First Look: 2018 Ducati Panigale V4 / V4S / V4 Speciale

Here it is in the flesh, the first mass-produced Ducati motorcycle to mount a four-cylinder engine, and it’s derived, Ducati says, directly from the MotoGP Desmosedici. Actually there are three of them: Panigale V4, Panigale V4S and V4S Speciale – the latter two with electronic Öhlins suspension featuring a new Smart EC 2.0 system, plus forged aluminum wheels, lithium ion batteries, and other assorted exotica. If that’s not rich enough, the Panigale V4 Speciale is a numbered, limited-edition bike with dedicated livery, titanium exhaust and CNC-machined from billet components. If you have to ask how much, don’t ask.

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The Desmosedici Stradale engine is a 90-degree V4 with desmodromic timing, of course. Its 81mm bore (the maximum allowed by MotoGP rules) is combined with a longer 53.5mm stroke than the MotoGP bike, netting a total displacement of 1103cc, not to mention a bit more torque. Compression ratio is 14:1 (seriously, don’t fill up at the Russian gas station). Ducati claims the V4 Stradale makes 214 horsepower at 13,000 rpm, with 91.1 lb-ft of torque at 10,000 rpm.

A counter-rotating crankshaft offsets some of the gyroscopic effect generated by the spinning wheels which should result in quicker direction changes and greater resistance wheelies under acceleration or rear-wheel lift on decel – but the counter-rotation also requires a jackshaft to convert its spin into the proper direction for the final drive to the rear wheel. Ducati claims that extra shaft robs 0.98% from the crank, that’s a net loss of about two horsepower according to the boys from Bologna.

Crankpins offset by 70 degrees generate what Ducati calls a “Twin Pulse” firing order. The two left-hand cylinders fire closely together, as do the two right-hand ones; the ignition points are at 0, 90, 290 and 380 degrees. That’s just like the MotoGP Desmosedici, Ducati says, and it gives the V4 Stradale the same distinctive sound. More importantly, that 200-degree lull between ignition events “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.” Uh, ok.

Valve inspection intervals are 24,000 kilometers – 14,913 miles.

Semi-dry sump oiling: “consists of four pumps: one delivery lobe pump and three recovery pumps… the crankcase zone under the pistons is kept 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: The water pump sits in the V of the engine, which minimizes circuit size, boosts efficiency and keeps weight down.

Six-speed gearbox: The 6-speed gearbox is specially designed for the Stradale, and uses a rotary gear sensor to ensure optimal operation with Ducati Quick Shift (DQS), up and down. The sensor assesses the position of the gear shift drum and gear shift forks with extreme accuracy; the engine will only deliver power once the gear change is complete. We think this means you can’t miss a shift.

The hydraulically controlled wet clutch has 11 driving plates and a progressive self-servo mechanism that compresses the friction plates when under drive; this enhances efficiency and gives a light clutch pull. In sporty conditions, the same mechanism reduces pressure on the friction plates, providing “slipper” action.

To counter the inescapable weight gain of moving from a twin to a V-4 powerplant, the Panigale V4 has an all-new frame incorporating the engine as “a load-bearing function.” The new frame is a more compact and lighter evolution of the monocoque design and Ducati claims it: “ensures the right torsional rigidity for on-the-edge riding and gives riders outstanding ‘feel’.”

The engine is rotated rearward 42 degrees in that frame, same as the MotoGP bikes, so it doesn’t share the traditional L-layout of previous V-twin Panigales. That optimizes weight distribution, leaves room for larger radiators, and brings the swingarm pivot as far forward as possible. The main engine mounts are attached to the front of the upper crankcase half and to the rear cylinder head. The crankcase also serves as the attachment point for the rear suspension and swingarm.

A dual-layer fairing design consists of a less stretched-out main fairing, and another layer that also acts as an air outtake. The main fairing extends upward to embrace the tank, morphing into the cover of a compartment that contains electrical and electronic components.

The 4.2-gallon aluminum tank shape is designed to support the rider during track riding and stretches rearward below the seat, a feature highlighted by exposing the tank in the tail area. The space not occupied by fuel contains all the electronics at the front, under a plastic cover, including the battery. In Panigale V4 S and Panigale V4 Speciale, this is a lithium-ion unit.

The shell-cast aluminum seat subframe attaches to the “Front-Frame” at the top, and also to the top of the rear cylinder head at the bottom.

The rear suspension uses a rising-rate linkage mechanism that is attached to the engine via an aluminum forging and controls the long, 600mm cast aluminum single-sided swingarm for optimal traction. A fully adjustable Sachs shock is on the standard bike, Panigale V4 S and Panigale V4 Speciale are equipped with an Öhlins TTX36 rear shock.

Front suspension provided by a 43mm Showa Big Piston Fork (BPF) on the standard V4, or an Öhlins NIX-30 fork on the S and Speciale. A Sachs steering damper is provided for plain Jane Panigales, Öhlins for her fancy stepsisters.

S and Speciale suspensions are electronically controlled by the second-generation Öhlins Smart EC 2.0, featuring a new, more intuitive Objective Based Tuning Interface (OBTi). Manual mode (“Fixed”) allows compression, rebound, and damping of the steering damper to be manually set via “virtual clicks.” Automatic (“Dynamic”) automatically adjusts compression and rebound damping in response to riding style based on the information received from the 6D IMU and other sensors.

The Panigale V4 gets three-spoke cast aluminum wheels, while the Panigale V4 S and Speciale feature 3-spoke forged aluminum alloy wheels.

This is the first motorcycle to wear as factory equipment the new Pirelli Diablo Supercorsa SP tires, 120/70-ZR17 at the front, and a tall 200/60-ZR17 at the rear. Ducati claims its profile maximizes the contact patch at extreme lean angles and makes the most of the bi-compound technology: The grippy SC2 compound on the shoulder is the same as used in Pirelli’s race tires.

The Panigale V4 is fitted exclusively with brand new Brembo Stylema monobloc calipers – the latest evolution of the MO one-finger endorsed M50. Machined from a single piece of alloy, these have lighter-weight areas in the mounting bushings and in the body, which make them visually more compact and give a weight reduction of 70 grams per caliper with no compromise in rigidity. Changes to internal venting improve hydraulic performance for excellent fingertip feel, shorter lever travel and “prompt response.”

A new six-axis Bosch IMU inertial platform provides the latest in rider aids, with some previously unseen features: controlled drift braking, lean-sensitive ABS on the front wheel, lean-angle sensitive quickshifting, up and down… all are incorporated in three Riding Modes: Race, Sport and Street. All are independently adjustable via the advanced five-inch TFT panel.

Race Mode – for experienced riders on high-grip track surfaces: 214 hp, direct Ride-by-Wire throttle response, (on ‘S’ and Speciale versions, a high-performance hard suspension set-up), low-intervention default electronics settings, front-wheel ABS only with Cornering feature always active.

Sport Mode – 214 hp power delivery, “sporty” Ride-by-Wire throttle response, (in the S and Speciale versions, an equally sport-oriented suspension set-up), electronic controls set “to help also less experienced riders adopt an effective, highly spectacular riding style.” In Sport mode, for instance, the controlled braking drift feature is active, allowing for “safe wheel skidding when turning into corners.” Feel free to back ’er in. Rear-wheel lift control is active, ABS Cornering function is set to provide maximum cornering performance.

Street Mode – recommended for road use: 214 hp with progressive Ride-by-Wire throttle response, and in the Panigale V4 S and Panigale V4 Speciale versions, an extremely soft suspension set-up to absorb any bumps in the road.

Bosch EVO Cornering ABS is settable to three different levels: Level 3 is for low-grip conditions, level 2 allows “the rider to skid into corners safely, enhancing racing performance,” level 1, recommended for track riding, is “for extremely hard braking into corners and helps rectify any rider mistakes.” We need that.

Naturally, DTC is more advanced than ever, including this: “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.”

At last, mortal men will be able to ride like us MOrons…. That’s a joke.

Ducati did it first on the 2012 1199 Panigale, with full-TFT (Thin Film Transistor) color display instrumentation. Six years later, the Panigale V4 gets an advanced 5-inch full-TFT, high-res (186.59 PPI – 800xx480 RGB), high-brightness display, completely redesigned in layout and graphics.

Better readability and easy access to functions was the design goal. A “virtual” circular tachometer on the right side displays revs from 1000 to 15,000 rpm via a needle indicator, whose motion is highlighted by a white trail acting as a shift light, changing from white to orange and then going red when approaching the over-rev area.

Two different layouts are available: “Track” display focuses attention on the lap timer, and the tach highlights track-specific rpm; “Road” display shows Ducati Multimedia System (DMS) information, and highlights engine rpm values typical of road riding.

Accessory Ducati Multimedia System (DMS) allows the rider to accept incoming calls, select and listen to a music track, and receive SMS notifications via Bluetooth. Yada yada. There’s an “auto off” function for the turn signals if you want that.