Table of contents
- Ducati V4 R (2019) in the driving report Sensational superbike base
- 998 cc engine and wing elements
- Ducati Panigale V4 R from 39,900 euros
- First ride with the V4 R.
- The V4 R delivers sensational feedback
- Dream chassis and dry clutch
Motorcycle fair in Milan
We were already able to drive the new Ducati V4 R in Jerez.
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.
The spring elements of the Ducati V4 R ensure impressive stability and sensational feedback.
The thing is nailed when it turns in, the confidence in the front is enormous.
Our conclusion: The V4 R is a real race bike.
From 2019 Ducati will be involved in the Superbike World Championship with the Panigale V4.
The regulations prescribe a maximum displacement of 1000 cm³.
The standard V4 is over there with its 1,103 cm³ V4 engine.
The carbon wings are designed by the Ducati Corse racing department.
The shock absorber comes from the Ohlins parts rack: TTX36.
The Ducati Panigale V4 R’s windshield is slightly longer than that of the standard V4.
With a machine designed for the race track, the designers didn’t have to waste any thought on a license plate holder.
According to the SBK World Cup regulations, Ducati has to bring 500 copies of the Ducati Panigale V4 R onto the market.
The 500 R are already taken. Ducati does not want to produce any more than that.
The wings come from MotoGP technology, but may not (no longer) be used there.
The V4 R delivers 221 hp at 15,250 rpm.
Functionally, the headlights naturally have no priority on the R, for that “face” however, they are formative.
Wings and gills – visually these are the most striking distinguishing features of the standard V4.
The openings on the sides are intended to provide additional cooling for the engine, which is more heavily used on the racetrack.
The one with “Pit” The switch marked is operated in the pit lane, then the R does not drive faster than the specified maximum speed in the pit lane.
Carbon protects parts of the Ducati Panigale V4 R in many places.
No, there would be no pillion seat pad for this racing bike, even for an extra charge.
TTX36 shock absorber is fully adjustable mechanically.
The 5-inch TFT display in the cockpit, which is also used in the standard V4, provides information.
The Ducati Panigale is strapped on from the factory Pirelli Diablo Supercorsa SP.
Cornering ABS is on board and so are the Euro4 reflectors…
The fender on the Ducati Panigale V4 R is also made of carbon.
The aluminum tank of the Ducati Panigale V4 R looks very elegant.
The Ducati Panigale V4 R rolls on completely black Marchesini wheels made of aluminum.
No matter from which perspective – the design language of the Ducati Panigale V4 R is impressive.
Ducati V4 R (2019) in the driving report
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 could already drive them in Jerez.
Uli Baumann, Dina Dervisevic, Andreas Bildl
The actual Ducati 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 48.4 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 reaches its power 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 90-degree V4 of the R relies on 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, 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.
The carbon wings are said to be even more efficient than those 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 of the racetrack should provide additional cooling. The windshield of the R is also a little different, it is higher and attached at a flatter angle
The mechanically fully adjustable chassis suitable for the racetrack 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, each with a difference of two millimeters. The main frame of the Ducati V4 R has been designed to be 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
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.
The day with the Ducati Panigale V4 R on the Jerez racetrack 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 was able to 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, the 998 cm3 compliant with the Superbike, with a lighter crankshaft, titanium connecting rods and intake valves, made speed-resistant, this power cube rotates an incredible 16,000 rpm, and even 500 rpm higher in the last gear. He breathes through throttle valves with a huge 56 mm diameter. And from 13,000 rpm the intake funnels 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
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. It was therefore 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 with 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
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 it. 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 coolers – the same as on the V4 S – can dissipate their 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 timers to launch control, cornering ABS, pit lane limiter and wheelie control, including preparation for data recording. And a slide control to go with it, but we couldn’t really try it out in the short time it took. On the other hand, the fact that the traction control works fantastic. She intervenes gently, only allowing the rear to come around very easily. Uncertainty? Does not come up at any time. The 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 concentrating 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 a bit of 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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