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2021 Ducati Multistrada V4 S Review

December 2, 2020 mcnews Leave a comment

By Adam Childs

Ducati’s 2021 Multistrada V4 for is a significant step forward from the previous model. There’s a completely new V4 engine, a new and lighter chassis, and new wheels, with a more off-road-oriented 19-inch front.

It also comes loaded with class-leading technology never before seen in the motorcycle market, like rear and forward-facing radar, along with a new look and style.

The new V4 is derived from the Panigale superbike with its counter-rotating crank, but not a lot of that 214 hp motor remains. The big talking point is the move to conventional spring-operated valves rather than the desmodromic actuation. The main reason for this is to extend the service intervals to an industry-first 60,000 km before needing to check the clearances.

In contrast to the V4 Panigale engine, the Multistrada’s capacity is up by 55 cc from 1103 cc to 1158 cc, with a larger bore of 83mm, out from 81mm. Peak power from the valve-operated engine is an impressive 170 ponies at 10,500 rpm, and 125 Nm of torque at 8750rpm. Compared to the old V-twin, that peak figure is up by about 10 horsepower and, like the torque, higher up in the rev range. Peak torque is down from 129 Nm to 125 Nm.

Origins in the Panigale V4, but not much inside those crankcases remains the same

The new V4 is also 1.2 kg lighter than the former model, 8.5 cm shorter, 9.5 cm lower, and only two centimetres wider. It also now sits higher in the chassis, which gives the new Multi 220 mm of ground clearance, which is 46 mm more than before.

Ducati has also thought about the heat generated by the V4, so the back two cylinders are switched off at idle to stop heat build-up. And there are additional and very neat little wings on either side of the engine to deflect its heat from the rider.

It’s got some serious voodoo

For the first time, the motorcycle market gets a bike with Adaptive Cruise Control (ACC) as an optional extra, and Blind Spot Detection (BSD), which is also an optional extra, which works with the front and rear radar detection. In straightforward terms, you set the cruise control to any speed between 30km and 160km, and the adaptive system will control your speed, gently accelerating or decelerating according the information gathered via the front radar’s detection.

The BSD uses the rear radar to monitor vehicles approaching from the rear, and illuminates an LED in the rear-view mirror as a warning.

And of course, the new Multistrada V4 is laden with other advanced rider aids, including corning ABS, lean-sensitive traction control, wheelie control, cornering headlights, and hold control (both standard on the V4 S or optional on the other models), plus multiple rider modes: Sport, Touring, Urban, and Enduro.

As mentioned earlier, the new Multi comes with a 19-inch front-wheel, as opposed to the more conventional road going 17-incher on the previous model. The rear wheel has also been reduced in width. This is a major change for Ducati and a clear signal of the new bike’s off-road ability and aspiration.

The second big change is the introduction of a new aluminium monocoque (like the Panigale) chassis which is four kilograms lighter. The chassis dimensions are also sportier.

Those who like to venture off-road will be very pleased at some of the improvements. The mirrors are deliberately curved, which means they don’t hit your forearms when you’re standing up, while the pegs have been designed to cater for bulky off-road boots, and have easy, no-tool removeable rubbers, giving you plenty of grip in the dirt. Even the intake and exhaust are set high, so you can ride through deep water, and the standard handlebars have multiple positions and can be tailored for off-road riding.

Engage the keyless ignition, and the full-colour six-and-a-half-inch TFT dash lights up beautfully. A new back-lit toggle switch on the left handlebar enables me to scroll through the informative clocks easily and choose my specific riding mode. With blips of the throttle, the counter-rotating V4 comes alive and has a nice little bark to it. A light clutch-pull, into first and we’re away; the clutch is now unnecessary. The up-and-down quickshifter is all about smooth, clutchless changes.

The fuelling is perfect, and the engine is like silk. In Urban mode, the ride is easy and user friendly. The Multistrada doesn’t have the top-heavy, intimidating feeling of some adventure bikes, either. Hard acceleration onto the freeway is exhilarating. All 170 of those Italian horses enjoy a gallop.

At cruising speed, it is a delight, and with the screen fully up there is very little wind noise. The all-new clocks are clear and easy to navigate, and as we enter the countless Italian tunnels out of Bologna, I notice the backlit switchgear, which is always such a classy touch.

Now for the tech…

I’m riding in the middle lane and the left LED light above the mirror illuminates to warn me a vehicle is approaching from the left. A quick glance in the mirror and over my left shoulder I see an aggressively-driven BMW. The Blind Spot Detection is spotting vehicles, which I may have missed, approaching from the rear. Impressive.

I now try the Adaptative Cruise Control (ACC). I set it to 140 km/h, release the throttle and we’re doing 140 with the radar beaming its benefits ahead. A digital graphic on the bottom right of the huge TFT dash shows the ACC is working, and I can increase or reduce the range of the radar. As I’m slowly getting closer to a car in the middle lane, the radar detects it, and reduces power to match the speed of the car ahead. I check my mirror, indicate left, pull into the outside lane, and we accelerate back up to 140 km/h, and I’ve not touched the throttle or brake in the process. Also impressive.

Aside from the remarkable electronic gadgetry, comfort is excellent, Ducati has really excelled here. The Skyhook ride is forgiving, and there is little vibration despite the V4 cruising easily along at 160 km/h.

Sixth gear is tall, but at 160, I thought the revs would be a little lower. In this respect, it will be interesting to see how it compares to the competition. The Italian designers have also increased the fuel capacity to 22-litres to presumably compensate for the thirstier V4.

Ducati claim 5.47L/100Km, and on the test I averaged a little less than 6L/100Km, though the pace was brisk. Thankfully the Multi V4 isn’t going to be as thirsty as Ducati’s other V4 models. They all drink faster than a drunk at happy hour with a lottery win in his pocket. The quoted range is 334 km, but 300 is a more realistic estimate. This means you’re going to start looking for petrol stations at around 250km. Is that enough for a big adventure tourer?

The steering is excellent. It does not steer like a 243 kg (wet weight) adventure bike with a 19-inch front tyre. Instead, it is accurate and relatively easy to throw around, and change direction at speed. Superb cornering ABS and Brembo Stylema brakes are always there for you if you should dive in a little too hot.

Ground clearance is likewise impressive. Even during aggressive cornering, I didn’t have any issues and the feedback and grip from the Pirelli Scorpion Trail 2 rubber, which has been designed in partnership with Ducati for this model, is spot on.

The control offered by the 50 mm-diameter forks’ control is notable, but possibly more impressive is the rear, which always feels planted and controlled. You hit an undulation hard on the power and you can feel the rear compress, the Pirelli grip, but then it controls the rebound, and importantly, doesn’t recoil too quickly, thus reducing the push/grip to the rear tyre.

There is 180 mm of travel on the rear, which is 10 mm more than before, but it’s superbly controlled. A well-ridden Multi could give a sportier bike a run for its money on the right road, and that larger front wheel hasn’t hampered the steering or fun it offers the rider.

After a full day in the saddle, the ergos still felt excellent and I had no grievances. The wind protection and lack of wind noise meant I didn’t even bother with earplugs – and that’s no small thing.

Updated mineral glass 6.5-inch TFT display on the S models

In Touring mode, the suspension becomes more compliant when compared to the Sport mode, and again the rear radar detection was spotting crazy Italian drivers whizzing down the outside lane at speed, despite the fact I was cruising at 150 km/h.

Back in Bologna, and being careful of the fitted panniers as I lane-filtered, I flicked it into Urban mode. This noticeably softens the suspension, gives it more fluidity, and reduces the power. This really is a bike for all occasions.

Off-Road

Ducati has made huge gains in the off-road capabilities of the new Mutistrada V4, with the introduction of a larger 19-inch front wheel and greater ground clearance, along with a specific Enduro riding mode and electronic suspension. To allow us to get a flavour of the new bike’s off-road capabilities, Ducati provided a more off-road oriented model, with spoked wheels, crash protection, and off-road-biased Pirelli Scorpion Rally rubber.

In the specific Enduro mode, the Skyhook suspension is more accommodating to off-road riding, ABS is set to 1, there’s no cornering ABS, no ABS on the rear and no rear-wheel-lift prevention, while other rider aids are also minimised. I went a little further and turned off the TC. Then I also re-positioned the standard handlebars a little higher and removed the rubber from the pegs for more boot-grip.

The new Multi feels more at home off-road than its predecessor. The old model was only good for a gravel drives, well graded bush roads or the pub carpark. Now the Ducati feels comfortable on the lose stuff. The slim seat allows you to move freely while standing, the high handlebars are more accommodating, the mirrors don’t get in the way, and while there is lots of room for bulky boots, you can also change the gea-lever position to accommodate them.

The power is soft and without any peakiness, and the new Multi finds grip pretty much all the time. In fact, you have to provoke a slide in order to show off to friends. The suspension is controlled, so even when the shock is on the upward stroke it’s measured and doesn’t allow the rear to break free. I was worried there would be too much power, but in Enduro mode this is limited to 115 hp.

Despite its size and weight, I felt comfortable off-road. I only got a taste of what this bike can do, but first impressions are good and it is clearly ahead of the old model on the dirt. It will be interesting to see how it compares to the competition in tougher terrain.

The L-Twin Ducati Multistrada 1260 Enduro with its 30-litre fuel tank and 19-inch front wheel will continue in the Ducati line up for now.

Verdict

Adding a larger front wheel hasn’t impeded the Multistrada’s rideability, while vastly improving its off-road capabilities. Fuel consumption is higher than the competition, and for some, the range may not be enough. The Multistrada is not cheap, but service costs are relatively low.

It really is hard to find fault with this new V4. Now more versatile than ever, it truly is four bikes in one. It’s capable off-road, comfortable for touring, it can make you smile in the bends, and is relatively easy to live with and use around town.

The 2021 Adventure group comparo is going to be interesting…

2021 Ducati Multistrada V4 Pricing

Multistrada V4 – From $28,990 Ride Away
Multistrada V4 S – From $33,490 Ride Away
Multistrada V4 S Travel Package – From $35,990 Ride Away
Multistrada V4 S Travel + Radar Package – From $37,590 Ride Away
Multistrada V4 S Performance Package – From $35,690 Ride Away
Multistrada V4 S Full Package – From $39,690 Ride Away
Multistrada V4 Sport S Performance Package – From $36,790 Ride Away
Multistrada V4 Sport S Full Package – From $40,690 Ride Away

2021 Ducati Multistrada V4 Specifications

Source: MCNews.com.au

Motorcycle News, News

Ducati V4 Granturismo Engine Revealed: No Desmodromic Valves

October 15, 2020 mcnews Leave a comment

Ducati has revealed official technical information about its new 1,158cc V4 Granturismo engine that will power the 2021 Ducati Multistrada V4. The big news for the V4 Granturismo powerplant is that it boasts a record-breaking 37,282.3-mile (60,000 kilometer) valve service interval, thanks to a new spring valve return system.

Yes, you read that right. The V4 Granturismo will not use a desmodromic valvetrain. Before metallurgy advancements in the 1950s, desmodromic valve systems held an advantage over spring valve return configurations when applied to engines destined for continuous high-rpm use. In the early days of racing, springs of that era could not withstand the abuse of sustained high-rpm, resulting in “valve float,” as well as catastrophic failure.

Ducati’s new powerplant uses much of what was learned from the Ducati Panigale and Streetfighter V4 engine development, sharing aspects like the “Twin Pulse” firing order. However, significant differences exist between them.

To begin with, the displacement has grown 55cc, thanks to a larger bore and stroke of 83 x 53.5 mm. However, the 14:1 compression ratio found on the Panigale and Streetfighter V4 is retained. Claimed horsepower has risen 12 points to 170 at 10,500 rpm, while peak torque has decreased roughly 2.8 points to 92.2 lb-ft at 8,750 rpm. The new engine platform is homologated for Euro 5 emissions.

The V4 Granturismo engine will also employ the same counter-rotating crankshaft design found in the Panigale V4, Streetfighter V4, and Ducati Desmosedici MotoGP race bikes. This design feature counteracts the negative gyroscopic effect that a motorcycle’s forward-rotating wheels have on a bike’s agility, which should enable the 2021 Ducati Multistrada to handle and transition from side-to-side better than its predecessor.

The V4 Granturismo is said to have a compact, lightweight design that will deliver a mix of high-performance aspects and torque-rich characteristics, making it suitable for Adventure Touring. Compared to the Testastretta V-twin engine found in the outgoing Multistrada, the V4 Granturismo is 3.35–inches shorter, 3.7-inches lower and only 0.79-inch wider. Hopefully, these svelte dimensions will contribute to narrower and lower chassis on the 2021 Multistrada that will accommodate a broader range of rider sizes. The engine’s total weight is said to be 147 pounds — 2.65 pounds lighter than the Testastretta V-twin.

Lastly, the new Multistrada engine will feature rear-cylinder-bank deactivation at idle to help rider comfort.

Source: RiderMagazine.com

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2020 Ducati Hypermotard 950 RVE | First Look Review

June 16, 2020 mcnews Leave a comment

Ducati has just pulled the covers off the latest addition to the Hypermotard family, the 2020 Ducati Hypermotard 950 RVE. Equipped with an up/down quickshifter and brash graffiti-styled livery that is directly inspired by the Hypermotard 950 Concept, the 950 RVE was first shown at the illustrious Concorso d’Eleganza Villa d’Este, on the shores of Lake Como, Italy, in 2019.

The 2020 Ducati Hypermotard 950 RVE is nestled neatly between the standard Hyper 950 and the top-tier Hyper 950 SP models. Powered by the lively twin-cylinder 937cc Testastretta engine, the Hypermotard 950 RVE produces a claimed 114 horsepower at 9,000 rpm and 71 lb-ft of torque at 7,250 rpm. With tractable, controllable power delivery being a standout characteristic, the Hypermotard 950 is more than at home on the street or running wide-open on the track.

Beyond the up/down quickshifter, the Hyper 950 RVE also comes standard with a commendable electronics package including Bosch Cornering ABS with Slide by Brake function (in setting 1), Ducati Traction Control (DTC) EVO and Ducati Wheelie Control (DWC) EVO.

In 2019, the Borgo Panigale-based brand redesigned the Hypermotard lineup, retaining its intense spirit, while softening hard-edges through engine, ergonomic, chassis and electronic improvements. Together, those changes have proven to make these Supermoto-inspired motorcycles more approachable for the common rider. Yet the Hypermotard line is still on the short list of any rider who has a penchant for hooligan behavior and a steady diet of wheelies, backing-it-in or, in other words, many of the fun things about motorcycling.

Ducati will offer the Hypermotard 950 RVE as a limited edition, with only 100 units allocated for the North American market. A numbered badge will be included on each machine. Deliveries are expected to arrive in the United States beginning in July, with a starting MSRP of $14,195 ($16,195 CAD).

For more information about the 2020 Ducati Hypermotard 950 RVE, visit Ducati.

2020 Ducati Hypermotard 950 RVE Gallery:

2020 Ducati Hypermotard 950 RVE First Look Review 8

Source: RiderMagazine.com

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2020 Ducati Superleggera V4 | First Look Review

February 6, 2020 mcnews Leave a comment

Last fall Ducati announced updates to its Panigale V4 and Panigale V4 S superbikes, including a new aerodynamics package and revised electronics, suspension and throttle-by-wire mapping. The 214-horsepower Panigale V4 weighs 436 pounds and the V4 S weighs 430 pounds (claimed figures)—that’s roughly 0.5 horsepower per pound for both models.

Read our 2020 Ducati Lineup First Look Review

Ducati has now unveiled the Superleggera V4, which is Italian for “super light.” With a full racing kit and exhaust, it makes 234 horsepower and weighs a feathery 335.5 pounds, which is 0.7 horsepower per pound—a 40% higher power-to-weight ratio.

How did Ducati shave 100 pounds off the already-svelte Panigale V4? The Bologna-based company says the “Superleggera V4 is the world’s only street-legal motorcycle with the entire load-bearing structure of the chassis (frame, subframe, swingarm and wheels) made from composite material [carbon fiber], achieving a 6.7 kg [14.8 lb] reduction in weight.” Many other components, such as the bodywork and aerodynamic wings (which produce 110 pounds of downforce at 168 mph), are also made of carbon fiber, while others are made of titanium, magnesium or aluminum.

The Superleggera is powered by a 998cc V4 – the Desmosedici Stradale R also found in the Panigale V4 R – rather than the 1,103cc V4 in the Panigale V4 and V4 S, saving another 6.2 pounds. The smaller, lighter engine makes more power – 224 horsepower vs 214 in the standard configuration. The race kit and exhaust further reduce weight while boosting claimed horsepower to 234.

Of course, the Superleggera V4 is equipped with the very
best in electronics and components, including Öhlins suspension (with a
titanium shock spring) and Brembo Stylema R front calipers.

Only 500 Superleggera V4s will be produced, each
individually numbered and including a certificate of authenticity. The bike ID number
(XXX/500), which matches the VIN, is displayed on the frame, fork yoke and
ignition key.

The start of deliveries is planned for June 2020, and five bikes
will be produced per day. Superleggera buyers will also have a chance to
purchase an exclusive Superleggera V4 premium Dainese leather suit with
integrated airbag and an Arai carbon fiber helmet, both emblazoned with the
bike’s colors and graphics.

Such a premium motorcycle will include a premium “SBK Experience,” allowing owners to ride the Panigale V4 R, which competes in the SBK World Championship, on a test track at Mugello. Thirty lucky Superleggera V4 owners will have an exclusive opportunity to enjoy the “MotoGP Experience,” where they will be able to ride a Desmosedici GP20 on a race track.

Ducati has not released pricing, but the 2017 Ducati 1299
Superleggera went for a cool $80,000 and was also limited to 500 units—every
one of which was sold in short order. If you have the interest and the means,
make haste to your nearest Ducati dealer.

Check out Rider’s Guide to New 2020 Street Motorcycles

Source: RiderMagazine.com

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2020 Ducatis: Streetfighter V4, Panigale V2, Multistrada 1260 S Grand Tour | First Look Review

October 24, 2019 mcnews Leave a comment

Ducati has announced its entire 2020 motorcycle lineup, which includes new models such as the Streetfighter V4 and V4 S and the Panigale V2, updates to its Panigale V4 and V4 S, a new version of the Multistrada 1260 S called the Grand Tour and the Scrambler Icon Dark.

Check out Rider’s Guide to New 2020 Street Motorcycles

2020 Ducati Streetfighter V4 and V4 S

After a four-year absence, the Streetfighter returns for
2020 and is now a naked version of the Panigale V4 with an upright handlebar. Its
1,103cc Desmosedici Stradale V4 makes a claimed 208 horsepower at 12,750 rpm
and 90 lb-ft of torque at 11,500 rpm. Features include “biplane wing”
aerodynamics, a full IMU-based electronics package with riding modes, fully
adjustable suspension (Showa Big Piston Fork, Sachs shock), a Sachs steering
damper, Brembo Stylema monoblock front calipers, Pirelli Diablo Rosso Corsa II
tires, a TFT display and LED lighting. With its 4.23-gallon aluminum tank full,
the Streetfighter V4 is said to weigh 443 pounds.

The higher-spec Streetfighter V4 S gets Ducati Electronic
Suspension (DES) EVO, Öhlins suspension (NIX-30 fork, TTX 36 shock and steering
damper) with Öhlins Smart EC 2.0 control system and forged aluminum Marchesini
wheels, and claimed curb weight is 439 pounds.

Both the Streetfighter V4 and Streetfighter V4 S come in
Ducati Red with a dark gray frame and black wheels. Pricing and availability
are TBD.

2020 Ducati Panigale V2

The Panigale 959 has been renamed the Panigale V2, and it’s
powered by a Euro 5-compliant version of the 955cc Superquadro L-twin that
makes a claimed 155 horsepower at 10,750 rpm and 77 lb-ft of torque at 9,000
rpm. For 2020 the Panigale V2 gets all-new bodywork, a full IMU-based electronics
package with riding modes, fully adjustable suspension (Showa Big Piston Fork,
Sachs shock), a Sachs steering damper, Brembo M4.32 monoblock front calipers, Pirelli
Diablo Rosso Corsa II tires, a TFT display and LED lighting. With its 4.5-gallon
steel tank full, the Panigale V2 weighs a claimed 441 pounds. The only color
option is Ducati Red with black wheels; pricing and availability are TBD.

2020 Ducati Panigale V4 and V4 S

Introduced for 2018 as the first mass-produced Ducati to incorporate a 4-cylinder engine, the Panigale V4 and V4 S have been updated for 2020 with “a series of refinements [that] make for an easier, more user-friendly, less fatiguing ride while simultaneously making the bike faster not just on individual laps but over entire timed sessions.” Adapted from the Panigale V4 R, the V4 and V4 S get a new aerodynamics package for improved stability, modified Front Frame stiffness for better feel at full lean and new settings for the electronics, suspension and throttle-by-wire mapping.

The Panigale V4 and V4 S are powered by a version of the 1,103cc
Desmosedici Stradale V4 with “new rider torque demand control logic” that makes
a claimed 214 horsepower at 13,000 rpm and 91.5 lb-ft of torque at 10,000 rpm.
The Panigale V4 features a full IMU-based electronics package with riding
modes, fully adjustable suspension (Showa Big Piston Fork, Sachs shock), a
Sachs steering damper, Brembo Stylema monoblock front calipers, Pirelli Diablo Supercorsa
SP tires, a TFT display and LED lighting. With its 4.23-gallon aluminum tank
full, claimed curb weight for the Panigale V4 is 436 pounds.

The higher-spec Panigale V4 S gets Ducati Electronic Suspension (DES) EVO, Öhlins suspension (NIX-30 fork, TTX 36 shock and steering damper) with Öhlins Smart EC 2.0 control system, forged aluminum Marchesini wheels, a lithium-ion battery and sports grips. Claimed curb weight is 430 pounds.

Both the Panigale V4 and Panigale V4 S come in Ducati Red
with a dark gray frame and black wheels. Pricing and availability are TBD.

2020 Ducati Multistrada 1260 S Grand Tour

Joining Ducati’s adventure bike family for 2020 is the Multistrada 1260 S Grand Tour, a special version with enhanced style and touring capability. Powered by the 1,262cc Testastretta DVT L-twin that makes a claimed 158 horsepower at 9,500 rpm and 95 lb-ft of torque at 7,500 rpm, the Grand Tour features riding modes that adjust power, throttle response, ABS and traction control settings, a full suite of IMU-based electronics (cornering ABS and traction control, cornering lights, wheelie control), semi-active Ducati Skyhook Suspension Evolution, an up/down quickshifter, hill hold control, cruise control, Brembo M50 monoblock front calipers, a TFT display and the Ducati Multimedia System. The rider’s seat height is adjustable, and the Grand Tour comes standard with a centerstand, hard saddlebags, heated grips, a keyless gas cap and a tire-pressure monitoring system.

The 2020 Ducati Multistrada 1260 S Grand Tour comes in Sandstone Grey with Ducati Red trims, red frame and black wheels with Ducati red trims. Pricing and availability are TBD.

Returning for 2020 are the Multistrada 950, Multistrada 950 S, Multistrada 1260, Multistrada 1260 S, Multistrada 1260 S D|Air, Multistrada 1260 Pikes Peak and Multistrada 1260 Enduro.

2020 Ducati Scrambler Icon Dark

Joining the Icon, Full Throttle, Café Racer and Desert Sled
in Ducati’s 803cc air-cooled Scrambler lineup is the Icon Dark, a matte black
version with a black frame and black seat with gray piping. All Ducati
Scramblers are Euro 5 compliant without any loss in performance, and cornering
ABS is standard equipment.

Other returning Ducati models for 2020 include (pricing and availability are TBD):

Panigale V4 R
1299 Panigale R Final Edition
Diavel 1260
Diavel 1260 S
XDiavel
XDiavel S
Hypermotard 950
Hypermotard 950 SP
Monster 797
Monster 821
Monster 821 Stealth
Monster 1200
Monster 1200 S
SuperSport
SuperSport S

Source: RiderMagazine.com

Motorcycle News, News

Ducati Panigale V4 25th Anniversary 916 | First Look Review

July 15, 2019 mcnews Leave a comment

On any list
of iconic motorcycles of the 20th century, Ducati’s 916 holds a place of
prominence. Delivering the 1-2 knockout punches of stunning good looks and
blistering performance, the 916, which debuted for 1994, is considered one of
the most beautiful motorcycles ever designed. The beauty was also a beast,
winning 120 races, eight constructors’ titles and six rider championships in
World Superbike during its 10-year production run, which includes the
larger-displacement 996 and 998 models. Closely associated with the 916 is
British racer Carl “Foggy” Fogarty, who won 43 World Superbike races and four
championships on the 916 and 996.

The bike that started it all–the 1994 Ducati 916 Stradale.

To celebrate the 916’s 25th anniversary, Ducati has unveiled a limited-edition Panigale V4 25° Anniversario 916. Based on the Panigale V4 S, the 25th Anniversary edition has been upgraded with racing content from the Panigale V4 R such as the Ducati Corse Front Frame, the dry clutch and even more track-specific electronics, such as Ducati Quick Shift EVO 2 and “predictive” Ducati Traction Control EVO 2.

2019 Ducati Panigale V4 R | First Look Review

The special
Panigale’s livery is inspired by the Ducati 996 SBK (winner of the 1999 World
Superbike Championship) with forged magnesium Marchesini Racing wheels, a titanium
type-approved Akrapovič exhaust and a wish list of carbon fiber and billet
aluminum components. Limited to just 500 examples, each bike comes with an
authenticity certificate that matches the laser-engraved ID number (XXX/500) on
the top yoke with the engine and frame serial number.

Dedicated
equipment for the Panigale V4 25° Anniversario 916:

“916 25° Anniversario” color scheme
Numbered (xxx/500) machined-from-solid aluminum top yoke
Front Frame with Ducati Corse specifications
Two-tone rider’s seat
Forged magnesium Marchesini Racing wheels
Dry clutch
Titanium Akrapovič type-approved silencer
Ducati Traction Control EVO 2 (DTC EVO 2)
Ducati Quick Shift EVO 2 (DQS EVO 2)
Racing screen
Carbon fiber front mudguard
Carbon fiber rear mudguard
Carbon fiber heel guards
Carbon fiber/titanium swingarm cover
Racing grips
Adjustable billet aluminum rider footpegs
Billet aluminum folding clutch and brake levers
Brake lever guard (supplied)
Ducati Data Analyser+ (DDA+) kit with GPS module (supplied)
Open carbon fiber clutch cover (supplied)
Special “25° Anniversario 916” bike cover (supplied)
Billet aluminum racing-type filler cap (supplied)
Plate holder removal cover (supplied)
Billet aluminum rear view mirror plugs (supplied)
“Shell” and “Foggy” logo stickers (supplied)

The Panigale
V4 25° Anniversario 916 is powered by the 1,103cc Desmosedici Stradale. A
MotoGP-derived 90-degree V4 with Desmodromic timing, it features a
counter-rotating crankshaft and a Twin Pulse firing order, and it produces 214
horsepower at 13,000 rpm and 91 lb-ft of torque at 10,000 rpm. The engine is
enhanced with the adoption of a dry clutch and type-approved titanium Akrapovič
silencers.

From a
chassis viewpoint, the Panigale V4 25° Anniversario 916 has it all. The front
frame, which exploits the Desmosedici Stradale engine as a structural chassis
element, is the same as the one on the Panigale V4 R but differs slightly on
account of the lighter, machined sides. The frame is coupled to an Öhlins
NIX-30 fork, an Öhlins TTX36 rear shock and an Öhlins steering damper, all
managed by the Öhlins Smart EC 2.0 control system. This gives the rider access
to next-level dynamic bike control, augmenting on-road safety and shortening
on-track lap times. Ultralight forged magnesium Marchesini Racing wheels carry top-drawer
brakes, with two 330mm Brembo discs with Brembo Stylema monoblock front calipers
and a single 245mm disc with a 2-piston caliper at the rear.

The Panigale
V4 25° Anniversario 916 has a latest-generation electronics package. Based on a
6-axis Bosch Inertial Measurement Unit (IMU), it features controls designed to
manage every aspect of riding. The electronic package includes:

Bosch Cornering ABS EVO
Ducati Traction Control EVO 2 (DTC EVO 2)
Ducati Slide Control (DSC)
Ducati Wheelie Control EVO (DWC EVO)
Ducati Power Launch (DPL)
Ducati Quick Shift up/down EVO 2 (DQS EVO 2)
Engine Brake Control EVO (EBC EVO)
Ducati Electronic Suspension EVO (DES EVO)

Furthermore,
the Panigale V4 25° Anniversario 916 comes with the Ducati Data Analyser+
(DDA+) kit with GPS module. DDA+ is a telemetry system. Similar to those used
in competitions, it consists of a data acquisition device (via CAN line) and
analysis software that takes its inspiration from professional programs. The
device records ride parameters such as cornering lines, RPM, gear, throttle
aperture angle, front brake pressure, DTC intervention etc. and geo-locates
them on the track. Once disconnected from the bike and connected to the PC via
the USB port, the software lets the user upload the acquired data feeds and
analyse on-track performance.

For more information, visit ducati.com.

Source: RiderMagazine.com

Motorcycle News, News

2019 Ducati Diavel 1260 S | First Ride Review

March 26, 2019 mcnews Leave a comment

It’s big, muscular, powerful and aggressive, a styling mish-mash of crouching naked bike, sleek superbike and long, low cruiser, nicknamed–and then officially dubbed–by its creators: Diavel (“devil” in the local Bolognese dialect, where the Ducati factory is located).

Loathe to classify it with the c-word (cruiser), Ducati calls it a “disruptor,” which sounds plausible enough despite a bit of uncertainty as to exactly what market segment the Diavel is disrupting. Based on buyer demographics, that segment could be called “early-middle-aged guys who like to go fast on curvy roads but don’t want to fold themselves onto a superbike anymore.” I’m not a middle-aged man but the rest sounds good to me, and disrupting others’ expectations is kinda my hobby so…hello, dark prince.

The original Diavel, launched in 2011 and powered by the 1,198cc Testastretta L-twin borrowed from the Multistrada 1200, left us “with more questions than answers” but delivered a “mind-bending,” superbike-inspired riding experience (read the full review here). With chain final drive, mid-mount controls, a 28-degree rake, a 30.3-inch seat, a massive 240mm Pirelli Diablo Rosso II rear tire, headers that swooped and curled from the cylinders and a full suite of electronics, the Diavel was tough to define.

It took a decidedly power cruiser turn when the XDiavel variation was added to the lineup in 2016, raked out to 30 degrees and with a belt final drive, forward controls, a slightly lower seat and relocated front-mount radiator, the better to show off the new 1,262cc DVT L-twin that would make its way into the Multistrada 1260 and 1260 Enduro in 2018.

Read our First Ride Review of the 2016 XDiavel S here.

Climb aboard the 2018 Multistrada 1260 in our Video Review here.

For 2019, Ducati has redressed the original sin(ner), giving the Diavel a complete redesign that includes the larger engine and a more streamlined, yet still muscular look. Nearly everything on the Diavel 1260 is new, including the frame, subframe, swingarm, wheels, fuel tank, silencers, suspension, tail section, engine covers and bodywork. Even that massive rear tire is the new Pirelli Diablo Rosso III, which has a new profile said to aid turn-in. Rake has been tightened to 27 degrees and the wheelbase stretches 63 inches, midway between the previous Diavel and the XDiavel (which returns unchanged for 2019).

I could never quite wrap my heart around the look of the original, but what at first glance appear to be minor styling changes add up to a much more attractive bike, at least in my eyes. New stubby silencers don’t interfere with the rear wheel, whether you’re servicing it or simply admiring it. Front-mounted radiator shrouds and belly pan hug the front wheel like a superbike, and the tail has been streamlined with flush-mounted LED lights and a new, wider rider and passenger seat; the clever retracting grab rail returns, although passenger pegs are now in a more conventional, fixed position.

Up front is a headlight with LED daytime running light (S model only) and full-color 3.5-inch TFT display as seen on the XDiavel, plus very cool (and bright!) integrated LED turn indicators with the “light blade” technology used on Audi automobiles (the Volkswagen group, you may recall, owns Ducati).

Suspension on the $19,995 standard model includes a fully adjustable 50mm USD fork and preload/rebound adjustable rear shock, while brakes are radially mounted Brembo monobloc 4-piston M4.32 calipers squeezing two 320mm discs, and a 2-piston Brembo floating caliper with 265mm disc at the rear; Bosch Cornering ABS Evo is standard. On the $22,995 S model we tested, suspension is upgraded to a 48mm Öhlins fork and Öhlins monoshock, both fully adjustable, and the front calipers are top-of-the-line Brembo M50s that stop the bike pronto.

Both models include a full suite of electronics: three rider-customizable riding modes (Sport, Touring and Urban), the Ducati Safety Pack (Bosch Cornering ABS Evo and Ducati Traction Control Evo), Ducati Wheelie Control, Ducati Power Launch Evo, cruise control, backlit switchgear and self-cancelling indicators. The S adds Ducati Quick Shift Up/Down Evo and compatibility with the Ducati Multimedia System and Ducati Link App (all of which is available optionally on the base model).

Let’s face it though, on a bike named “devil,” the engine is king, and you can do a whole lotta sinnin’ with this one. The Testrastretta DVT 1262 L-twin doles out 145 smooth rear-wheel horsepower and 85.3 lb-ft of torque per the Jett Tuning dyno when we tested the XDiavel back in May 2016. Full power is available in both Sport and Touring modes, although I found throttle response to be a bit too abrupt in Sport, and used Touring mode everywhere except on bumpy, tight city streets where Urban worked best. It cuts max power to 98 and torque to 64 per our test, but all three modes can be customized with power, ABS, traction control and wheelie control settings.

I didn’t mess with the standard Touring mode settings, simply enjoying the sinful rush of acceleration and howling roar as we tore through the rocky, hilly countryside at the press launch in Southern Spain. The 538-pound (claimed) Diavel was relatively easy to handle on the endless curves, although in parking lots the long wheelbase, limited turning radius and wide handlebar necessitated some effort and concentration. The long, bulging 4.5-gallon fuel tank gives the impression of a superhero’s flying reach to the grips, but in reality the ergos put the rider into just a slight forward lean that’s quite comfortable, with feet solidly on the mid-mount pegs and butt planted in the scooped-out, 30.7-inch seat.

On most bikes with a fat rear tire and even a whiff of cruiser-ness, handling is secondary to looks, but this is a Ducati. Flickable it isn’t, but in the hands of an experienced rider the Diavel will give most sportbikes a run for their money, and the upshot of the solid chassis, low center of gravity, long wheelbase and thick rubber is stability that encourages the rider to drink deeply of the Testastretta’s intoxicating power. This is a bike that likes to be ridden hard and fast; let the revs drop below 3,000 rpm and the engine lugs in protest. Keep that throttle open and the revs spinning, and you’ll be rewarded with worldly pleasures. As Ducati says, it’s so good to be bad.

At 8 years old, the Diavel is still genre defying and, honestly, very much a niche motorcycle. But this latest iteration is, in my opinion, the best one yet, so if you’re the type who likes to march to your own beat and forge your own identity, this disruptor might be exactly what you’re looking for.

Keep scrolling for more images…

2019 Ducati Diavel 1260 S

Base Price: $22,995
Website: ducati.com
Engine Type: Liquid-cooled, desmodromic DOHC, transverse 90-degree L-twin, 4 valves per cyl.
Bore x Stroke: 106.0 x 71.5mm
Displacement: 1,262cc
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Wheelbase: 63.0 in.
Rake/Trail: 27.0 degrees/4.7 in.
Seat Height: 30.7 in.
Claimed Wet Weight: 538 lbs.
Fuel Capacity: 4.5 gals.
Average mpg: NA

Source: RiderMagazine.com

Motorcycle News, News

The Best Bikes for Smaller Riders (and Budgets): 2019 Edition!

February 5, 2019 mcnews Leave a comment

Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.

Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.

BMW F 750 GS

BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.

Read our Road Test Review of the 2019 BMW F 750/850 GS

BMW G 310 GS

BMW G 310 GS
$5,795
32.9-inch seat w/ optional 32.3-inch seat
374 lbs.

Read our First Ride Review of the 2018 BMW G 310 GS

How did the G 310 GS stack up against the Kawasaki Versys-X 300 and Royal Enfield Himalayan? Find out in our comparison test.

BMW G 310 R

The G 310 R is anything but boring. You can't see it, but I'm grinning inside my helmet. — 2018 BMW G 310 R (Photo by Kevin Wing)

BMW G 310 R
$4,750
30.9-inch seat w/ optional 30.3-inch seat
349 lbs.

Read our First Ride Review of the 2018 BMW G 310 R

Can-Am Ryker

Can-Am Ryker
starting at $8,499 (600cc model)
23.5-inch seat
594 lbs. (dry, 600cc)

Read our First Ride Review of the 2019 Can-Am Ryker

CSC RX3

CSC RX3
$5,395
31.9-inch seat
450 lbs. (dry)

Read our Road Test Review of the 2016 CSC RX3

Ducati Monster 797+

Ducati Monster 797+
$9,295
31.7-inch seat
386 lbs. (dry)

Ducati Scrambler Sixty2

Ducati Scrambler Sixty2
$7,995
31.1-inch seat w/ optional 30.3-inch seat
403 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Ducati Scrambler Full Throttle

Ducati Scrambler Full Throttle
$10,995
31.4-inch seat w/ optional 30.6-inch seat
417 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Harley-Davidson Street Rod

Harley-Davidson Street 500/750/Street Rod
starting at $6,899
25.7-inch seat
492 lbs. (dry)

Read our first ride review of the 2017 Harley-Davidson Street Rod

Harley-Davidson SuperLow

Harley-Davidson SuperLow
$8,699
25.5-inch seat
545 lbs. (dry)

Harley-Davidson Iron 883

Harley-Davidson Iron 883/1200
starting at $8,999
25.7-inch seat
545 lbs. (dry)

Check out our First Look Review of the 2018 Harley-Davidson Iron 1200

Harley-Davidson 1200 Custom

Harley-Davidson 1200 Custom
$10,999
26.6-inch seat
562 lbs. (dry)

Honda CB300R

Honda CB300R
$4,649
31.5-inch seat
318 lbs.

Read our First Ride Review on the 2019 Honda CB300R

Honda CBR300R

Honda CBR300R
$4,699
30.7-inch seat
357 lbs.

Honda CB500F

Honda CB500F
$6,199
30.9-inch seat
415 lbs.

Honda CBR500R

Honda CBR500R
$6,699
30.9-inch seat
419 lbs.

Honda CB500X

Honda CB500X
$6,599 (2018 model)
31.8-inch seat
428 lbs.

Read about the updates for the 2019 Honda CB500X

Honda CB650R

Honda CB650R
$8,899
31.9-inch seat
445 lbs.

Read our First Look Review of the 2019 Honda CB650R

Honda CBR650R

Honda CBR650R
$TBD
31.9-inch seat
456 lbs.

Read our First Look Review of the 2019 Honda CBR650R

Honda CRF250L

Honda CRF250L
$5,199
34.4-inch seat
318 lbs.

Read our review of the 2017 Honda CRF250L Rally

Honda Grom

Honda Grom
$3,399
30-inch seat
229 lbs.

Honda Monkey

Honda Monkey
$3,999
30.6-inch seat
232 lbs.

Watch our video review of the 2019 Honda Monkey

Honda NC750X

Honda NC750X
$7,999 (2018 model)
32.7-inch seat
478 lbs.

Honda Shadow Phantom

Honda Shadow Phantom
$7,899
25.8-inch seat
549 lbs.

Honda Super Cub C125

Honda Super Cub
$3,599
30.7-inch seat
240 lbs.

Honda Rebel 300/500

2017 Honda Rebel 500 — Honda Rebel 500 (Photo by Kevin Wing)

Honda Rebel 300/500
starting at $4,499
27.2-inch seat
364 lbs.

Read our First Ride Review of the Honda Rebel 500

Indian Scout Sixty

Indian Scout Sixty
$9,499
25.8-inch seat
542 lbs.

Read about Indian’s 2019 Scout lineup

Indian Scout

Indian Scout
$11,999
25.8-inch seat
550 lbs.

Read about Indian’s 2019 Scout lineup

Kawasaki KLX250

Kawasaki KLX250
$5,349
35.0-inch seat (squishes way down under rider’s weight)
304 lbs.

Kawasaki Ninja 400

Kawasaki Ninja 400
$4,999
30.9-inch seat
366 lbs.

Read our First Ride Review of the 2018 Kawasaki Ninja 400 ABS

Kawasaki Ninja 650

Kawasaki Ninja 650
$7,399
31.1-inch seat
426 lbs.

Kawasaki Versys-X 300

Kawasaki Versys-X 300
$5,499
32.1-inch seat
386 lbs.

How did the Versys-X 300 stack up against the BMW G 310 GS and Royal Enfield Himalayan? Find out in our comparison test.

Kawasaki Vulcan S

Kawasaki Vulcan S
starting at $7,099
27.8-inch seat
498 lbs.

Read our Road Test Review of the Kawasaki Vulcan S Cafe

Kawasaki Vulcan 900

Kawasaki Vulcan 900
starting at $7,999
26.8-inch seat
617 lbs.

Kawasaki W800 Cafe

Kawasaki W800 Cafe
$9,799
31.1-inch seat
489.5 lbs.

Kawasaki Z125 Pro

Kawasaki Z125 Pro
$3,199
31.7-inch seat
225 lbs.

Kawasaki Z400

Kawasaki Z400
$4,799
30.9-inch seat
364 lbs.

Kawasaki Z650

Kawasaki Z650
$6,999
30.9-inch seat
410 lbs.

Read our First Ride Review on the Z650 ABS here

KTM 390 Duke

KTM 390 Duke
$5,449
32.7-inch seat
359 lbs.

Read our Road Test Review of the KTM 390 Duke here

Moto Guzzi V7III Stone

Moto Guzzi V7III Stone
$8,490
30.3-inch seat
470 lbs.

Royal Enfield Continental GT

Royal Enfield Continental GT
$5,999
31.1-inch seat
461 lbs.

Read our road test review of the 2019 Royal Enfield Continental GT

Royal Enfield Himalayan

Royal Enfield Himalayan
$4,499
31.5-inch seat
421 lbs.

Read our first ride review of the 2018 Royal Enfield Himalayan

How did the Himalayan stack up against the Kawasaki Versys-X 300 and BMW G 310 GS? Find out in our comparison test here.

Royal Enfield Interceptor 650

Royal Enfield Interceptor 650
$5,799
31.6-inch seat
473 lbs.

Read our road test review of the 2019 Royal Enfield Interceptor 650

Suzuki Boulevard S40

Suzuki Boulevard S40
$5,799
27.6-inch seat
381 lbs.

Suzuki Boulevard C50

Suzuki Boulevard C50
starting at $8,299
27.6-inch seat
611 lbs.

Suzuki Boulevard M50

Suzuki Boulevard M50
$8,699
27.6-inch seat
593 lbs.

Suzuki GSXR250R

2018 Suzuki GSX250R (Photo by Enrico Pavia)

Suzuki GSX250R
$4,599
31.1-inch seat
392 lbs.

Read our review of the Suzuki GSX250R

Suzuki GSX-S750

Suzuki GSX-S750Z
$8,499
32.2-inch seat
469 lbs.

Suzuki SV650

Suzuki SV650
$7,099
30.9-inch seat
432 lbs.

Read our first ride review of the 2017 Suzuki SV650

Suzuki TU250X

Suzuki TU250X
$4,649
30.3-inch seat
326 lbs.

Suzuki VanVan 200

Suzuki VanVan 200
$4,649
30.3-inch seat
282 lbs.

A Man on a VanVan Without a Plan…read the story here!

Triumph Street Scrambler

Triumph Street Scrambler
$11,000
31.1-inch seat
447.5 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Scrambler

Triumph Street Twin

Triumph Street Twin
$9,300
29.9-inch seat
437 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Twin

Triumph Street Triple

Triumph Street Triple
$9,950
31.2-inch seat
370 lbs.

Yamaha Bolt
starting at $7,999
27.2-inch seat
542 lbs.

Yamaha MT-07
$7,599
31.7-inch seat
403 lbs.

Read our road test review on the 2018 Yamaha MT-07

Yamaha MT-09
$8,999
32.3-inch seat
425 lbs.

Yamaha TW200
$4,599
31.1-inch seat
278 lbs.

Read our review of the Yamaha TW200

Yamaha V Star 250
$4,349
27-inch seat
326 lbs.

Yamaha XSR700
$8,499
32.9-inch seat
410 lbs.

Read our first ride review of the 2018 Yamaha XSR700

We held onto our XSR700 for a long-term review; read it here

Yamaha XT250
$5,199
31.9-inch seat
291 lbs.

Yamaha YZF-R3
$4,999
30.7-inch seat
368 lbs.

Read our first ride review on the 2019 Yamaha YZF-R3

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

Motorcycle News, News

2019 Ducati Diavel 1260 | First Look Review

December 5, 2018 mcnews Leave a comment

Ducati made a bold move when it launched the Diavel for 2011. It was a power cruiser from a company known for sportbikes, it had a 240mm-wide rear tire and it had a hunched-shoulders stance that was, shall we say, unique.

Read our 2011 Ducati Diavel Carbon road test review

But the Diavel was a Ducati, so it was in no way dumbed down. Powered by the liquid-cooled, 1198cc Testastretta L-twin, it made a claimed 162 horsepower in a 456-pounds-dry package and would go 0-60 in 2.5 seconds. Riding modes, traction control, ABS, Brembo Monobloc front calipers and sportbike-spec suspension were not the usual power cruiser fare.

Leaning further toward cruiser orthodoxy, for 2016 Ducati introduced the XDiavel, with more conventional yet still muscular styling, a feet-forward riding position, belt final drive and a new 1,262cc Testastretta L-twin with more low-end torque.

Read our 2016 Ducati XDiavel S first ride review

For 2019, the Ducati Diavel 1260 offers the best of both worlds with styling and the Testastretta DVT 1262 from the XDiavel and the midmount footpegs and chain final drive from the Diavel. Ducati says the Diavel 1260 cranks out 159 horsepower and 95 lb-ft of torque, and it has a new tubular-steel trellis frame.

Standard electronics include a Bosch six-axis Inertial Measurement Unit (IMU), Bosch Cornering ABS Evo, Ducati Traction Control (DTC) Evo, Ducati Wheelie Control (DWC) Evo, Ducati Power Launch (DPL) Evo and cruise control, and the S model is equipped with Ducati Quick Shift (DQS) up & down Evo.

Suspension is fully adjustable in front and adjustable for preload and rebound out back, and the front calipers are Brembo M4.32 Monoblocs squeezing 320mm discs. Lighting is LED and instrumentation is TFT.

The 2019 Ducati Diavel 1260 will be available in Sandstone Grey with a black frame and black wheels. Pricing and availability are TBD.

The 2019 Ducati Diavel 1260 S, which adds fully adjustable Öhlins suspension, Brembo M50 Monobloc front calipers, machine-finished wheels, an LED Daytime Running Light (DRL), Ducati Quick Shift up & down Evo, Ducati Multimedia System (DMS) and a dedicated seat with a special insert, will be available in Thrilling Black and Dark Stealth with red frame and black wheels or Sandstone Grey with a black frame and black wheels. Pricing and availability are TBD.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

Motorcycle News, News

2019 Ducati Panigale V4 R | First Look Review

November 29, 2018 mcnews Leave a comment

Looking for a street-legal World Superbike? Ducati’s all-new Panigale V4 R may be your ticket to ride.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

The 2019 Ducati Panigale V4 R provides the technical platform for the official Ducati Superbikes that will compete in the 2019 WSBK season. It combines the essence of the Panigale V4 S with changes requested by Ducati Corse to make it race-competitive. The 1,103cc 90-degree V4 engine has been replaced with the 998cc Desmosedici Stradale V4 R, bringing it within the displacement limits established by WSBK championship rules. The bike features a modified front frame, a new fairing incorporating wings elements of MotoGP origin, race-caliber Öhlins suspension with mechanical adjustment and an aluminum swingarm with an adjustable four-position pin. Electronic controls borrowed from the Panigale V4 S have revised threshold levels to make them more compatible with pro rider requirements.

2019 Ducati Panigale V4 R wheel — Every component on the Ducati Panigale V4 R is top-shelf: Öhlins suspension, Brembo brakes, Marchesini wheels, Pirelli tires and much more.

Unlike the 1,103cc V4, designed to provide fluid power delivery and excellent low-rev pulling power for optimal road use, the 998cc Desmosedici Stradale V4 R version offers more extreme performance with the track in mind. The V4 R features lighter internal components and greater air intake efficiency for faster engine rev-up and a higher redline. Claimed output is 221 horsepower at 15,250 rpm and 83 lb-ft of torque in a 379-pound machine (claimed dry weight).

Read our 2019 Ducati Multistrada 1260 Enduro first ride review

In addition to racing-inspired livery, the Panigale V4 R features an eye-catching aerodynamics package requested by Ducati Corse, including a windscreen screen, nose fairing and side fairings to reduce drag as well as specially shaped air vents to keep things cool during intense racing use. GP16-derived carbon fiber wings augment stability at all times, reducing electronic control intervention and boosting rider confidence.

Features of the 2019 Ducati Panigale V4 R:

Color: Ducati Red “R” livery with aluminum tank
90-degree Desmosedici Stradale V4, R version, 998cc, 221 hp at 15,250 rpm
Forged steel crankshaft with reduced stroke
Molded aluminum pistons with single compression ring plus oil ring
Titanium con rods
Titanium intake valves
Oval throttle bodies (Ø 56 mm equivalent) and aerodynamic throttle openings
Dedicated variable-height air intake horns
Exhaust manifolds of optimized length
Cylinder heads with larger intake ducts
High-permeability Sprintfilter P08 air filter
Lightened, optimized-stiffness aluminum alloy front frame
Pressurized Öhlins NPX 25-30 forks with manual adjustment
Öhlins TTX36 shock absorber with manual adjustment
Öhlins steering damper with manual adjustment
Single-sided aluminum swingarm with adjustable pivot height (4 positions)
Total Black Marchesini forged aluminum wheels
Pirelli Diablo Supercorsa SP tyres (rear 200/60)
Braking system with Brembo Stylema Monobloc calipers
Aero Pack with carbon fiber wings
16-litre aluminum fuel tank with racing lay-out
Carbon fibre front mudguard
Carbon fiber rear manifold heat guard
Dedicated seat
15/42 final transmission with 520 chain
Full-TFT 5-inch screen
Riding Modes (Race, Sport, Street)
Electronics package with 6-axis Inertial Measurement Unit (6D IMU) including: ABS Cornering Bosch Evo; Ducati Traction Control (DTC) Evo; Ducati Slide Control (DSC); Ducati Wheelie Control (DWC) Evo; Ducati Power Launch (DPL); Ducati Quick Shift (DQS) Evo; Engine Brake Control (EBC) Evo
Pit Limiter
Lap Timer Evo
Keys for fast selection of controls
Ducati Multimedia System (DMS)
Full-LED headlight with DRL
Single-seater configuration
Ducati Data Analyzer (DDA+) with GPS module
Lithium-ion battery
Supplied: aluminum mirror hole covers, plate holder removal kit

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

MotorCycle News

Tag Archives: Ducati Reviews

2021 Ducati Multistrada V4 S Review

It’s got some serious voodoo

Now for the tech…

Off-Road

Verdict

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