So, who knows what the last two-stroke Ducati motorcycle was? *crickets*
Ducati 125 Regolarita Six Days
It may be a surprise to learn that the company was still producing two-strokes at the same time as the famous bevel-drive twins and even the Pantah were rolling off the assembly lines.
The original Ducati 125 Regolarita
The Ducati 125 Regolarita featured a 123.7cc two-stroke
I’ll get to the very last model in a minute but to set the context I need to discuss the model it replaced first – and that was the 125 Regolarita. It was in production from 1975 to 1979 and was the largest capacity two-stroke made by Ducati.
The bike was also the largest two-stroke Ducati built
Ducati 125 Regolarita
The company had a long history of bringing out “Scrambler” versions of their singles, both two- and four-stroke, in capacities from 49 to 436cc.
Ducati has a long history of Scrambler models that continues to this day
The Ducati 125 Regolarita produced almost 22hp
For the most part these were more cosmetic makeovers of the road versions rather than serious off road bikes. The Regolarita was a completely new design however and was intended to be a reasonably competent dirt bike.
The bike was also an all-new design, not a converted scrambler
Ducati 125 Regolarita
The piston-port, six-speed motor was a new in-house design and of 123.7cc capacity. A Dell’Orto PHB 30mm carburettor was fitted.
Ducati 125 Regolarita
Ducati 125 Regolarita
The small six-litre tank held a five per cent oil/petrol premix, no injection. Output was 21.8hp at 9,000rpm. Dry weight was 108kg.
The Ducati 125 Regolarita featured a small six-litre tank
Overall weight was just 108kg
The ancillaries were a confusing mixture – top quality Magura parts such as the throttle assembly (with oiler) and levers with vinyl covers versus an underslung exhaust with fibreglass guard. The tank was also fibreglass.
The 125 Regolarita was less sucessful than hoped and as a result was further optimised
The bike wasn’t particularly successful with just under 3,500 being produced. Somewhat strangely about half were sold in France, domestic Italian riders being the other main market.
The machine actually proved most popular in France and Italy
The red bike seen here had found its way to NZ before being imported into Oz and is still ridden regularly. The blue bike is also in original unrestored condition.
Ducati 125 Regolarita Six Days
Given the lukewarm reception that greeted the Regolarita, Ducati realised a more serious effort was required if they were to capture a significant share of the off road market.
Ducati 125 Regolarita Six Days
Italian 500 motocross champion Italo Forni was employed to refine the design and the 125 Six Days was the result. The frame was rejigged, strengthened and a high level exhaust used. Tank capacity was raised to eight-litres.
Ducati 125 Regolarita Six Days
The motor also received attention with power increasing to 25hp at 10,250rpm. A 34mm Bing carburettor and 14.5:1 compression (up from 10.5:1) played their part in the increase.
Ducati 125 Regolarita Six Days
35mm Marzocchi ZTi magnesium forks helped reduce the bike’s dry weight to 97kg.
Ducati 125 Regolarita Six Days
Despite being a much better off road bike than its predecessor it was all a bit late and only 1,450 were built from 1977 to 1979. So ended Ducati’s long (starting in 1958), but mostly overlooked, two-stroke history.
The 125 Regolarita marked the end of Ducati’s two-stroke efforts, but they went on to greater things Source: MCNews.com.au
The Borgo Panigale riders are constantly improving and breaking records, as demonstrated by the new Ducati Superleggera V4 saysCarcody.
At Ducati they have shown their latest creation, an elite superbike, equipped with the latest materials and technology, and available only to a few lucky pockets.
This beast has been designed with the sole purpose of being the fastest and most exclusive on the circuit, as well as being the queen of power and lightness. Lighter than the Superleggera V2.
It is obviously powered by a 90º V4 engine, the Desmosedici Stradale R , and has the aesthetics and DNA of the Panigale V4, but reducing its weight to a minimum and increasing the power to a maximum.
To reduce weight they have used noble materials such as carbon fibre to make the chassis, subframe, single-arm swingarm, rims, fairing and tailpipe.
And they have also used titanium in the spring of the Ã-hlins monoshock, in the exhaust system and hardware, to further slim down this V4.
The rest of the components have been optimised to be as light as possible, such as the Ã-ohlins fork heads or the Brembo Stylema R brake calipers, exclusive to this V4.
The Ducati Superleggera V4 is the standard bike with the best power-to-weight ratio
The second part has been to optimize the V4 engine at 90º Desmosedici Stradale R -4T, LC, 16V, Desmo, IE-, lightening it and extracting more power, to reach the figure of 224CV (164kW), a whole record.
But there’s more, because if the racing kit is installed, 234hp is achieved and the weight is reduced even further, from 159 kg to 152.2kg, achieving a record power-to-weight ratio of 1.54hp/kg.
To top it all off, the fairing also features the obligatory spoilers/winglets, which produce more negative thrust than the MotoGP Desmosedici itself. These 270km/h biplane wings generate 50kg of ground pressure, 20kg more than the Panigale V4 MY20 and V4 R wings, which keeps the bike more stable at high speed.
And there is no lack of the electronics package with IMU, DTC EVO and DQS EVO up&Down, or the reprogrammed Riding Modes (Race A, Race B and Sport), plus 5 extra Riding Modes -new- that can be customized. There is also a GPS Lap Timer that allows you to record the finish line coordinates and intermediate times for five favourite tracks. Default settings include finish line/intermediate time details.
Only 500 units will be produced, at a rate of 5 units per day, and will be accompanied by a certificate of authenticity and the usual numbered plate, which will match the chassis number.
They will start to be delivered in June. What is the price? The price is around $US100,000.
We would rather be riding than sitting in front of a computer game (even when it’s raining), but the upcoming Isle of Man TT 2 looks interesting with a host of classic motorcycles being added.
The game is due on Xbox One, PS4, and PC in March 2020 and later on in the year for Nintendo Switch.
If you pre-order, you will receive a 1978 Mike Hailwood Ducati 900 as a bonus motorcycle.
Check out this two-part video.
The first half shows Davey Todd on the BMW S1000RR he rode last year and the second half features Mike the Bike on the Ducati 900.
It’s obviously not as fast, but oh the sound!
In fact, the sound is one of the best things about the game.
No game that we have ever seen comes close to the reality and dynamics of riding.
But the sound sure can. So hook up to a good amp and speakers and turn the volume up to 11.
Classic TT
While the Hailwood bike is a bonus for those who order early, there are several other classic bikes in the game.
They include the MV Augusta 500, Norton NRS 588, Suzuki XR69, and Yamaha TZ 750.
Here is the official trailer video for the game.
It will be interesting to see if the Norton V4 RR that featured in the first game returns as the company has gone into administration amid sordid fraud allegations and will obviously not be at this year’s TT.
We aren’t sure if they are involved this time, but the rendering is pretty good and the bikes are faithful to the originals.
TT realism
This game was developed by Bigben Interactive and Kylotonn, who did the first IOMTT game and the WRC FIA World Rally Championship series.
They are really going out for realism with the rider view even attracting bug splatters on the visor as they go around the track.
The creators say the new game features a revised physics system with more precise steering, better balance around bends and speed wobbles to alert players.
Brakes and shock absorbers respond to all bumps and users have to manage wear and tear of various bike parts and monitor brakes, suspension, engine and tyre temperatures.
Still, not as good as going for a real ride or heading out for a track day!
Scott Redding and Chaz Davies will start the 2020 World Superbike season late this month at Phillip Island but today both riders were present at Imola for the launch of the Aruba.IT Ducati World Superbike squad.
Ducati WorldSBK Team 2020 launch was staged at Imola
Claudio Domenicali, CEO of Ducati Motor Holding S.p.A.
“I am particularly pleased to present the official 2020 Ducati Superbike team here in Imola, in the heart of the Motor Valley, just a few kilometers away from our factory in Borgo Panigale. Last year the Panigale V4 R made its debut in World Superbike and immediately showed its great competitiveness by winning 17 races, and contributed to the commercial success of the Panigale V4, which in 2019 was confirmed as the world’s best-selling sports bike in its segment. The new Panigale V4 S 2020, that is now available at Ducati dealers worldwide, has actually been inspired by the V4 R Superbike, with which it shares the fairing with the original winglets. I would like to thank Stefano Cecconi for the passion and professionalism with which he has taken this commitment since the beginning of our partnership and I wish Chaz, Scott and the whole team the best of luck for the championship that is about to start”.
Ducati WorldSBK Team 2020
Luigi Dall’Igna, General Manager of Ducati Corse
“In the last months we have continued to work on the development of the Panigale V4 R as we are convinced that, despite the great competitiveness shown by our bike last year, the 2020 championship will be even more competitive thanks to the presence of new models from our main competitors. As Stefano Cecconi has already said, we have only one target, and that is to bring home the World Superbike title that we have been missing since 2011. We have two strong and very motivated riders: Chaz, who has been with us for seven years and is one of the pillars of the team, and Scott, a fresh BSB champion and already very fast during the winter tests. We believe to have all the necessary ingredients to be protagonists in every race of the championship starting from Phillip Island”.
Ducati WorldSBK Team 2020
Chaz Davies, Aruba.it Racing – Ducati #7
“My expectations are very high. In the second part of the 2019 season our performances and results have improved considerably and, in the last races, we have always fought for the podium. The goal is to do even better and I believe that the experience accumulated over the years can help us. We have done a good job during the winter and the feeling is positive even though I have never been looking for the lap-time during the tests. I feel much better than I did 12 months ago, both physically and with the feeling with my bike. I want to thank all our fans for their support and I hope to celebrate many victories with them, maybe even in a few months on this same circuit”.
Ducati WorldSBK Team 2020
Scott Redding, Aruba.it Racing – Ducati #45
“I’m very excited for this new adventure. It will be important to get off to a good start, especially on the first circuits that I know very well. We still have to understand where we really are in terms of absolute performance but it is clear that our mission is to start winning as soon as possible. I am very satisfied with what we achieved during the tests. I would like to thank the team that has done a great job and has given me a lot of confidence. We all have the same goal and this is a very important motivation. I would like to thank in a special way Aruba.it and Ducati for giving me this opportunity and for welcoming me in an exceptional way. What can I promise to the fans? I know that the passion of the Ducatisti is extraordinary and so I’ll give all my energy with just one goal: to bring the title back to Bologna”.
Ducati has featured its new Scrambler 1100 Pro models at the renowned ArtCenter College of Design in Pasadena, California, in yet another example of how the Italian company is a master in motorcycle design.
Don’t believe me? Think your Harley, BMW, MV Agusta, Yamaha or Honda is prettier?
Obviously beauty is in the eye of the beholder.
However, Ducati really does have the runs on the board in design.
Design awards
Ducati Streetfighter V4 wins most beautiful bike at EICMA
They are the most prestigious industrial design awards in the world, presented by the Chicago Athenaeum, Museum of Architecture and Design and the European Centre for Architecture Art Design and Urban Studies.
And then there’s Massimo Tamburini’s famous 916 which many rightfully regard as the world’s most beautiful bike.
1994 Ducati 916
Ugly stick
However, Ducati doesn’t always get it right.
Remember the slab-sided Paso models from the eighties — not a good decade for fashion or design!
Revzilla said: “It looks like a 1987 Honda Hurricane smashed into a Suzuki RF900.”
Thankfully Ducati totally redeemed the Multistrada with a complete redesign in 2010 into one of the prettiest of the brutish adventure bike category.
Uglystrada
Redesigned Multistrada
Scrambler design
No matter what you think of the modern “scramblers” and whether they are true scramblers, Ducati really has scored an ace with the design.
When the Scrambler family was introduced in 2015, they immediately became the company’s top seller.
That’s not to say they are not without their design quirks.
The most obvious is the looping cables which are reminiscent of original scramblers.
Loopy cabling
When Ducati unveiled its Pro models recently the cabling had been tidied up and tucked away.
Hopefully that will flow through to the rest of the range.
And the long trailing fender has been replaced with the remote fender from the Icon.
2020 Ducati Scrambler 1100 Pro
Design master
Despite its design credentials, the object of the ArtCenter lecture by Scrambler designer Jeremy Faraud was to get the students to help design the Scrambler of the future.
Students will submit their designs to Ducati who will recruit one lucky student for an internship at the Ducati Design Centre.
Jeremy talks with ArtCenter students (Image: James Lipman / jameslipman.com)
The Pasadena event will also be followed in Bologna, where a second training and meeting event is scheduled for March, involving the most important Italian design institutes.
Tapping into millennials for design guidance is a smart move that should see Ducati sitting atop the motorcycle design throne for years to come.
Which motorcycle company do you think is the leader in design? Leave your comments below.
The 159kW (214hp) Superleggera V4, unveiled overnight, is wrapped in exposed carbon-fibre and other exotic materials with a Desmosedici GP19-inspired livery.
It will be limited to 500 exclusive units with no price tag yet announced. But as they say, if you have to ask the price, you can’t afford it.
Super exclusive Superleggera V4
Ducati expects this bike will be shipped around the world by its cashed-up buyers to be ridden on some of the world’s most famous tracks.
There they will be able to monitor lap times via the exclusive lap timer that records finish line and split times for five circuits: Laguna Seca, Mugello, Jerez, Sepang and Losail.
These can be recalled at the start of each track day without having to repeat the set-up procedure.
Buyers of the Superleggera V4 will also get to ride exclusive Ducati race bikes: the WSB Panigale V4 on the Mugello test track and the Desmosedici GP20 used by Dovizioso and Petrucci, with the close support of the Ducati Corse technicians.
As you would expect, there is a host of exclusive details from a solid aluminium radiator cap to a dedicated ignition key with an aluminium insert showing the bike number.
The bike ID number (XXX/500), which matches the VIN, is displayed on the frame, fork yoke and ignition key.
Ducati has not made pricing and full tech pecs publicly available.
However, select Ducati VIPs (that’s those who’ve previously bought their exclusive bikes) have received a e-mail signed by CEO Claudio Domenicali which has a link to an exclusive page with these details.
Ducati says deliveries will start in June 2020 in Europe at a limited rate of only five bikes a day with all bikes produced this year.
Superleggera customers can also buy an exclusive Superleggera V4 Dainese leather suit with integrated air-bag and an Arai carbon fibre helmet in the bike’s colours and graphics.
Presumably they’re the ones in the photos.
Super light
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.
That helps it achieve a dry weight of just 159kg which is 16kg less than the Panigale V4, resulting in a record power-to-weight ratio of 1.41hp/kg.
But wait, there’s more … or less!
In track kit, power is increased to 175kW (234hp) and weight drops to 152.2kg, raising the power-to-weight ratio to 1.54hp/kg.
Apart from their GP models, this is the most powerful motorcycle ever produced by the Bologna manufacturer.
Ducati says their official tester, Alessandro Valia, took the bike, fitted with the racing kit and slick tires, around the Mugello circuit in 1:52:45.
That’s less than two seconds from the lap time of the Panigale V4 R SBK, winner of the 2019 Italian Motorspeed Championship (CIV) with Michele Pirro.
Ducati claims the lightweight components have been “100% tested using the most sophisticated techniques borrowed from the aerospace industry, such as thermography, ultrasound inspections and tomography”.
The chassis dimensions have been modified for optimised track use by increasing the length of the swingarm.
“The overall result is unparalleled deceleration power, faster leaning down into corners and sharper lines riding out of bends,” Ducati says in its official press release.
They also claim the carbon fibre fairing with biplane winglets has greater aerodynamic efficiency than the current MotoGP bikes.
Superleggera V4 provides downforce of 50kg at 270km/h, 20kg more than on the Panigale V4 MY20 and V4 R.
Super powerful
The 998cc 90° Desmosedici Stradale R engine is also lighter and more powerful.
It weighs in at 2.8kg less than the 1103cc V4 and when fitted with the road-legal Akrapovič exhaust produces 167kW (224hp) while the track-only titanium Akrapovič exhaust lifts in the track kit lifts that to 175kW.
The track kit is included in the purchase price.
There is also a dry clutch and an individual manual adjustment of the Desmodromic timing system.
In this mode, riders will see an instrument display similar to that used on the Desmosedici GP20.
The Superleggera V4 display was designed with input from Andrea Dovizioso.
Electronic controls are designed for racing nature of this motorcycle with the latest traction controls, up/down quickshifter three reprogrammed riding modes (Race A, Race B and Sport).
For the first time there are five extra modes that can be personalised with the rider’s preferred settings.
Other exclusive items include a lighter Öhlins suspension system, with a pressurised fork and lighter machined aluminium fork bottoms, a titanium shock absorber spring and GP-derived valves for improved damping on road bumps in the initial compression stage.
Brembo supplies the brakes, with an MCS calliper featuring a remotely adjusted lever gap and Stylema R callipers for greater front-brake stroke consistency in long track runs.
After an endless stream of teasers that had plenty of Ducatisti aficionados salivating tonight, the boys from Bologna finally let their sharpest new cat get its claws out from behind the covers and show its teeth.
Ducati Superleggera V4
The somewhat surprising news is that the Superleggera V4 will use the 998 cc Panigale V4 R engine rather than the larger 1103 cc powerplant used by the more road biased Panigale models.
Ducati Superleggera V4
The V4 R comes in under the litre mark to qualify for World Superbike competition and it seems Ducati decided that the race pedigree of the V4 R engine is of more value to customers of the Superleggera V4 than the more cubes approach of the V4 S. The 998 cc engine is also 2.8 kg lighter than the 1103 cc variant.
Ducati Superleggera V4
A dry clutch and individual manual adjustment of the Desmodromic timing system are more bespoke items on the Superleggera.
Ducati Superleggera V4
The claimed benchmark numbers are something to behold, 224 horsepower (234 hp with the supplied full exhaust fitted), motivating a lithe 159 kilograms would have been deemed virtually impossible not that many years ago. But here we have it in a street legal bike from Bologna.
Ducati Superleggera V4
With the supplied race kit installed the weight drops further to 152.2 kilograms.. That is a massive 22kg lighter than the Panigale V4 S and V4 R. It is even 5 kilograms lighter than Ducati’s Desmosedici MotoGP machine, which by regulation has to tip the scales at 157 kg or more.
Ducati Superleggera V4
And wings… If it had any more wings I would say it was going to feature as Bruce Wayne’s motorcycle in the next Batman movie! Desmosedici GP16-derived ‘biplane’ wingsguarantee a downforce of 50 kg at 270 kph, 20 kg more than that generated by the wings on the Panigale V4 MY20 and V4 R.
Ducati Superleggera V4
Other equipment items unique to the Superleggera V4 include a lightened Öhlins suspension system with pressurised fork and a Brembo braking system with Stylema R calipers. In addition, a latest-generation electronics package includes EVO 2 strategies for the DTC and DQS up/down.
Ducati Superleggera V4
Operational parameters for each control are associated by default with three reprogrammed Riding Modes (Race A, Race B and Sport). There are also – for the very first time – five additional Riding Modes that can be personalised with the rider’s preferred settings. Riders can monitor lap times via the upgraded Lap Timer which can record finish line coordinates and intermediate times for five different circuits.
Alessandro Valia, an official Ducati tester, took the bike, fitted with the racing kit and slick tires, around the Mugello circuit in 1:52:45, less than two seconds from the lap time of the Panigale V4 R SBK, winner of the 2019 Italian Motorspeed Championship (CIV) with Michele Pirro.
Ducati Superleggera V4
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, achieving a 6.7 kg reduction in weight thanks to these components.
Ducati Superleggera V4
To ensure the highest quality and safety standards, these components are 100% tested using the most sophisticated techniques borrowed from the aerospace industry, such as thermography, ultrasound inspections and tomography. The chassis dimensions have been modified for optimised track use by increasing the length of the swingarm.
Ducati Superleggera V4
A limited production run of 500 units means that if you don’t have your deposit down now you are probably too late… And if you have to ask how much, well then you are probably not well-heeled enough to qualify for ownership…. Deliveries start in June with five machines being handed over each day.
Ducati Superleggera V4
Some of the lucky buggers can also purchase a dedicated SBK Experience where they will have the opportunity to test ride the Panigale V4 R that competes in WSBK. Or if you are even more flush you can be one of the 30 customers that get a gig on the MotoGP Experience which includes, you guessed it, some laps on the Desmosedici GP20 as ridden by Dovi and Petrucci.
Ducati Superleggera V4
And of course any discerning Superleggera V4 customer will want some accessories with their bikes outside of the race kit… No you get a dedicated premium leather suite, with incorporated airbag, and a carbon-fibre helmet, both emblazoned with the bike’s distinctive graphics. Produced by Dainese, the leathers combine lightness and strength with the safety of the D-air system. Likewise, the meticulously crafted Arai helmet – which features aeronautical-grade carbon fibre – offers unsurpassed performance. Both apparel items can be personalised with logos and are available in a range of colours. As you would expect…
165 kW (224 hp) @ 15,250 rpm – 174 kW (234 hp) @ 15.500 rpm with full racing exhaust
Torque (EU homologation)
116 Nm (85.6 lb-ft) @ 11,750 rpm – 119 Nm (87.7 lb-ft) @ 11.750 rpm with full racing exhaust
Fuel injection
Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies with aerodynamic valves. Variable length intake system
Exhaust
4-2-1-2 system, with 2 catalytic converters and 2 lambda probes
Transmission
Gearbox
6 speed with Ducati Quick Shift (DQS) up/down EVO 2
Primary drive
Straight cut gears; Ratio 1.80:1
Ratio
1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Final drive
Regina ORAW2 chain ; Front sprocket 15; Rear sprocket in Ergal 42
Clutch
Hydraulically controlled slipper dry clutch
Chassis
Frame
Carbon fiber “Front Frame”
Front suspension
Fully adjustable 43 mm Öhlins NPX25/30 pressurized fork with TiN treatment, billet fork bottoms, lightweight springs, fully adjustable.
Front wheel
5-split spoke carbon fiber 3.50″ x 17″
Front tyre
Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear Suspension
Fully adjustable Ohlins TTX36 unit with GP valve and titanium spring. Carbon fiber single-sided swingarm.
Rear Wheel
5-split spoke carbon fiber 6.00″ x 17″
Rear tyre
Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear)
120 mm (4.7 in) – 130 mm (5.1 in)
Front brake
2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® R 4-piston callipers with Cornering ABS EVO
Rear brake
245 mm disc, 2-piston calliper with Cornering ABS EVO
Instrumentation
Last generation digital unit with 5″ TFT colour display
Dimensions/Weights
Dry weight
159 kg (350 lb) – 152.2 kg (335.5 lb) with racing kit
Seat height
835 mm (32.9 in)
Wheelbase
1.480 mm (58,3 in)
Rake
24,5°
Front wheel trail
100 mm (3,94 in)
Fuel tank capacity
16 l
Number of seats
Single seat
Safety equipment
Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tyre calibration.
Standard equipment
Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), GPS module, Lap Timer EVO 2, PIT limiter, Ohlins steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Chassis in carbon fiber, Carbon fiber fairings, Carbon fiber wheels, Carbon fiber mudguardsÙ Biplane wings in carbon fiberÙ High-flow air filterÙ Type approved Akrapovič silencer in titanium.
Additional equipment
Front and rear paddock standsÙ Battery maintainerÙ Racing Kit: Akrapovič Titanium racing exhaustÙ Machined mirror block-off plates, License plate mount removal plug, Swing arm guard, Carbon fiber clutch cover,Ducati Data Analyzer+ (DDA+) with GPS module, Side stand removal kit, Front and rear lights removal kit, Racing fuel tank cap, Brake level protection, Bike cover.
Ready For
Ducati Multimedia System (DMS), Anti-theft
Warranty
Warranty (months)
24 months unlimited mileage
Maintenance (km/months)
12,000 km (7,500 mi) / 12 months
Valve clearance adjustment (km)
24,000 km (15,000 mi)
Standard
Euro 4
Fuel Consumption
8 l/100km – 185 g/km Consumption and Emissions (only for countries where Euro 4 standard applies)
It was a Ducati 1-2 at the top of the charts after the two-day ASBK Test at Phillip Island last week. Wayne Maxwell led the way from DesmoSport Ducati’s defending champion Mike Jones. As the test sessions drew to a close we sat down with DesmoSport Ducati Team Owner Ben Henry for an in-depth discussion about ASBK, and his experience with the Ducati Panigale V4 R.
Originally from Western Australia, where he first started racing and preparing motorcycles, the 38-year-old is now a long-time Queensland resident and runs Cube Performance Centre out of the Gold Coast suburb of Burleigh.
Ben hung up his competitive leathers a few years ago while still able to run a top ten pace in Australian Superbike, all the while managing and running his own team and riders. He then turned his focus to concentrating on his Cube Performance workshop along with expanding Cube Racing. He then went on to develop the DesmoSport Ducati Team in conjunction with Troy Bayliss and the team won the Australian Superbike Championship with Mike Jones in 2019.
Always forthcoming with insightful observations, that are for the most part refreshingly non-partisan, Ben was generous with his time and candid with his thoughts.
Ben Henry at work on the DesmoSport Ducati at the front, Troy Bayliss at the rear – Image by Rob Mott
Trevor Hedge: What were the most extreme of the challenges you faced in getting the V4 up to the speed of the 1299 V-Twin that Mike raced to great success last year?
Ben Henry: “The biggest challenge is the chassis, getting it to work as well as we had the twin dialled in, the motor – obviously they aren’t the same, but the power isn’t too far different, it’s just dialling in the chassis and probably electronics, that’s currently our patch.”
Mike Jones – Image by Rob Mott
Trevor: That’s a time consuming process isn’t it?
BH: “Yes it is, it is time consuming. The electronics aren’t that bad, we’re going pretty fast, and Wayne is going pretty quick on his, and that’s all on standard stuff, so it’s clearly not too bad.”
Trevor: Wayne said his team are waiting on an ECU and a few bits and pieces, are you waiting for anything before the start of the season as well?
BH: “In ASBK they’ve homologated the MoTeC ECU for our bike, so we need to get that and make it work. That’s definitely the road they (Wayne Maxwell and his team), are going to go down, and we probably will. We just need to see if it’s better than what we already run.
“I mean it’s hard to argue with what we’ve got when we are running low 32s on it, and Wayne’s just done a 31.7, I mean that’s the fastest lap ever on a domestic superbike around here.
“So it’s hard to say that putting something else on there will be markedly better. We will wait and see what happens.”
Mike Jones – TBG Image
Trevor: Do you get much help from Ducati Australia at all?
BH: “They are in a funny spot, NF Importers are theoretically finishing up, Ducati AU/NZ, which is essentially Ducati Italy coming into Australia to run the show, but yes they are helping us.
“It’s basically going to be a better situation once they get here, but while they are not here I’m dealing through Italy, everything has to come through Italy and it’s a little bit slower. But once they get here and have stock here, and a warehouse, it will be much better.”
Mike Jones – Image by Rob Mott
Trevor: How difficult is it to get the budget for the season and what’s the ballpark figure, without giving too much away, to run Mike in Superbikes and Oli in Supersport.
BH: “It’s really difficult, it’s a strange time, with winning the championship last year you would think things would be easier, but it just didn’t pan out that way. Our major sponsor QBE left straight away – the next day – and our support from within the industry isn’t as strong, because they just don’t have the money. They are not trying to bullshit me, it’s just a different time now for the importers, it’s definitely difficult.
“How much… for a cash figure on top of everything else… you wouldn’t get away with anything less than 350k in cash, that you can spend on whatever you need. But then on top of that the tyres, everything else that goes into it is probably another… bike and parts and all that… it must be another couple of hundred, and then with the stuff we are getting given. It would have to be half a million bucks, it really would.”
Mike Jones – Image by Rob Mott
Trevor: And that’s with you having your own premises, and not really adding up your time…
BH: “Yea, exactly, I mean I’m not making money out of it, obviously people come to my shop, but it’s a trade-off that’s for sure.”
Even winning the championship does not translate to less budgetary worries…. – Mike Jones – 2019 ASBK Superbike Champion – TBG Image
Trevor: You raced and worked on various models of ZX-10R Kawasaki when you yourself were racing, and the riders on your team through those years were Kawasaki riders, including Mike himself when he won the title in 2015, the year the series was at perhaps its lowest ebb. What’s the main difference working with the Italian bike, on the Ducati, compared to the then more street bike focused Kawasaki and other Japanese machines?
BH: “They are much more basic – the Kawasaki – in short I always said this, if you can see a bolt on a Japanese bike, you can undo it. It’s not like that on a Ducati. Just because you can see a bolt does not mean you’ll be able to undo it.
“But the good thing about Ducati is that they are very, very focused on racing, and if you understand the way they build things, they are quite fast to work on. You pull big sections of the bike off in one hit, and things like that once you understand and think a bit more laterally about how you approach them.
“They are probably faster to work on once you get the hang of them. And notice the little bits here and little bits there, and you basically pull the bike apart in sections.”
Mike Jones will defend his #1 plate with Ducati but has switched from V-Twin to V-Four power for season 2020
Trevor: I’ve heard it’s about a 12 hour operation to fit a full exhaust on the V4…?
BH: “If you didn’t know what you’re doing, then yes, and honestly my toolbox has quadrupled since I started working on Ducati motorcycles, and it’s the tricky little tools, and the odd little thing you’ll make to help you. It has got to the point now where through my shop I am putting exhausts on in about five hours, something like that.”
Ducati Panigale V4 R – Image by Rob Mott
Trevor: So if a punter turned up at your shop in Queensland, they’d expect to pay five to six hours to get one fitted?
BH: “Yea they would, I always quote eight as that’s what Ducati quote, in case we get into trouble, but generally the punters go home a bit happier.”
Trevor: It’s good you bought up the nuts and bolts, the rear wheel on that Ducati….I see your boys swing off some pretty big bars putting that big wheel nut on, there’s 230 nm of torque or something put on that nut..?
BH: “That’s right, I don’t even tighten it up as much as you’re meant to, as we take it on and off all the time, and it gets too much.”
Ducati Panigale rear wheel nut – TBG Image
Trevor: It’s almost horrifying to watch, how much force gets put through the big bar, to put that nut on.
BH: “I can’t remember what it’s called, there’s a basic engineering thing, but if you have a threaded pipe and put a nut on the top of it, and torque that nut, it strengthens the pipe like ten-fold, and that’s why they do it. I can’t remember, it was so long ago that I learnt it.”
Trevor: So it effects the rigidity of the bike?
BH: “Absolutely, when you look at the axle, it’s so thin, the bit the wheel is hanging off is just so thin, and you would think not strong enough, it’s no special metal, there’s no magic there, but it’s the engineering that goes into it. When you do something like that and torque it that tight, the structural strength it gives the axle is incredible.”
Mike Jones – Image by Rob Mott
Trevor: What are the power and torque figures of the V4 in ASBK race trim, compared to the 1299?
BH: “The 1299 was a little bit stronger…”
Trevor: You’d expect that with a bit more torque..?
BH: “The 1299 was stronger up top, maybe five horsepower up top, just over 220-ish. The V4 is making peak power at 15,800rpm.”
Trevor: Overall, I guess this goes for everyone in Aussie Superbike, that race winners seem to be decided by who can make their back tyre last a race distance. Just how exacting is the suspension set-up required to give your rider the tyre longevity to race for the win in ASBK?
BH: “One mm, a click, half a turn of preload, it’s so so close, but I sometimes think that’s half in the rider’s mind. Put half a turn of preload and is it any different? You’d be doing well to tell. Tyre life is a combination of so many things, if I could put a percentage on it, I think its 70 per cent suspension, 30 per cent electronics, or say 20 per cent electronics, and 10 per cent good tyre management by the rider.
“You could vary those figures sometimes, different riders, some guys just roast the tyre out of it, no matter what you do. Some make tyres last longer, they just have a different technique.”
Pirelli runners were fastest at P.I. – Image TH
Trevor: In what specific ways does the machine setup vary between Mike and TB. I would imagine it would be a big difference between the two?
BH: “Honestly, not really, like when Mike rode our bike for the first time – on Troy’s set up – he was immediately fast on it, and there was just little stuff to tweak. Even this one (V4 R), Troy rode this one first, and did his thing, and pretty much from what Troy had to say from all the notes, is very similar to what Mike had to say.
“They do a few little things differently, like gearing, Troy really lets the bike do a lot of work, letting the bike go down and lug from low, but Mike revs them a lot more. If I could pick one thing that’s markedly different, Jones likes it stiffer in the front. They are actually pretty similar, yet they ride nothing like each other.
“They ride different, Troy can use a tyre, Jones is really good at looking after a tyre, everything is so different, but I really believe if Troy rode Jonesy’s set up, he’d be happy. And Jonesy, even when he’s not completely happy has the same thing to say about the bike as Troy.”
Mike Jones – TBG Image
Trevor: What’s your expectations for Oli in Supersport this year?
BH: “I think he needs to knuckle down and he could win it. He certainly has the resources around him, and he’s a pretty talented fella when everything clicks for him, then he’s unreal. I’ve seen it happen for him a few times and it’s a bit special, which is nice for him. I reckon he could win it for sure, he has some really good people around him now this year, that should see him in the right direction more often, last year he was just learning, and there was nothing wrong with the team from last year, they were perfectly fine, but he is just trying to learn at 15, and have a crack at it.”
Oli Bayliss – TBG Image
Trevor: What ASBK rules would you change if you could?
BH: **Long pause**
“To be honest, I like it just how it is. It’s quite good, and the proof is in the pudding, as there’s a lot of good riders on all different brands going fast. Really any brand can potentially win here.
“What would I change, currently not much. What I can see happening moving forward in ASBK, I can see a change is coming and I think it will be bad for the sport.
“For instance, the way the electronics side of things is moving forward, if they don’t make an effort to reign that in, we are probably two seasons away from privateers not being able to afford to race to win anything. And currently as it stands, it’s already hard enough for them, like I’ve been there but if they (M.A.) are not careful – and they are not careful – because sometimes *pauses*…. they have the right people, just not quite *pauses*…. it’s hard to say without sounding rough, but they perhaps don’t have enough resources, and they maybe don’t have quite the experience on the latest machinery. People like this, someone like me can manipulate very simply, and they don’t understand what I’m doing to them. And I don’t do it, but I know I can for sure.”
Ducati V4 R instrumentation – Image by Rob Mott
Trevor: So what would you suggest is the answer, going down the line of a control ECU like BSB use or something along those lines?
BH: “It’s nice for everyone to have a race, and you know you have a race in all aspects, I like the tyre war that maybe is going to happen. It’s going to happen, I don’t know who’s going to be best or what yet. I like all the different things that go down, and it is a race.
“It’s nice to race in all aspects of the term, but for sure if they are not careful, very soon I think they will find some of the manufacturers are not going to be that interested in racing in a race that then they can’t win. It just doesn’t make good sense. It’s not good for their brand, doesn’t make good economic sense and that’s why you see people ending up pissing off to do their own thing, that suits them, and that’s just business.
“So that’s a strange way to answer your question. But as it was last year it was much better but what I see happening rolling into this year will open a can of worms.”
Mike Jones – Image by Rob Mott
Trevor: What is different this year?
BH: *long pause*
“Sort of the progress the electronics are making, in short, and I would say there will be a change as new models roll out, if M.A. aren’t careful, then I think they’ll find people will struggle to continue to compete fairly. At least not throughout a whole year.
“A privateer is not going to be able to turn up and win. Looking at Jonesy at the beginning of last year, as a privateer busting their ass like usual, and he turned up and banged the thing on the box and did the fastest lap here. That’s good, it’s great to see that. We already knew what he was capable of, but that gave us another opportunity to see it again, and then for him to ride our bike. If things move forward the way they eventually will, then you won’t see that again. It’ll be more like a handful of guys, always the same…. that’s what I think.”
Mike Jones – Image by Rob Mott
The 2020 Mi-Bike ASBK Championship season gets underway in conjunction with the WorldSBK season opener at Phillip Island over the March 1 weekend.
Ducati launches Project 1708 which is code for the V4 Superleggera on Thursday (6 February 2020).
It is expected to be one of the world’s most powerful street-legal super bikes with 167kW (224hp) at 15,250 revs.
Throw on the optional Akrapovic full racing exhaust system and power is boosted to 174kW (234bhp), even beating the supercharged Kawasaki H2 at 171kW (230hp).
That compares with the Aprilia RSV4 1100 Factory at 162kW (217hp) and new Honda CBR1000RR-R Fireblade with 160kW (212hp).
CEO Claudio Domenicali gushed about the project in this invitation:
All the bikes we produce are a declaration of our desire for perfection. But nothing is comparable with the Project 1708 is a true statement of intent, it is thew monument in which we draw a line between trying and doing. Iy is out most pioneering creature.
Super light
As we can see from the top image plus this leaked photo (above), it will feature a lot of lightweight carbon-fibre bike.
So the bike will weigh just 152kg which is 20kg less than the V4R, hence the term superleggera (super light).
The Superleggera’s Desmosedici Stradale R V4 engine is a big jump up from the “standard” V4 with (155kW/208hp, 124Nm) and V4S/R (top of page) with 159kW (214hp).
However, it is expected to have a super cost as well at $US100,000 (about $A145,000).
In MotoGP, if you didn’t have wings last season you were on the outer and Ducati’s ‘winged’ Panigale V4 R dominated the British Superbike series last year and in World Superbike Ducati looked unstoppable, at one stage… Downforce-generating wings are now everywhere in motorcycle racing and now the technology is filtering down to the end-user on the road, which is great news for me and you. And yeah, they look pretty cool.
Ducati Panigale V4 S aero wings
For 2020 Ducati has added its distinctive wings to the Panigale V4 S along with other improvements such as updated Evo 2 electronics, revised handling, and easier-to-use power characteristics with lower torque in the first three gears.
Ducati Panigale V4 S
We sent international journalist, and former road racer, Adam Child, to Bahrain to test out the new $40,490, V4 S around the very fast 5.4 km F1 track. And yes, it rained, in the desert, where it never rains. But luckily the Brit is use to racing the rain, and if Ducati are claiming their new V4 S is easier to ride, then what better way to find out than in the wet at 180 mph?
Ducati Panigale V4 S
The 2020 V4S’s new wings are the same shape and dimensions as those seen on the WSBK and British Superbike machines that were so dominant last year. Aside from looking good and instantly shouting ‘I’ve bought a new Ducati’, they exist to create downforce and are now standard fitment.
Ducati Panigale V4 S
Like an aeroplane wing (in reverse) they only make a difference at high speed. At 100 km/h they create 4 kg of downforce; at 200 km/h, 16 kg; and at 1300 km/h, 37kg. This downforce has numerous benefits, chief among them a reduction in power wheelies as all that weight is pushed down onto the front end, meaning less electronic intervention by traction control and, for the rider, less rolling off of the throttle.
Ducati Panigale V4 S
Often at high speeds, a conventional front end can get flighty as the rushing airflow lifts the front, and the rider, holding on for dear life, accentuates the effect by pulling on the bars. As speed raises, the forks extend and in extreme situations the shock sits. But wings add downforce, forcing more weight onto the front wheel contact patch, giving a more planted feeling while allowing the bike to steer better and hold a tighter line.
Ducati Panigale V4 S
At Bahrain’s 5.4 km F1 race track, the wings were inspiring, while stability, even in the wet nudging 300 km/h, was excellent. There was a minor weave from the bars, but this was due more to the movement of the wet tyre at speed than aero. In 160 km/h-plus, third-gear corners the Ducati held its line impeccably, understeer lacking as the front tyre was squashed into the track.
Ducati Panigale V4 S
The only downside to aerodynamic downforce is that they create drag, which reduces top speed and will increase fuel consumption. However, Ducati has re-thought the bodywork for 2020, making the bike more aerodynamic to offset this, meaning top speed hasn’t been significantly affected. And hey if you’re worried about fuel economy, then perhaps don’t buy a Ducati Superbike.
Ducati Panigale V4 S
The front fairing is 15 mm wider per side, the screen 34 mm taller and the sides extend outwards 38 mm more than before. The larger fairing gives the rider an easier time; you can tuck out of the wind. And again, the added bodywork aids the stability as the rider, now cocooned behind a larger screen, isn’t holding on as hard and pulling on the bars as they fight the wind-blast.
Ducati Panigale V4 S
Ducati has even improved the air-flow around the bike, which should mean the Panigale might now be cooler in traffic, the now old bike did it’s best to BBQ your inner legs in summer.
Despite the V4S’s huge output, wheelies were never a problem on track in Bahrain, albeit on what is a super-flat F1 surface – though some of this progress could be down to the new V4’s reduced torque and superior electronic riding aids. Ducati has reduced the Desmosedici’s Stradale’s arm-ripping torque in the first three gears to make the bike more rideable before full torque is unleashed in the higher gears.
The four-cylinder Panigale is still rapid – the 1103 cc 90° V4’s peak power remains at 214 hp – but by allowing the rider to get on the power more smoothly and safely in those lower gears, it is markedly easier to use. This doesn’t mean slower – you can get on the power sooner, and without traction control intervention it ultimately means your top speed is higher on the straight and your lap-time is reduced with less effort from the rider.
Ducati have developed the front alloy frame from the V4 R WSBK bike, which reduces torsional and braking stiffness. Optimising chassis stiffness is like wearing race gloves, rather than over gloves: you have more feel, there is a closer connection between the front tyre and the rider. The damp conditions during our test amplified this, you could feel the accessible grip through the front Pirelli. Some sections of the F1 track had marginally more grip than others, a fact translated to my brain by subtle but distinct signals.
Ducati Panigale V4 S Ohlins electronic shock
Although the suspension seems visually the same as before, it’s very different. The bike’s centre of gravity has been raised 5 mm by raising the front by 4 mm while the rear shock is 2 mm longer with a 5 mm longer shock linkage. The rear spring rate is lower and pre-load is set higher.
Lifting a bike and raising the centre of gravity allows it to turn easier, like how tall people fall over easier than short people when drunk. The plusher rear adds grip and feel in the same way the chassis, mentioned above, has improved the front-end feel.
Ducati Panigale V4 S Ohlins electronic forks
The disadvantage of raising the C of G is that it tends to reduce the tyres’ edge grip at high angles of lean. To offset this Ducati has softened the rear suspension to aid grip and feel. The rear shock is a little softer and has more ride height, which has subsequently raised the seat height my 5 mm.
The bike undoubtedly turns with ease, and again wet conditions highlighted the improvements in front-end feel. You can feel the front tyre squirming and discovering grip, both on and off the brakes. The cornering ABS isn’t too intrusive and allows you to manipulate and feel that grip. Those Brembo radial M4.30 brakes are outstanding, the ABS EVO cornering system developed in partnership with Bosch is almost mind-blowingly effective. End of the straight, just shy of 185 mph, in torrential rain, and it’s time to jump on the stoppers for turn one – a first gear crawl of around 40 mph. The only bit we couldn’t test was edge grip at extreme lean. In the wet I wasn’t that brave. We will have to wait for a dry track day back home.
Ducati Panigale V4 S
For any rider to be fast they must have confidence in their bike, know where the limit is, and understand the feeling and level of grip from the tyres – and Ducati has significantly improved this feeling with the new V4S, the test’s wet conditions a great proving ground.
This isn’t just a bike for former racers anymore, a lightweight 214 hp superbike shouldn’t be so forgiving and, dare I say, so easy to ride in the wet. In back-to-back testing with the now old model, Ducati found that ultra-quick test rider, Michele Pirro, was 0.4s quicker on the new bike, while a more average fast track rider was over a second faster, highlighting how much easier the new bike is to ride.
Ducati Panigale V4 S
Some features of the bike have remained untouched. Ducati has kept the same engine spec’ and lay-out. The massive Brembo monobloc brakes remain, as does the cast aluminium single-sided swingarm. Other items carried over include the Marchesini aluminium wheels, magnesium head-lamp and mirror support and cast aluminium sub-frame. Pirelli Diablo Supercorsa SP rubber comes as standard with a 200/60 section rear but during our test we ran full race wets.
Ducati Panigale V4 S
The new EVO 2 system, which is similar to that used on the R model, is faster and smoother than before. Again, in the damp, you can feel the TC working overtime, but it’s only allowing a fraction less power than you’re asking for to control the slide and spin. In one very wet session it even coped with standing water without too many complaints. And remember, these rider aids can be changed on the move, via the three rider modes: race, sport, and street. Each mode adjusts the power, traction, wheelie and slide control, plus the cornering ABS, engine braking and even damping. With a closed throttle, change the mode, and simply switch over via the toggle on the left bar. It’s not confusing, just straight-forward to use.
Ducati Panigale V4 S
In one session, as the track and grip improved, I changed the pre-set modes, which increased the stiffness in the rear to increase high-speed stability (race wet tyres move around at high speed), and reduced the rider aids a fraction. I immediately noticed the difference these incremental changes made, again highlighting how much feedback the stunning new Ducati V4S gives.
Verdict
Yes, it was wet, more like the UK than Bahrain, and I would have preferred the dry, but in many ways it was a better to test Ducati’s claims of an easier, more forgiving bike for 2020.
Ducati Panigale V4 S
After riding all day in mixed conditions until dark I can confirm the 2020 V4S is more forgiving. I can certainly see a less experienced rider lapping quicker on the new bike, as Ducati found during their testing. You can ride faster and for longer as it’s easier.
Simply put, the beast has been tamed. It’s now far easier to ride, especially for less experienced riders. 214 horsepower has never been so simple to manage, and the wet test amplified this.
Ducati Panigale V4 S
It has arguably the best electronics package on any bike on the market and is also perhaps the most desirable and sexy sportsbike on sale too.
It is expensive and friends will be envious, so it’s not perfect, but close.
Adam Child with the Ducati Panigale V4 S at the world launch in Bahrain
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok
1994 Ducati 916
Ducati Paso is no design master
Loopy cabling
2020 Ducati Scrambler 1100 Pro
Jeremy talks with ArtCenter students (Image: James Lipman / jameslipman.com)
