ducati Wheelie Control, and a level 2 ABS setting. This
combination of rear-wheel lift detection off and Cornering ABS on is ideal for expert riders who wish to
test their limits.

Touring Riding Mode
In Touring Riding Mode the Multistrada provides the engine’s full 158 hp with a smoother, less direct
throttle response. Active safety is enhanced by higher DTC and DWC sensitivity levels, to maintain rock-
solid stability. The ABS is set to interaction level 3, perfect for touring; this turns rear-wheel lift detection and Cornering ABS functionality on, while also optimising the front/rear combined braking effect. On the
S version a suspension setup perfect for long-distance rides is selected, ensuring maximum comfort for
rider and passenger alike.

Urban Riding Mode
In Urban Riding Mode power output is reduced to a maximum of 100 hp, and on the S version
suspension is set for optimum agility with corresponding DSS mapping. DTC and DWC are set to high
levels for maximum security on less-than-perfect city roads. ABS is set to level 3.

Enduro Riding Mode
Besides longer trips and city traffic, the Multistrada 1260 is also capable of handling off-road routes
brilliantly. The Enduro Riding Mode sets engine power to a maximum of 100 hp, with off-road oriented
suspension settings and DSS mapping for the S. DTC and DWC level settings are low and the ABS is
set to level 1, suitable for off-road use on low grip surfaces: rear-wheel lift detection is off, Cornering
functionality is off, and ABS on the rear wheel is disabled.

DTC (Ducati Traction Control)
A key part of the Ducati Safety Pack, DTC – a pure racing offshoot – is a system that acts as a filter
between the rider’s right hand and the rear tyre. In just a few thousandths of a second, DTC can detect
and control rear wheelspin, boosting performance and active safety significantly.

This system has eight different intervention levels. Each one has been programmed to provide a rear
wheelspin tolerance that matches progressive levels of riding ability (classified from one to eight). Level
1 has the lowest degree of system intervention, while level 8, intended for wet road surfaces, gives
maximum prevention of wheelspin. On the Multistrada 1260 DTC is incorporated into the Riding Modes.
DTC levels within the four modes are initially pre-set but can subsequently be personalised and saved to
suit individual riding styles or preferences. The outcome of thousands of hours of road and track tests,
this technology significantly enhances safety when accelerating in turns. A Default function lets the user
restore the original factory settings.

Ducati Wheelie Control (DWC)
This system offers 8 setting levels. It analyses the attitude of the bike (to detect any front wheel lift) and
controls torque and power accordingly to maximise acceleration in safety without destabilising balance.
Like DTC, it features 8-level adjustment and is incorporated into the Riding Modes. Again, a Default
function lets the user restore the original factory settings.

Ducati Skyhook Suspension (DSS) Evolution
The DSS (Ducati Skyhook Suspension) Evolution system has now been developed even further. This
evolved version includes a new Sachs fork with pressurised damper cartridge and low-friction stanchion,
a sensor to control the action of the rear damper plus software that also handles data from the Bosch
IMU and features new algorithms. Included as standard on the Multistrada 1260 S, the DSS platform has
a 48 mm Sachs front fork and rear monoshock, both electronic; this allows the DSS to continuously
adjust hydraulic damper compression and rebound using semi-active control to ensure correct vehicle
balance. In this way, the bike remains stable independently of road surface conditions, minimising
oscillation of the sprung mass and significantly increasing comfort and safety.

The Skyhook name stems from the unique sensation experienced during riding, as if the bike were
suspended from a hook in the sky, keeping it balanced and stable. This innovative technology
outperforms conventional passive suspension systems through constant control of dynamic suspension
behaviour. In the DSS Evolution system, settings have been further refined to maximise performance,
safety, and comfort.

DSS Evolution technology analyses data from numerous sensors on the sprung and unsprung weights
of the bike to calculate and set the damping needed to make the ride as smooth as possible. An
accelerometer on the steering yoke, and one inside the control unit that tracks the DDS Evolution
provide data on sprung weight while an accelerometer on the fork bottom provides input on unsprung
weight. At the rear, another sensor measures suspension travel. The DSS Evolution processes this
information via a semi-active control algorithm that, by referring to an imaginary fixed point in the sky
above the bike, makes extremely rapid adjustments to the hydraulic damper to minimise vehicle
movement in relation to this point.

To smooth the longitudinal forces of acceleration and deceleration, the system also makes use of the
Ducati Traction Control (DTC) longitudinal accelerometer sensor, the ABS system pressure detectors for
rapid calculation and activation of a response that reduces resulting vehicle oscillation, and the data
from the Bosch IMU which dynamically reveals the bike's attitude on the two axes (roll and pitch).

Brembo brake system with Bosch Cornering ABS
The entire Multistrada 1260 family features a Brembo braking system with the Bosch 9.1ME Cornering
ABS ECU, an integral part of the Ducati Safety Pack (DSP). Cornering ABS makes use of the Bosch
IMU (Inertial Measurement Unit) platform to optimise front and rear braking power even in critical
situations with the bike at considerable lean angles. Through interaction with the Riding Modes, the
system provides compromise-free solutions whatever the situation or riding conditions.

Thanks to its ABS control processor the Multistrada makes use of an Electronic Combined Braking
System that is optimised for the Urban and Touring Riding Modes but has a lower degree of interaction
in Sport mode where combined braking is less desirable. The combined braking system increases
stability by using four pressure detectors to allocate braking power optimally between front and rear.

Designed to improve rear tyre control during hard braking, the rear-wheel lift detection is fully enabled in
Urban and Touring Riding Modes. ABS can also be applied to the front wheel only, as is the case in
Enduro Riding Mode, the aim being to allow rear wheel lock and drift on the dirt. ABS can also be fully
disabled from the instrument panel in Enduro Riding Mode, and settings can be saved and recalled at
the next Key-On.

The system integrates smoothly with the Ducati Riding Modes and has three available levels. Level 2
ensures, in Sport mode, equilibrium between front and rear without rear wheel lift detection but with the
Cornering function on and calibrated for sports-style riding. Level 3 allows, in Touring and Urban modes,
optimisation of the combined braking action with limited rear wheel lift for maximum safety and
performance and with Cornering functionality on and calibrated for maximum safety. Level 1 maximises
off-road performance by disabling rear-wheel lift detection and allowing the rear wheel to lock, with ABS
being applied only at the front.

The front braking system on the Multistrada 1260 features monobloc radially-mounted Brembo 4-piston
callipers with 32 mm diameter pistons and 2 pads, a radial master cylinder with adjustable lever, and
dual 320 mm discs. At the rear, there is a single 265 mm diameter disc gripped by a floating calliper,
again from Brembo. These components ensure top braking performance, a standard Ducati feature. On
the Multistrada 1260 S the braking system draws directly on solutions used by Ducati in Superbike
competition: 330 mm discs at the front coupled with Brembo M50 monobloc radial 4-piston callipers.

Vehicle Hold Control (VHC)
On the Multistrada 1260 the ABS features the Vehicle Hold Control (VHC) system. When activated, VHC
holds the vehicle steady by applying rear wheel braking (if unused automatic deactivation occurs after 9
seconds). This provides riders with easier restarts, especially on a gradient; this is because it modulates
brake pressure during starts, leaving the rider free to focus on throttle and clutch control.

The function is activated when, with the bike at standstill and the kickstand up, the rider applies high
pressure on the front or rear brake levers. On activation the system calculates and applies, according to
vehicle status, pressure on the rear brake system by acting on the pump and the ABS control unit
valves.

This system can be activated at all ABS levels, except for when the ABS is switched off. VHC activation
is indicated by a warning light. The same warning light starts flashing when the system is about to
release pressure on the rear wheel and cease holding the vehicle: pressure reduction is gradual.

Frame
The chassis of the Multistrada 1260 includes a new frame and longer swing arm. Steering angle
increases from 24° to 25°, whereas the new swing arm is 48 mm longer. As a result of these changes,
wheelbase is now 55 mm longer. This, along with the new engine’s character and suspension setup lend
the Multistrada 1260 sharper handling skills in curves, while ensuring full stability even when riding two-
up at full load with the side panniers.

The chassis design features a frontal Trellis frame with large-diameter yet thin tubing and two lateral
subframes closed off by a rear load bearing element made of fibreglass-reinforced plastic for maximum
torsional rigidity. The single-sided swing arm is a single die-cast part, with fabricated and welded core
sections, and provides a strong, hollow and lightweight component that contributes considerably to the
Multistrada’s sure-footed handling.

Suspension
The Multistrada 1260 features a Kayaba 48 mm upside-down fork, with a dedicated cast bottom bracket,
fully adjustable for spring preload, compression, and rebound. The rear is controlled by a Sachs
monoshock, also fully adjustable in compression and rebound and with spring preload adjustable by
using a handy remote manual adjuster. The spring works progressively, therefore providing augmented
riding comfort even when the bike is fully laden.

The Multistrada 1260 S comes with a Sachs 48 mm front fork (with tubes in the typical ceramic grey, the
signature colour identifying semi-active suspension and forged bottom bracket). The rear shock
absorber is made by Sachs. Semi-active suspension systems front and back are controlled by the Ducati
Skyhook Suspension (DSS) Evolution system. In addition to allowing compression and rebound
adjustment of the hydraulic damper and rear spring preload (automatic and integrated into the Riding Modes or personalised via the on-board computer), the semi-active system exerts continuous control to
keep the bike perfectly balanced.

Both suspension systems provide 170 mm travel (both front and rear), ensuring comfortable riding even
with the bike loaded, as well as safe handling on soft off-road routes. On the S, comfort is enhanced
further by the DSS Evolution which allows quick, user-friendly modification of the bike’s setup to suit
riding conditions and journey type: rider only, rider with luggage, rider with passenger and rider with
passenger and luggage. Internal suspension setup has been revised for both Multistrada 1260 and
Multistrada 1260 S and D|Air versions.

Tyres and rims
The Multistrada 1260, 1260 S and 1260 S D|Air feature light alloy five Y-spoke wheels, which are 340
grams lighter than those used in the Multistrada 1200. All versions are equipped with 3.50 x 17’’ front
wheels and 6.00 x 17’’ rear wheels, mounting a Pirelli SCORPIONTM Trail II 120/70-17 tyre on the front
and 190/55-17” on the rear.



Multistrada 1260 Pikes Peak



The Pikes Peak version - which draws its inspiration from the legendary American hill climb race - really
brings out the sports character of the Multistrada 1260.

The Pikes Peak International Hill Climb, also known as the "The Race to the Clouds", is held in an area
of the Rocky Mountains some 16 km west of Colorado Springs. A distance of 20 kilometres separates
the starting line, at an altitude of 2,862 metres, from the finishing line at 4,300 m. It's an incredibly tough
competition: Ducati has already won it three times.

Developed on the technical foundations of the Multistrada 1260 S, the Pikes Peak version benefits from
the 1262 cc Euro 4 compliant Ducati Testastretta DVT engine and new chassis dimensions, which
include a new front end geometry and a longer swingarm. Along with a race-inspired colour scheme, the
Multistrada 1260 Pikes Peak comes equipped with new forged aluminium wheels, which are lighter than
those of the Multistrada 1260 S. In addition, the bike is fitted with the Öhlins fork and Öhlins TTX36
shock, which can both be adjusted mechanically.

In addition to the silencer and nose fairing, fitted as standard, a carbon fibre Ducati Performance silencer
by Termignoni (EU type-approved) and a low racing-type carbon fibre screen are also available for the
Pikes Peak version. Further carbon fibre components include the front mudguard, hands free cover and
front side panels, while the red-stitched seat has been specially designed to bring out this Multistrada's
racing spirit.

Thanks to the 1262 cc Euro 4 compliant Ducati Testastretta DVT engine, the Multistrada 1260 Pikes
Peak offers an even more enjoyable riding experience. 85% of the torque is in fact already available
below 3,500 rpm with, compared to the previous model, 18% increase at 5,500 rpm. This makes the
Multistrada 1260 the motorcycle in its category with the highest torque values at 4,000 rpm, that is the
most frequently used rev range.

This level of performance is easy to manage too, thanks to the new Ride by Wire which allows for an
even smoother fuel supply, and to the DQS (Ducati Quick Shift) Up & Down, which contributes to an
improved riding experience thanks to seamless and accurate gear meshing during both upshifting and
downshifting.

The Multistrada 1260 Pikes Peak is equipped as standard with the Inertial Measurement Unit (IMU),
developed by Bosch, which dynamically measures pitch and roll angles and acceleration along the 3
axes, raising performance and safety standards even further. Equipped with Cornering ABS, Cornering
Lights (DCL) on the full-LED headlight, Ducati Wheelie Control (DWC), Ducati Traction Control (DTC),
Vehicle Hold Control (VHC) and Cruise Control, the Multistrada 1260 Pikes Peak is a concentrate of
technology that also features, as standard, a Bluetooth module; the latter, via the Ducati Multimedia
System (DMS), lets riders connect the bike to a smartphone and manage key multimedia functions
(incoming calls, text messaging, music) via the switchgears and display information on the TFT
dashboard, which has been renewed both in terms of graphics and logic.

Like other bikes in the family, the Multistrada 1260 Pikes Peak can mount one or more Ducati
Performance accessory packages. Also available - in addition to individual items - are the Touring Pack
(which includes heated grips, panniers and centre stand), the Urban Pack (with top case, tank bag with tank lock and USB hub to charge electronic devices), the Enduro Pack (consisting of supplementary
LED lights and Ducati Performance components by Touratech: engine crash bars, radiator crash bars,
sump guard, a broader kickstand base and off-road footpegs).

Multistrada 1260 Pikes Peak
Colours
o Pikes Peak livery, Ducati red chassis and black wheel rims
Equipment
o New 1260 cc Ducati Testastretta DVT engine
o Adjustable Öhlins fork and adjustable TTX36 shock
o Ducati Performance exhaust by Termignoni
o Carbon fibre screen (in addition to the standard one)
o Aluminium forged wheels
o Carbon fibre front mudguard
o Carbon fibre hands free cover
o Carbon fibre front side panels
o Red seat stitching
o Inertial Measurement Unit (IMU) by Bosch
o Bosch-Brembo ABS 9.1ME Cornering braking system
o 330 mm front discs with Brembo M50 4-piston radial calipers
o Electronic cruise control
o Ducati Multimedia System (DMS)
o Riding Modes
o Ride-by-Wire Power Modes (PM)
o Ducati Wheelie Control (DWC)
o Ducati Traction Control (DTC)
o Vehicle Hold Control (VHC)
o Height-adjustable rider's seat
o Full LED headlight with Ducati Cornering Lights (DCL)
o Dashboard with full-TFT 5” colour screen

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