Motorcycle specifications Ducati1100 Panigale V4 2020 The power dimension

The Panigale V4 caused a serious shake-up in Ducati sportsbike history. Daring to break with the V2 Superbike lineage, it redefined the Italian manufacturer's identity in the genre, raised the level of power in the category to a whole new level, and praised the V4 engine. Aprilia had previously worked hard on the same subject.

noale responded by creating the RSV4 1100 Factory. But outside Italy, the competition is still looking for a way to get back in touch with these furies. Ducat' isn't waiting for that return and is already reworking its missile. Not with a new color scheme, redesigned rims or a bolt that's 4.76 grams lighter... Rather, with a face warmed up in World Superbike. The Panigale V4 gets all the R-model styling, immediately recognizable with its fins, shark gills and wider fork head.

Large cross-section notches on the side panels improve cooling. The winglets, praised for their MotoGP genetics, provide 30 kilos of support at 270 km/h and added stability. But don't expect to find the carbon winglets of the R model. On the standard Panigale and the S, they're made of fiberglass-reinforced plastoc. Rather mean when you consider the price of the wheel. As for the 30 mm wider front end and higher bubble, they enhance protection and the aerodynamic profile. The bike gains in aggressiveness, having to sacrifice some of its pure lines.

nevertheless, it remains a beautiful machine, doped up on efficiency. In fact, it's not enough for it to adopt the lines of its big R sister. It's also its frame that holds the virulent V4. Extremely strong but more flexible, this element should provide more front-end feel and better tire protection. Not a luxury, given the beating they take with every acceleration. once you've got past the engine's howl, 214 horsepower will wring the gumdrops out of you.
It's enough to get you through every corner like a cannonball. Ducati wants to improve the agility of its Panigale V4 with revised suspension. Not changed, mind you. They are still composed of a Showa inverted fork with large 43 mm pistons (BPF) and a Sachs shock absorber. Adjustable from all sides, of course. Except that the fork has been lowered by 4 mm, while the rear shock is 2 mm shorter. Without changing the steering geometry, the factory has raised the sports car's center of gravity by 5 mm, increasing stability under acceleration and improving cornering.

silhouette, chassis and electronics. While the engine remains unchanged, a number of other components have been updated. Traction control is upgraded to DTC EVO 2; even more efficient and responsive, it can also predict its next intervention based on rear wheel slip and the variation in that slip. Another EVO 2 feature is the Up&Down shifter - even faster to reduce shift times. Then there's ride-by-wire, cornering ABS, DSC glide control, DWC anti-wheeling, DPL start assist, EBC engine brake management, 3 riding modes, a 5" TFT screen and numbers that race like Scarlett Johansson's heart rate.
Desire starts here; let's find out in detail where it comes from to push back the adrenalin production a little.

With the Panigale V4, Ducati has created not a new sports bike, nor even a new generation, but a new motorcycle dynasty in its history. With this Superbike and its 4-cylinder V-engine, the Italian brand is making the biggest change since the introduction of the 851. Thirty years of passion, exacting standards, competition, twin, exclusivity... pass the baton to a motorcycle of unprecedented intensity.

Taut, racy and furious, the new Superbike from Bologna has a silhouette that follows in the footsteps of the 1299 Panigale. Skin-deep muscles, a breathless stare, concentrated lines like a ball of nerves and a streamlined rear end - the school of design will still have many people in an uproar. An impeccable frivolity that's not without a certain frugality. We'd have liked a little more audacity to accompany this upheaval. The Panigale V4 symbolizes a striking turning point in the mechanical history of Bolognese Superbikes. And yet, its design plays on prolongation while projecting itself into the near future. The air intake gills have become more triangular, the exhaust pipes under the engine are still there, and the stern is renewed with an obvious concern for cleanliness and beauty. So much so that the headlights are reduced to a minimum. Only luminous eyebrows adorn the front.
But how are we going to light up the road at night? Don't worry, they haven't disappeared. But every effort has been made to hide them, much more than on an R1. Switch on your smartphone's flashlight mode and look into the air jaws. There they are, shyly tucked away at the edge of the cave.
Overhanging a 12.8-liter airbox, the aluminum tank plays several roles: it houses most of the 16 liters of fuel in its lower section, under the rider's seat; in its front section, it houses all the electronics.
Before the sliders start groaning, the Panigale V4 is sure to stun the senses. But the Panigale V4 reserves most of its prestige under the fairing.

it evolves, it operates, it shocks under the fairing. In the frame, a lot, but the piece de choix, the breaking wave, the cardiac upheaval, is in the crankcases - where the number of cylinders has doubled. The long-awaited V4 block heralds a new sound for Ducati sports enthusiasts, as well as formidable handling. It was time to make a statement and set the bar very high right from the start. The 1103 cm3 boiler pumps out a colossal 214 hp at 13,000 rpm and a torque of 12.6 mkg!
Simply enormous. All the more so as the brand must immediately and imperatively make a show of strength, to rattle the pistardes already in place and make the pill pass to convinced Ducatists. The block contains a blend of Ducati and MotoGP DNA. We'll go into more detail at the bottom of this article. For now, let's settle for the essentials, with desmodromic valve timing, 90° cylinder bank angle, counter-rotating crankshaft, variable intake and twin-pulse timing.
Very high watts, with a final figure that makes you dizzy, well beyond the 200 horsepower (or a tad more) offered by the competition. 9 more units than the 1299 Panigale, 14 more than an R1, 54 more than the 1098, with almost identical cubic capacity. For its first expression in the world of sportbikes, this block wants to stun everyone; and its raw power makes teeth bend.
But in terms of performance, there's nothing exceptional about the Ducati engine. Its displacement gives it a real advantage over other displacement engines in the segment. So, with a little calculation, we find that this V4 develops a force of 194 hp/liter of displacement, an efficiency just above that of a CBR 1000 RR.
Let's save final judgment for later. This engine promises surprises for the R version, and it's still in its infancy. The dose of gunpowder will be all the more explosive in the near future.

Without waiting for tomorrow, the fury dispensed by the 4-cylinder will have to be tamed by a strong-willed crew. To start with, the rider will have to rely on one hell of a chassis. A new generation of machine means a new frame. The V4 abandons the Panigale's monocoque frame for a completely new spine. Or rather, a few vertebrae, as the frame is so compact. But strong. The "Front Frame" uses huge aluminum spars resting on the engine cases. The rigidity is just right, and the lightness just right. This beautiful cast assembly weighs just 4 kilos. And that's where the thrill continues: the engineers have succeeded in producing a frame that weighs less than that of the twin-cylinder Panigale. If you're looking for something better, look no further than the Superleggera.
As you can see, this Superbike is technically very different from the one it replaces. Engine, frame and suspension. And it almost comes as a shock to see Ducati adopting... conventional solutions. Ciao to the huge 50 mm Marzocchi inverted forks. Make way for a Showa large-piston BPF, 43 mm in diameter. The rear damping is even more unusual. Forget the spectacular lateral kinematics - the Sachs monoshock is positioned in a very classic central rear position. It is anchored to the V4 by a forged aluminum part. A steering damper, also by Sachs, calms the verve of the front axle.

a bow that never ceases to amaze. The Panigale V4's desire to satellite sensations and massacre the distance between each bend means it needs shock absorbers to calm its velocity. Brembo comes into play with brand-new calipers. The "stylema" are an evolution of the famous M50. Still monobloc and radially mounted, their performance is enhanced by a weight saving of 70g each. And when they bite into the 330 mm track, expect to take a tremendous load of deceleration.
Rear braking is provided by a 2-piston caliper and a 245 mm disc. All monitored by an ABS, and a big one at that: a Bosch 9.1MP unit active when cornering.

And it's here that the Panigale V4 relies on the good care of electronics for all the dynamic phases of riding.... sorry, riding. Of course, we'll be back to the impressive array developed by previous Panigales. Have you been dreaming of riding a Rafale since you were a kid? This is certainly the bike that comes closest.
On board, it's all about big silicon:
- Cornering EVO ABS, with 3 levels. The most restrictive (3) for on-road use; 2 for sporty riding, which lets you glide into corners; and 1, which only acts on the front brake
- DTC EVO 2 traction control. More reactive and efficient thanks to its algorithm and the information communicated by the IMU inertial unit. At setting 1 or 2 (of the 8 available), the "Spin on demand" function sends out more watts for expert steering.
- DSC glide control. Introduced with the 1299 Panigale S Anniversario, it complements DTC and manages rear-wheel drift.
- DQS EVO 2 shifter. Active on both up- and downshifts, it not only allows you to change gears with ease, but also to adapt the shifter to your riding style, as it also communicates with the IMU.
- DWC EVO anti-wheeling. By detecting and controlling wheelies, it ensures maximum traction.
- DPL standing start assist. Ducati Power Launch offers 3 levels of assistance, from the most efficient (1) to the most stable (3).
- EBC EVO engine brake management. It can be set to 3 intervention levels, and is automatically modulated according to the angle of the bike, thanks to the IMU.
To top it all off, there are the Driving Modes, an integral part of the Ducati philosophy. There are three of them, named Sport, Race and Street. And they're all customizable. The rider can fine-tune each mode to his or her liking, and restore the original settings as required.

Race - This mode is designed for riders with a strong technical background, who will exploit the full potential of the V4 Panigale on the racetrack. In Race mode, the rider has the full power of 214 hp at his or her disposal, with direct throttle response. By default, this race mode implies little intervention from the electronic assistants, without compromising safety, with ABS intervening only on the front wheel to offer maximum braking, but with the Cornering function still active.

Sport - Select Sport mode, and the 214 horsepower are unleashed in sporty fashion. The electronic assistants are calibrated for drivers who are a little less advanced, while retaining spectacular efficiency and handling. Take a look: brake drift control is active, allowing the rear wheel to skid to safety when cornering. Rear wheel lift control is on the alert, and ABS cornering is configured to deliver maximum cornering performance.

Street - This mode is the Panigale V4's most suitable for the open road. Throttle response is more progressive for the 214 hp. The default setting of the electronic controls ensures maximum safety, guaranteeing the best grip and maximum stability.

Very strong on-board assistance, bringing together everything Ducati can provide for the series; the fruits of an electronic beast. One small regret is that the Panigale V4 comes with nothing new, apart from a new, higher-resolution color display. This 5-inch TFT panel features 800 x 480 pixel resolution, new graphics and two display modes, Track or Road. Last but not least, Ducati has installed (simulated) a good old-fashioned needle-type rev counter in the digital display, perhaps as a result of people complaining that it's easier to read than bar graphs.
High-tech through and through, the pistarde is equipped with full LED lighting, automatic turn-off indicators, and can receive optional DDA+ GPS data acquisition and DMS multimedia system, to pair with a phone via Bluetooth. What a clever idea to manage calls and text messages on a high-voltage bomb that aims to corner at the speed of sound! The ability to enjoy one's playlist would be more appropriate.

is the diva technically accomplished and beyond reproach? The only problem is that she's put on weight by mutating from twin to 4 legs. Almost 10 kilos, as the Panigale V4 weighs in at 175 kilos dry. This is still a very acceptable figure, especially as the power-to-weight ratio is flattering. With 1.1 horsepower per kilo, the beauty is very well off in this respect too. And it's the lightest of the 4-cylinder hypersports models.

With the Panigale V4, Ducati once again presents a superb, devilishly seductive machine with a very high level of sportiness. More than just a new chapter, it's the beginning of a new odyssey for the line of Bologna missiles.
As always, this hypersport bike comes with an S version, featuring semi-active Öhlins suspension, forged aluminum wheels and a lighter Lithium-Ion battery.
The Panigale V4 will also be available in a simply monstrous Speciale version. Here, the engine will be pushed to a power level unheard of on a production bike. With its 226 hp, this hypersport is a cut above anything else on the road.

Competition being part of Ducati's very soul, an R version has been released for 2019, with reduced displacement to comply with regulations, yet even more power than the 1100.

M.B - Manufacturer's photos

engine technology - the V4 Desmosedici Stradale

for its debut, Ducati's V4 engine pulls out all the stops: 214 horsepower. That's just one horsepower less than the twin-cylinder 1285 of the Superleggera, the pinnacle and ultimate in the twins line. The opening angle of the V is faithful to the company's tradition, at 90°. Equally faithful, the desmodromic valve train has been thoroughly revised and miniaturized.
It drives valves 34 mm wide at the intake and 27.5 mm wide at the exhaust. Four camshafts and sixteen valves work together in the cylinder heads to make the engine breathe. The ovalized throttle bodies are 52 mm in diameter.
Internal dimensions are modelled on the MotoGP block, with a bore of 81 mm, the maximum permitted by the World Championship regulations. Piston stroke is 53.5 mm. It's not these dimensions that Ducati riders will have to tame, but the engine speed. The twin of the 1299 Panigale turbines at just over 11,000 rpm, while the V4 can reach 14,000 rpm.
The firing order of the cylinders is not regular, but Twin-Pulse, i.e. 0°, 90°, 290° and 380°. This gives it the feel of a staggered twin-cylinder rather than a conventional 4-cylinder. To reduce the gyroscopic effect, the crankshaft is counter-rotating. A solution borrowed from the world of motorcycle racing, but used by very few machines on the market.

The Panigale V4's engine also plays an important role in the chassis. It is tilted 42° to the rear to optimize weight distribution, accommodate larger radiators and move the swingarm pivot forward as much as possible. It also contributes to the rigidity of the frame and serves as the attachment point for the swingarm.
More power, more revs, more cylinders, more weight. At 64.9 kilos, the Desmosedici Stradale weighs 2.2 kilos more than the 1,285 cm3 Superquadro.

A new engine, but also a new intake system. For the first time on a Ducati, a variable intake system is used. Ducts are lengthened or shortened according to engine speed to optimize pressure waves. Ducati intends to extend the range of use of this block as far as possible. And it's all very well in the bowels. It features a 14:1 compression ratio, forged steel connecting rods, Nikasil-coated aluminum liners, semi-dry sump lubrication, a 6-speed gearbox, an 11-disc oil bath clutch, and surprisingly long service intervals for a machine of this calibre: standard service every 12,000 kms and major service every 24,000 kms.