the Panigale V2 Superquadro Final Edition heralded the end of an engine. Fortunately, this is not the last hurrah for the V2 engine at Ducati, but the final chapter for the Superquadro block. It's time to move on to a new generation of twin, with lots of technology and a little sacrilege: the abandonment of the desmodromic system.
in addition to its historic and iconic sides, Ducati continues to believe in and invest in the 90 V-twin, the engine that has characterized some of the Borgo Panigale manufacturer's most iconic motorcycles. The new V2 engine is the lightest twin-cylinder produced by Ducati, and renews the tradition that began with the Pantah and continued with the Desmodue, Desmoquattro, Testastretta and Superquadro. A V2 designed to offer maximum riding pleasure, thanks to torque-rich power at all engine speeds and the performance of a sports engine at high revs.
The new twin-cylinder engine is Euro5+ approved, has a displacement of 890 cc, features IVT (Intake Variable Timing) variable valve timing, aluminum liners and weighs just 54.5 kg, setting new benchmarks for lightness in the Ducati range (-9.4 kg compared to the Superquadro 955, -5.9 kg compared to the Testastretta Evoluzione, -5.8 kg compared to the Scrambler Desmodue). The spring-loaded valve-timing system, introduced on the Granturismo V4 and confirmed on the new V2, has defined an engine that emphasizes smoothness at low revs and economy of maintenance. Valve clearance is checked every 30,000 km, confirming the reference intervals for the category.
Modern, efficient architecture guarantees performance and lightness
the 90 V2 layout defines a refined engine, with great personality in its tone and power, deeply linked to Ducati tradition. In addition, the 90 V cylinders create a natural balance without the need for a countershaft to eliminate vibrations.
All for maximum riding pleasure. Finally, the cylinders are tilted backwards, with an angle of 20 between the horizontal cylinder and the horizontal plane, to optimize weight distribution.
the versatility typical of Ducati twin-cylinders is one of the qualities of the new V2, which is perfectly suited to the various bikes in the range thanks to its compactness and the performance it is able to offer. This is also due to the decision to define two different configurations, characterized by different power values (120 or 115 hp at 10,750 rpm). The bore and stroke dimensions are 96 x 91.5 mm, giving a bore/stroke ratio of 1.56. They represent an intermediate choice in relation to the Testastretta and Superquadro engines, and enable the motor to deliver higher maximum power values than the former, with a torque curve more favorable to road use than the latter. Maximum torque is 93.3 Nm, or 92.1 Nm at 8,250 rpm. The limiter, in fifth and sixth gear, is set at 11,350 rpm.
On the sportier 120 hp version, by adopting the racing exhaust for track use, maximum power rises to 126 hp (+6 hp) at 10,000 rpm and torque to 98 Nm (+5 Nm) at 8,250 rpm, with a weight saving of 4.5 kg.
the 115 hp version is equipped with a more powerful alternator, to properly handle heavier electrical loads. The connecting rods and flywheel have been strengthened to cope with the hardest loads and offer a more appropriate response in smooth driving. The resulting 12% increase in inertia actually results in smoother operation at low revs, in the face of a 0.51 kg increase in engine mass. The gear ratio on this version is characterized by a shorter ratio for first and second gears to improve starting on sloping asphalt, particularly with a heavy load.
Variable valve timing control
thanks to the IVT (Intake Variable Timing) system, the new Ducati twin-cylinder guarantees highly linear torque even at low revs, with quick, pleasant throttle response, and sports-engine performance at high revs. In fact, the IVT system continuously varies the timing of intake valve actuation over an arc of 52, thanks to the adoption of a phase variator applied to the end of the camshaft. This makes it possible to define the best valve crossover as a function of engine speed and throttle opening, resulting in a smooth, sustained power curve even at low and medium revs, combined with excellent performance at high revs. In fact, over 70% of maximum torque is already available at 3,000 rpm, and between 3,500 and 11,000 rpm, the torque value never falls below 80%.
to optimize engine performance, the intake valve rockers are treated with DLC (Diamond-Like Carbon), as on the Desmosedici MotoGP. Valve timing is controlled by a chain, while valve return is via a spring. The intake valve stems are hollow, for greater distribution system efficiency thanks to a 5% weight saving. The valves are chrome-plated.
fuel delivery is via a 52 mm-diameter circular throttle body, with an injector under the throttle controlled by a ride-by-wire system capable of offering four different power modes to adapt timing to different driving situations and intended engine use. The system is able to vary torque saturation ratio by ratio, thanks to dedicated mapping, offering the most appropriate throttle response in each gear.
the knock sensor, present on both versions, allows the engine to run without compromising reliability if high-octane fuel is not available. This means you can travel with complete peace of mind, even in countries where quality petrol is harder to come by.
the new V2 is equipped with an intake bypass circuit. A duct connects the airbox and the intake ducts of both cylinders along the intake valve, improving the air/fuel mixture for greater fuel efficiency. In this way, the engine is more efficient in terms of combustion, reducing fuel consumption and harmful emissions, while increasing the regularity of power delivery.
the engine crankcases, obtained by die-casting, are shaped to incorporate the water chamber around the cylinder liners. Like the Superquadro engine, the new V2 is fitted with aluminum liners, inserted into the crankcases during the early stages of assembly. This design enables the cylinder head to be fitted directly to the crankcase, combining the rigidity requirements of the engine structure with a significant advantage in terms of dimensional compactness. The thin-walled liners also enable efficient heat exchange with the coolant circulating along the walls.
the new V2 makes it possible to define more compact motorcycles, thanks to particularly reduced dimensions due to the water pump positioned on the front cylinder head. This solution reduces cooling hoses to a minimum, improving the appearance of motorcycles with exposed engines.
for the same reasons, the new twin-cylinder is equipped with a water/oil heat exchanger located inside the cylinder V, eliminating the need for an oil cooler. This technical solution reduces size and weight, while improving the engine's aesthetic impact.
as on the new Panigale V4, the gearbox is equipped with Ducati Quick Shift (DQS) 2.0. The second-generation DQS uses a strategy based solely on the speed sensor, enabling the use of pedal control without a microswitch. This solution offers the rider a more direct feel, with reduced travel and without the rubbery feel typical of traditional quickshifters, and makes it easier to find neutral. The 8-disc slipper clutch, derived from the most recent version used on the Testastretta 11, attenuates retrograde torque with the throttle off and when downshifting, improving the bike's stability during heavy braking phases.
the new V2 will also be available in a limited version for A2 license holders. The technical video of the new Ducati V2 engine is available here.
Main technical features of the V2 :
- 890 cm3, 90 V-twin engine
- Weight 54.5 kg (-9 kg vs. Superquadro 955, -5.89 kg vs. Testastretta Evoluzione, -5.82 kg vs. Desmodue Scrambler)
- Double overhead camshaft chain drive, IVT variable valve timing on intake, 4 valves per cylinder. 38.2 mm hollow-stem intake valves, 30.5 mm exhaust valves.
- Bore x stroke 96 x 61.5 mm
- Compression ratio 13.1:1Maximum power 88 kW (120 hp) at 10,750 rpm - 126 hp with racing exhaust and maximum torque 93.3 Nm at 8,250 rpm.
- Version with more powerful alternator and shortened ratios for the first two gears, maximum power 85 kW (115.6 hp) at 10,750 rpm and maximum torque 92.1 Nm at 8,250 rpm
- Aluminum cylinder liners
- Euro 5+ certificationOil-immersed, servo-assisted multi-plate clutch with anti-squeal functionSemi-dry sump lubrication with pressure pump and scavenge pump
- Power supply with 52 mm diameter throttle body
- Six-speed gearbox with option to upgrade from Ducati Quick Shift 2.0 to version 3.0
- Oil change scheduled at 15,000 km
- Valve lash check and adjustment scheduled at 30,000 km
- CO² emissions (WMTC): 120 g/km
Information and images credits: Ducati
