Ducati V4 R (2019) in the driving report

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Ducati V4 R (2019) in the driving report

Sensational superbike base

From 2019 Ducati will be involved in the Superbike World Championship with the Panigale V4. In order for the four-cylinder to fit into the regulations, it had to be trimmed to a maximum of 1,000 cm³, among other things. Ducati is presenting the new R version at EICMA 2018. We have already been able to drive them in Jerez.

The actual D.ucati V4 Panigale relies on a 1,103 cm³ V4 engine – too much for use in the Superbike World Championship, where the regulations allow a maximum of one full liter. Accordingly, Ducati is relying on an old tradition and is also bringing an R version of the new V4 Panigale, which is specially designed as a homologation model for the Superbike World Championship. The Ducati V4 R celebrated its world premiere in the run-up to EICMA 2018.

998 cc engine and wing elements

Ducati achieved the reduction in displacement by shortening the stroke to 84.4 mm; the bore remained unchanged at 81 mm. In the Panigale V4 R, the Desomosedici four-cylinder with a displacement of 998 cm³ is used, the speed limit of which is 2,250 / min higher than that of the standard V4, which has an output limit of 13,000 / min. The V4 R has an output of 221 hp at 15,250 rpm, with a maximum torque of 112 Nm at 11,500 rpm. The R’s 90-degree V4 uses lighter components: The titanium connecting rods used in the R, for example, are each 100 grams lighter than the steel connecting rods of the V4, and the crankshaft is 1,100 grams lighter. The aluminum pistons now only have one compression ring. With the factory-offered racing kit including Akrapovic exhaust, the performance should even increase to 234 hp at 15,500 tours.

Ducati

The carbon wings are said to be even more efficient than those that were used on the MotoGP machine when the regulations still allowed.

The aerodynamics package was developed by the racing department Ducati Corse for the MotoGP factory racers and adapted by the Ducati motorcycle department for the V4 R – recognizable by the carbon wing elements of the front fairing and the gill-like openings on the sides that open on the more heavily loaded engine should provide additional cooling. The windshield of the R is also a little different, it is higher and attached at a flatter angle
The fully mechanically adjustable chassis suitable for the race track comes from Ohlins: the NPX 25/30 fork and the TTX36 shock absorber. The pivot point of the aluminum swing arm in the frame can be adjusted to four heights, with a difference of two millimeters in each case. The main frame of the Ducati V4 R was made even more rigid. The R-tank is made of aluminum and is open in front of the driver. The Ducati Panigale V4 R will roll on completely black Marchesini wheels made of aluminum.

Ducati Panigale V4 R from 39,900 euros

Michael pfeiffer

PS boss Uwe Seitz is enthusiastic about the V4 R..

In terms of electronics, the Ducati Panigale V4 R can list the following: Bosch cornering ABS, wheelie and traction control, slide control, power launch, quickshifter (up and down) and engine brake control. Race, Sport and Street are available as driving modes.

In the cockpit, the 5-inch TFT display of the standard V4. In addition, the R comes with a pit limiter, which throttles the race bike for the pit lane at the push of a button, as well as a more extensive lap timer.

The basic price for the V4 R is 39,900 euros. (The SBK regulations set 40,000 euros as the maximum price for a homologation model). There is no limitation. The new Ducati Panigale V4 R will be on display for the first time at EICMA in Milan. It will roll out to dealers from February 2019.

First ride with the V4 R.

Ducati

The day with the Ducati Panigale V4 R on the Jerez race track got off to a bad start. With a wet track and fog. And it ended with a bang. Because by noon the track was largely dry and the V4 R could show what it can do. And then she did it in a very impressive way.

It shares the technical basis with its more civil sister V4 S – and yet it is completely different. On the one hand, of course, because of the engine – thanks to the shorter stroke, 998 cm3 conforming to the regulations on Superbike, with a lighter crankshaft, titanium connecting rods and inlet valves made speed-resistant, this power cube rotates an incredible 16,000 rpm, in the last gear even 500 rpm higher. He breathes through throttle valves with a huge 56 mm diameter. And from 13,000 rpm, the intake trumpets rise and shorten the intake paths so that the sharper camshafts can convert their 2.85 (inlet) and 1.55 (outlet) mm larger stroke into fresh gas throughput without hindrance. Upgraded in this way, the V4 throws 221 hp onto the backward-rotating crankshaft in its serial trim. At a slim 193 kilograms with a full tank. With the Akrapovic titanium complete exhaust system – and thus the four test machines that were available to a small group of journalists – it should be 234 hp and a few pounds less. The hammer, how this unit works, with an enormously wide usable speed range, which extends from 8,000 rpm a full further 8,000 rpm up to the limiter. It delivers its power very evenly, which makes it very easy for the driver to use the power. Well, it works in Race Mode (there is still Sport and Street, all with full power but different responsiveness) with a slightly hard note, but wonderfully right on the gas, and then the thing turns and turns and turns and delivers performance, performance , performance.

The V4 R delivers sensational feedback

Ducati

Then there is the chassis. Basically the chassis of the V4 S, in which openings are milled behind the steering head for a little more flex (the Superbike World Championship regulations allow material to be added to the frame, but not removed) – important for World Championship pilots, for us rather less. So it was not so tragic that the test bikes were not yet equipped with this frame configuration. Because there is no difference to the V4 S in terms of the geometry data.

The structure of the gas pressure-assisted Ohlins fork is closely related to the forks of the WM machines. And the TTX-36 shock absorber, which the Swedes also supply, is the appropriate counterpart. Fitted with a somewhat softer spring at the front and a tighter spring at the rear than the V4 S, they ensure impressive stability and sensational feedback. The feeling for the grip on the rear wheel – and there is plenty of it – is enormous. The feedback from the front goes one better. Especially when you hit a fast corner at high speed or turn hard on the brakes and decelerate to the top, you can feel right down to your fingertips what the relationship between the front tire and the asphalt is. This may well be due to the winglets – the first series production in motorcycle construction, which provide more contact pressure at the front. At 200 km / h it should be 16 kilograms, at 270 even 30. When braking and in an inclined position, of course, significantly less.

Dream chassis and dry clutch

Ducati

Nevertheless: the thing is nailed when it turns in, the trust in the front is enormous. And that brings us to the subject of aerodynamics. Because here the technicians put a lot of effort into. The windshield is higher and slightly wider, the fairing is also a bit wider. And it received powerful gill-like openings. As a result, the cooler – the same as on the V4 S – can dissipate its heat much more efficiently. In addition, the driver is perfectly shielded from the wind.

The electronics package with 6-axis IMU from Bosch has everything your heart desires, from lap timer to launch control, cornering ABS, pit lane limiter and wheelie control, including preparation for recording. And one slide control, which we couldn’t really try out in the short time we had. On the other hand, the fact that the traction control works fantastic. She intervenes gently, only allowing the rear to move around very easily. Uncertainty? Does not come up at any time. Dir V4 R turns incredibly precisely, not hyper-agile or even nervous, but playful. Holds the line effortlessly, even when accelerating hard, the pilot can concentrate fully on the search for turning and braking points. And she can brake like the devil, no restlessness distracts from concentration on the corner entrance.

Because – the good news for Ducati fans – the dry clutch is back. The STM anti-hopping clutch with 48 teeth can not only be adjusted to the driver’s preferences via a secondary spring. Together with the engine brake control, it ensures absolute calm in the framework in the braking zone. In addition, their abrasion cannot contaminate the engine oil. The only thing you want is a little more opportunity to support yourself, the tank is narrow, and heavy braking demands some stamina in the long run. But we have to complain about something. Otherwise there isn’t much. A real race bike.

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