2022 Ducati Streetfighter V4 SP

Aerodynamics

• Fast, agile mixed-road performance demands maximum stability at high speed and when braking, reduced wheel-up during acceleration and minimized electronic control of the suspension set-up: that's why Ducati Corse specialists have, together with the Ducati Style Centre, developed biplane wings for the Streetfighter V4. The aerodynamics were developed using CFD (Computational Fluid Dynamics) simulation. The calculation method involved stationary simulation of flow and pressure to achieve increased downforce, especially on the front wheel. To reduce lateral protrusion as much as possible, the aerodynamics team decided to adopt a 'biplane' configuration of limited 'wingspan' with upper and lower wings working independently. Each appendage can be described as a square-plan mono-wing with a winglet on its outer tip. Moreover, the wings have been positioned as close as possible to the front wheel (near the radiator side panels) to maximize the anti wheel-up effect. These aerodynamic appendages generate 62 lbs of downforce at 168 mph (44 lbs on the front wheel, 18 lbs on the rear). The wings also help draw heat off the engine by increasing water and oil radiator throughflow speeds by 2% and 10% respectively. Wing-generated downforce attenuates front wheel 'floating' at high speed and the tendency to wheel-up. It also improves stability during braking at the turn-in point and through the corner. The aerodynamics thus instil confidence and limit intervention by electronic controls. This helps the rider keep the throttle open longer and brake later going into the bends, providing significant performance benefits.

Chassis and Ergonomics

• Compared to the Panigale V4, the riding position - with an above-ground height of 845 mm - has been redefined as per the specifications of a naked model. In keeping with streetfighter culture, the semi-handlebars have been replaced by a high, wide bar that, together with a seat with 60 mm of foam thickness and moderated footpeg position, ensures sports-style comfort during inner city rides and the control needed to tackle country roads or racetracks. While maintaining many of the Panigale's stylistic features, the tail is supported by a steel subframe and has been redesigned to enhance passenger comfort and give the rider more lengthways space.
• FRONT FRAME: The Streetfighter V4 features the Front-Frame - an offshoot of Ducati's extensive experience in MotoGP - which uses the Desmosedici Stradale engine as a load-bearing member. Compared to traditional perimeter frames the main lay-out difference is that the engine is used as a structural chassis element. Weighing just 8.8 lbs, the compact Front-Frame is attached directly to the upper crankcase of the front cylinder bank and the cylinder head of the rear bank; the V4 crankcase also provides the rear suspension attachment point and the single-sided swingarm pivot mount. The key advantage of the Ducati Front-Frame is that it uses the Desmosedici Stradale engine to achieve the desired stiffness: this has resulted in significantly lower main frame length and weight and a better stiffness/weight ratio. Moreover, the struts alongside the engine have been shortened, making bike design more compact, especially in the rider's seat area. Completing the chassis is the under-seat Trellis subframe, attached to the Front-Frame at the top and bolted to the head of the rear cylinder bank below. The rear suspension linkage mechanism is attached to the Desmosedici Stradale engine via a forged aluminium bracket. The linkage reacts to movements imparted by a cast aluminium high-truss swingarm. Steering geometry features a 24.5° rake and 100 mm trail.
• SOPHISTICATED SUSPENSION: The Streetfighter V4 S, instead, is equipped with an Öhlins NIX-30 fork, an Öhlins TTX36 rear shock absorber and an Öhlins event-based steering damper. On this version suspension and steering damper are controlled by the second-generation Öhlins Smart EC 2.0 system which, among other things, features the new OBTi (Objective Based Tuning Interface).
• WHEELS AND TIRES: While the Streetfighter V4 mounts cast aluminum 5-spoke wheels, the V4 S is equipped with 3-spoke Marchesini forged aluminum alloy wheels. The rims mount Pirelli Diablo Rosso Corsa II tires. Combining track performance with road versatility, they come in the 120/70 ZR17 (front) and 200/60 ZR 17 (rear) sizes, already used extensively for slick tires in the FIM Superbike World Championship. The rear tire compound has been designed by Pirelli specifically for the Streetfighter V4. It ensures the same dynamic behaviour as the Supercorsa SP race replica tires mounted on the Panigale V4, but has better low temperature performance to ensure the versatility one expects from a naked.
• BRAKING SYSTEM WITH BREMBO STYLEMA® CALIPERS: The StreetFighter V4 range incorporates the powerful Brembo Stylema® monobloc calipers that represent the evolution of the already high performance M50 callipers. Brembo double calipers have four 30 mm diameter pistons each and work on 330 mm diameter discs for an unparalleled braking power. Whilst the rear system incorporates a single 245 mm disc with a 2-piston calliper. The braking system is supported by the ABS Cornering EVO system, which uses the lightweight 9.1MP control unit. With the MY2021, new front brake pumps and a self-purging clutch have also been introduced, both originating from those used for the first time on the Superleggera V4. The new pump unit has been designed with a unique configuration to allow “natural” purging, hence eliminating the need to intervene on the system if any air gets into the circuit.
• RACING TANK: As on racing bikes, the 16-litre aluminum tank has a section that extends under the seat. Compared to the Panigale V4, the lower section of the tank has been modified to allow installation of a seat with thicker padding to boost rider comfort. Up front, the space not occupied by fuel has been used to house all the electronics, battery included.

Design

• THE FIGHT FORMULA IN BLACK: The new Dark Stealth color scheme which makes the look of the bike even more thrilling. Dark Stealth is electrifying, trendy, aggressive, the perfect color scheme to flaunt the “badass” side of the Streetfighter V4 S and attract attention when riding it. The Panigale V4 stripped of its fairings and with high-and-wide handlebar. This is the design concept behind the new Streetfighter V4, a bike that can amplify the emotions of its rider and make them feel like the leader of the pack on every outing on the road. The result is an unrivalled, contemporary, technology-packed naked bike, with a powerful and exciting design that does nothing to hide its performance.
• THE INSPIRATION: JOKER: The minimalist design of the full-LED headlight perfectly captures the essence of the Streetfighter V4 – reminiscent of the Panigale V4’s front end and at the same time evocative of the deranged look of the comic book character who inspired the designer of the Ducati Design Center in creating the new naked from Borgo Panigale: the Joker. The Ducati signature style is represented by the V-shaped DRL which already characterizes the Panigale V4 and SuperSport. The compact front light unit is housed in a carefully designed double-layer fairing that accommodates the air inlets for the airbox and for cooling the LED lights, while a rear deflector ensures that the air flow is not aimed straight at the fuel tank. The headlight is mounted on the 5” TFT instrument panel (the same as the one used on the Panigale V4) featuring a sophisticated front over that stylishly conceals the connections and wiring. The low forward angled front mirror the lines of the fuel tank to give the Streetfighter V4 the look of a predator awaiting to pounce. The Front Frame and the Desmosedici Stradale are kept as much in view as possible, partially covered by minimal fairings and covers with sharp lines and sculpted volumes that create an uncluttered, essential look. The F1-derived air extractors stand out from behind the radiator. They have structural function, connect directly to the frame and incorporate double stacked wings – another MotoGP-derived element – that generate the vertical load necessary to ensure maximum stability at high speeds. The color scheme with the double red area with the black extractor in the center emphasises the dynamic look of the bike when viewed from the side.
• LET’S GET DOWN TO DETAILS: There are a multitude of engineering and technological aspects conceived for this champion road bike. A balance of distinctive lines, brutal output, state-of-the-art technology and components have been combined in this “Fight Formula” of the Streetfighter V4.

Electronics

• MOTOGP-DERIVED ELECTRONICS: The latest-generation electronics package on the Streetfighter V4 is based on a 6-axis Inertial Measurement Unit (6D IMU) which instantly detects the bike's roll, yaw and pitch angles. The electronics package has controls for every part of the ride: some oversee start, acceleration and braking, others govern traction and others again lend a helping hand on corners and out-of-the-corner stretches. ABS Cornering, Ducati Traction Control (DTC) EVO 2, Ducati Slide Control (DSC), Ducati Wheelie Control (DWC) EVO, Ducati Power Launch (DPL), Ducati Quick Shift up/down (DQS) EVO 2, Engine Brake Control (EBC) EVO, Ducati Electronic Suspension (DES) EVO. Operational parameters for each of these controls are associated by default with the three Streetfighter V4 Riding Modes. Riders can personalize parameters to suit their riding style or restore Ducati factory settings. DTC, DWC, DSC or EBC control levels can be adjusted quickly via the left switchgear.
• SECOND-GENERATION TFT INSTRUMENTATION: The Streetfighter V4 features the same 5" full-TFT high resolution color screen (186.59 PPI - 800xRGBx480) as the Panigale V4. The dashboard is dominated by the round virtual rev counter on the right. Desmosedici Stradale revs are displayed on a needle gauge. Movement of the latter is accompanied by a white trail that acts as a 'shift light', changing color from white to orange and then red as the rev limit approaches. The rider can call up two different lay-outs: 'Track' highlights the lap times and the rev counter scale makes the revs typical of track use more clearly visible; 'Road', instead, replaces lap times with info on the Ducati Multimedia System (DMS), where present, and the rev scale is more appropriate for road use.
• RIDING MODES: Riding Modes provide users with three different pre-set riding styles so that Streetfighter V4 performance can be adapted to rider, track/route and weather conditions. Changing the Riding Modes instantaneously changes the character of the engine, the electronic control parameters and, on the S version, the suspension set-up too.
• RACE RIDING MODE: As the name suggests, Race RM allows riders, including those who are less expert, to enjoy excellent bike performance on high-grip track surfaces. By selecting Race, the rider can count on 208 hp, with direct Ride by Wire throttle response and, on the S version, a firm suspension set-up to optimize performance. Race mode sets the electronics at a low intervention level but without lowering safety, with ABS set to level 2, lift-up control off and the 'slide by brake' function (which lets riders drift the bike into corners safely) on.
• SPORT RIDING MODE: Selecting Sport gives the rider 208 hp, with direct sport-style Ride by Wire throttle response and, on the S version, a sport style suspension set-up. Electronic controls are set to give riders perfect dry road ride responsiveness. Rear wheel lift detection during braking is on and the ABS Cornering function is set to maximize cornering performance.
• STREET RIDING MODE: Street mode is recommended when riding on surfaces with poor grip. This RM gives the rider 208 hp and progressive Ride by Wire throttle response and, on the S version, a suspension set-up that is well suited to bumpy or pitted roads. Electronic control settings ensure grip and stability to maximize safety. Riders can personalize settings to suit their riding style and subsequently restore Ducati-set parameters. They can also enable ABS Level 1 (intended for on-track use by highly expert riders) which acts on the front wheel only to allow full-on braking performance.
• ABS CORNERING EVO: The ABS system on the Streetfighter V4 features the cornering function (which keeps the ABS working even with the bike leaned over) and has the same intervention logic and control as the Panigale V4. ABS Cornering EVO can be set at three different levels to fully satisfy the needs of all riders, on racetrack or road, even under critical low-grip conditions. Level 3 is recommended for road riding or where there is poor grip; it ensures safe and stable braking and keeps rear wheel lift under constant control during hard deceleration. Levels 2 and 1 prioritize braking power and are intended for use on high-grip surfaces or racetracks. Amateur riders enjoying a track day are advised to use Level 2. The system controls both the rear and front braking systems, keeps the cornering function on but disables lift-up control to allow harder, sportier braking. Selecting Level 2 activates the 'slide by brake' function, letting riders drift into bends spectacularly yet safely. Level 1 is not the default setting on any Riding Mode: it is recommended for on-track use by expert riders. It ensures racing-standard ABS intervention on the front wheel only. To maximize performance, both the cornering and anti lift-up functions are disabled.
• DUCATI TRACTION CONTROL (DTC) EVO 2: The new Ducati Traction Control (DTC) EVO 2 strategy is an offshoot of the Ducati Desmosedici GP18 and is already employed on the Panigale V4 R and V4 R SBK. In addition to interfacing with the 6-axis Inertial Measurement Unit (IMU) and adapting intervention on the basis of wheelspin and lean angle, the software significantly improves out-of-the-corner power control thanks to a new 'predictive' strategy. Acting not just on the basis of instantaneous rear wheelspin but also its variation, it intercepts any loss of grip sooner and reduces peak wheelspin, ensuring faster, smoother intervention. All this means augmented out-of-the-corner stability (even in sub-optimal grip conditions), higher acceleration, better lap times and improved long run performance. In addition to controlling spark advance and injection, the DTC EVO 2 system uses, in all situations not requiring fast intervention, the throttle body valves to maintain optimal combustion parameters and ensure more fluid engine response and control. DTC EVO 2 can be set to 8 different levels (6 for dry conditions, 2 for wet), letting riders adapt control strategy to their individual riding styles and grip conditions to maximize performance.
• DUCATI SLIDE CONTROL (DSC): The introduction of the 6D IMU has allowed Ducati Slide Control (DSC) - developed jointly with Ducati Corse - to be added to Ducati Traction Control (DTC) EVO. This system assists riders by controlling the torque delivered by the Desmosedici Stradale engine according to slide angle. Its purpose is to improve-out-of-the-bend performance by preventing slide angles that would otherwise be difficult to handle. The DSC relies on the 6D IMU that provides the vehicle control unit with crucial information on bike dynamics (such as lean angle, acceleration and much more). Like DTC EVO, DSC controls torque reduction by acting on the throttle body valves, decreasing spark advance and reducing injection. In every situation in which fast intervention of the DSC is not required, use of the throttle body valves ensures maintenance of optimal combustion parameters, resulting in more fluid Desmosedici Stradale engine response and intervention. DSC has two different settings: switching from level 1 to level 2 gives easier control of slide angles that would otherwise be hard to manage. DSC intervention levels can be changed via the menu, which the rider can also use to adjust DTC EVO and DWC EVO settings. It's also possible to set direct DSC control via direct access buttons on the left switchgear. The DSC setting is always shown on the display.
• DUCATI WHEELIE CONTROL (DWC) EVO: The Streetfighter V4 also comes with the latest version of Ducati Wheelie Control (DWC) EVO. Using the data feed from the 6D IMU, this system keeps wheelies in check while maximizing acceleration easily and safely. DWC EVO provides more accurate wheelie readings; it thus exerts more precise control to ensure the bike responds faster to rider input.
• DUCATI POWER LAUNCH (DPL): This 3-level system ensures lightning-fast starts, letting the rider focus on releasing the clutch. Once set, all the rider has to do is engage first gear and open the throttle. During the initial moving-off stage, as the rider modulates clutch release, DPL stabilises the engine at optimal revs according to the selected level. In the second stage, when the clutch has been fully released, DPL controls torque delivery to maximize acceleration on the basis of the selected level. The DPL makes use of the DWC functions and always keeps DTC active to ensure complete safety at all times. Automatic system disengagement occurs above the end-of-start speed, or once third gear is selected. To protect the clutch, a specially developed algorithm allows only a limited number of consecutive starts. The number of available starts is reset when the bike is ridden routinely. The DPL has three different settings and is activated by pressing the specific key. Level 1 favours high-performance starts, level 3 is safe and stable.
• DUCATI QUICK SHIFT UP/DOWN (DQS) EVO 2: DQS EVO 2 with up/down function, developed for the Panigale V4, uses lean angle data to maximize bike stability when shifting gears through the bends. In addition to minimizing shift times, DQS EVO 2 allows clutchless down-changes, making hard braking more effective than ever. The system includes a two-way microswitch built into the shift lever linkage; every time the gear shift is actuated, it sends a signal to the Desmosedici Stradale engine control unit. Thanks to full Ride-by-Wire control, the system works differently for up-changes and down-changes, integrating spark advance and injection adjustment during up-shifts with an auto-blipper function during down-shifts. Extent and duration of system operation are designed to ensure seamless shifting even during extreme track sessions; during down-shifts the system works in concert with the anti-patter clutch and Engine Brake Control (EBC). DQS EVO 2 - another Panigale V4 R offshoot - reduces up-shift times, allowing the sportier high-rev gear shifts (over 10,000 rpm) typical of track riding and boosting shift stability during aggressive acceleration and cornering.
• DUCATI ELECTRONIC SUSPENSION (DES) EVO: The EBC (Engine Brake Control) system was developed to help riders optimize bike stability under extreme turn-in conditions; it does so by balancing the forces applied to the rear tire under severe Desmosedici Stradale engine braking conditions. The Streetfighter V4 EBC EVO system, optimized according to lean angle, monitors the throttle body valve position, selected gear and Desmosedici Stradale crankshaft deceleration during aggressive braking and adjusts throttle aperture to balance out the torque forces applied to the tyre. EBC EVO has three different settings, integrated into the Riding Modes.
• DUCATI LAP TIMER GPS (DLT GPS): DLT GPS, available as a Ducati Performance accessory, automatically records and saves lap times and displays them directly on the dashboard each time the bike crosses the finish line, the coordinates of which are set by pressing the flasher button. If a lap time is the best of the current track session, the Best Lap function causes it to flash for 5 seconds. At every lap - for a total of 15 consecutive laps - DLT GPS records lap time, maximum rpm and maximum speed; the information can be called up from the relevant menu. DLT GPS is available as a Ducati Performance plug-and-play accessory.
• DUCATI DATA ANALYSER + GPS (DDA+ GPS): The Ducati Data Analyser + GPS (DDA + GPS) allows assessment of bike and rider performance by showing traces for specific data items. DDA + GPS is a vital on-track performance monitoring tool. Not only does it automatically display and record Streetfighter V4 lap times, it also saves other data traces such as throttle opening, bike speed, engine rpm, selected gear, engine temperature, distance travelled, rpm and DTC. DDA + GPS is available as a Ducati Performance plug-and-play accessory.
• DUCATI MULTIMEDIA SYSTEM (DMS): Streetfighter V4 versatility is also evident in the fact that it's ready for the Ducati Multimedia System (DMS). This lets riders take incoming calls, select and listen to music tracks or receive text messages via a Bluetooth link. When the rider mounts the motorcycle the smartphone automatically connects to the bike via Bluetooth, letting the rider control the main multimedia functions. The TFT display shows the track being played, the new text message icon or caller's name. Phone call audio and music are transmitted to the helmet earpieces. DMS is available as a Ducati Performance plug-and-play accessory.

Engine

• The arrival of the 2021 Streetfigher V4 keeps the maximum power and torque values. The Streetfighter V4 delivers 208 HP (153 kW) at 13,000 rpm and a torque of 122.5 Kgm (123 Nm) at 9,500 rpm. These values, obtained thanks to a new calibration and the new exhaust, make the bike even more enjoyable on the roads all curves. The silencer, unchanged from an aesthetic point of view, uses oversized catalysts (+10 mm in length) and a new technology of insertion of noble metals, essential to maximize the ability to convert polluting gases. The rear bank manifolds have been shortened by 100 mm and reduced in diameter from Ø 42 mm to Ø 38 mm. The new component has allowed the introduction of a more compact rear heat shield integrated in the body of the motorcycle. Also, the introduction of 4 lambda sensors, one for each cylinder, which allow a more refined control of the quantity of fuel injected.
• MOTOGP-DERIVED ENGINE: The Desmosedici Stradale was designed around the heart of the MotoGP V4 engine – its cylinder heads. The fluid dynamics concept of the Desmosedici Stradale is based on the dimensions and geometry used in the Desmosedici GP bike, as is the engine layout: 90° V4 banked rearward 42°. This solution makes the engine extremely compact, allowing the centring of the masses and better integration into the bike.
• RACING ARCHITECTURE: ROAD AND TRACK: 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. This optimizes the distribution of weight, allows for the use of more extensive radiators and makes it possible to shift the swinging arm pivot forwards. Its architecture also generates a natural balancing of first-order forces, without the gain in weight and loss of power of a balance shaft.
• V ENGINE: 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.
• COMPACTNESS: 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.
• INTEGRATION OF ENGINE AND CHASSIS: 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 optimize 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.
• DESMODROMIC SYSTEM: 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 miniaturized to obtain very compact heads, achieving a level of sophistication, compactness and lightness never seen before on a Ducati bike.
• COUNTER-ROTATING CRANKSHAFT: 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.
• "TWIN PULSE" FIRING ORDER: 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.
• MAGNESIUM: PRECIOUS ALLOY: 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.
• ALUMINUM: DURABILITY AND LIGHTNESS: The crankcases are made of aluminum using gravity die-casting and coupled with horizontal cut. The upper casing includes the four aluminum cylinder liners with nikasil coating that ensures low friction and protection against wear.
• WEIGHT: The collaboration with Ducati Corse has made it possible to achieve a compact, lightweight and high performance engine. Weighing 142 lbs, the Desmosedici Stradale is only 4.4 lbs heavier than the 1,285 cc twin-cylinder Superquadro.
• PISTONS: 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 aluminum 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.
• COMPRESSION RATIO: The compression ratio is 14:1, a high value that once again reflects a design of competitive origin. The pistons are coupled to steel forged rods with a centre distance of 101.8 mm.
• DQS UP & DOWN: CHANGING GEARS LIKE IN A RACE: 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.
• SLIPPER CLUTCH: 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.
• SEMI-DRY CASING LUBRICATION: 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.
• COOLING SYSTEM: The water pump, located in the V of the cylinders, is powered by a shaft driven by a cascade of gear wheels. Its location is designed to reduce the size of the circuit as much as possible, improving its efficiency and optimising engine weight.
• Air intake is entrusted to four oval throttle bodies (52 mm diameter equivalent) connected to fixed 70 mm long intake horns. 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 selected riding mode. To increase urban riding comfort the rear cylinder bank is deactivated at idle when water temperature exceeds 75°.
• LONG MAINTENANCE INTERVALS: Valve play adjustment (Desmo Service) is required every 14,913 miles ; services are performed every 7,456 miles/12 months.