Editing Ducati Panigale V41100 Speciale

{{Infobox Motorcycle
|name             = [[Ducati]] Panigale V41100 Speciale
|image            = [[File:Ducati-Panigale-V4-Speciale-09.jpg|frameless|Ducati Panigale V41100 Speciale]]
|aka              = 
|manufacturer     = Ducati
|parent_company   =
|production       = 2018
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder
|bore_stroke      =
|compression      = 14.0:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         =
|spark_plug       =
|battery          =
|transmission     = 6 Speed with Ducati Quick Shift (DQS) up/down EVO
|frame            = Aluminum alloy "Front Frame"
|suspension       =Front: Fully adjustable Ohlins TTX36 unit. Electronic compression and [[rebound damping]] adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm <br>
Rear: Progressive [[linkage]] with fully adjustable Öhlins monoshock with top-out spring. Aluminium single-sided swingarm
|brakes           =Front: 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® (M4.30) 4-piston callipers with Bosch Cornering ABS EVO <br>Rear: Single 245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO
|front_tire       = {{tire|120/70 ZR17 Pirelli Diablo Supercorsa SP}} 
|rear_tire   	  = {{tire|200/60 ZR17 Pirelli Diablo Supercorsa SP}} 
|rake_trail       =
|wheelbase        = 1469 mm / 57.8 in
|length           =
|width            =
|height           =
|seat_height      = 830 mm / 32.4 in
|dry_weight       = 173 kg / 381 lbs
|wet_weight       =
|fuel_capacity    = 16 Liters / 4.3 US gal / 3.9 Imp gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooled cooled Four stroke, Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder. The engine featured a 14.0:1 [[compression ratio]].  

==Drive==
Power was moderated via the Hydraulically controlled slipper and self-servo wet multiplate clutch.  

==Chassis==
It came with a 120/70 ZR17 Pirelli Diablo Supercorsa SP front [[tire]] and a 200/60 ZR17 Pirelli Diablo Supercorsa SP rear tire. Stopping was achieved via 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® (M4.30) 4-piston callipers with Bosch Cornering ABS EVO in the front and a Single 245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO in the rear. The front suspension was a  Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm while the rear was equipped with a Progressive linkage with fully adjustable Öhlins monoshock with top-out spring. Aluminium single-sided swingarm. The Panigale V41100 Speciale was fitted with a 16 Liters / 4.3 US gal / 3.9 Imp gal fuel tank. The bike weighed just 173 kg / 381 lbs. The wheelbase was 1469 mm / 57.8 in long.  
== Photos ==
[[File:Ducati-Panigale-V4-Speciale-09.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Stradale-V4-_2.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-05.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-03.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-08.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-01.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-02.jpg|600px|Ducati Panigale V41100 Speciale]]
[[File:Ducati-Panigale-V4-Speciale-04.jpg|600px|Ducati Panigale V41100 Speciale]]

== Overview ==

Ducati Panigale V4 Speciale






















Ducati has just announced a three-bike line-up of Panigale V4, Panigale V4S
and Panigale V4 Speciale, all using the new and hotly anticipated 1103cc, liquid
cooled, Desmosedici Stradale 90-degree V4, making a whopping 211bhp at
13,000rpm. Given that its kerb weight is 195kg (for the S and Speciale), the
power-to-weight ratio is immense.
Replacing the 1299 L-twin at the head of the supersports production segment,
the Panigale V4 is not only the first mass-produced four-cylinder Ducati, its
the only sports bike to use a 90-degree V configuration, a counter-rotating
crankshaft and twin pulse ignition. Not only that but it revs to 14,000rpm.
30 years after the first twin cylinder sportsbike, the 1299 Panigale R Final
Edition rolled off the Bologna production line earlier this year but only just
before the V4 announcement was made. The four-cylinder version uses the same
81mm bore as used in the Desmosedici MotoGP engine (the maximum permitted in the
rules) but a longer stroke gives the motor a total displacement of 1103cc making
the Ducati engine the most powerful in the production sportsbike class.
The limited edition Speciale version has a full Akrapovic system as an
optional extra and thatll provide a much needed extra 2bhp.
The first Panigale V4 engine is too large to be legal for superbike racing.
Displacing 1,103cc, it will be followed next year by a 999cc version that will
homologate for racing.
Here is Ducati press release with all the details on the three versions,
including the Standard, S and Speciale:
The Panigale V4. A bike that begins an exciting new chapter in the Ducati
story, a new symphony  of  all- Italian performance and emotion. The Panigale
V4 is the first mass-produced Ducati bike to mount a four- cylinder engine,
derived directly from the  MotoGP  Desmosedici.  Its  a  concentrate  of
Ducati  technology, style and performance. With an engine displacement of 1,103
cm3, 214 hp and a power/weight ratio of  1.1 hp/kg,  this bike  sets a new
standard in the supersport production bike  segment.
The Panigale V4 replaces the iconic 1299 at the top of the Ducati
supersport range, doing so by enhancing performance and ridability so that
riders of all skill levels can enjoy boundless  fun  and  excitement.  The
Panigale V4 has been developed in close collaboration  with Ducati Corse,
drawing  directly  on  know-how  and technology from the racing world to provide
a road bike that is the closest thing possible to its MotoGP counterpart.
The outstanding performance of the Panigale V4 is underlined by a
completely new design which, while it follows on from that of the supersport
bikes that preceded it,  now  even more effectively transmits the power and
essentialness of Ducati racing bikes. The Panigale  V4  name combines  the
alluring  Panigale  tag with the V4 designation that marks the break with
the past, indicating the start of a whole new era for the Bologna-based  bike
manufacturer.
The new Ducati supersports family consists of the Panigale  V4   the
essence of the new  sports  bike   and the Panigale V4 S. The latter mounts
Öhlins suspension featuring the Smart EC 2.0 system with a new adjustment
interface and top-drawer components such as forged aluminum wheels  and  the
lithium  ion  battery. Completing the range is the exclusive Panigale V4
Speciale, a numbered, limited-edition bike with a dedicated  livery,   titanium
exhaust and  machined from solid components.
The philosophy followed by the Panigale V4 development team mirrors the
approach taken by Ducati when developing a racing bike: total integration of
engine, chassis and rider. To achieve that goal MotoGP-derived technology has
been employed. Development has involved Ducati Corse technicians and riders,
making the Panigale V4 a production sports bike that comes close to being a
MotoGP prototype, built for both excellent on-track performance and outstanding
on-road ridability.


The Desmosedici Stradale engine is a 90° V4 with Desmodromic timing, just
like the Desmosedici GP from which it also takes an 81 mm bore (the maximum
allowed by MotoGP rules). This has been combined with a longer stroke than that
used in racing (giving a total displacement of 1,103 cm³)  to boost  low-to-mid
rev  torque and reduce maximum revs so that the power is easier to handle. The
new Ducati engine puts out a maximum of 214 hp at 13,000 rpm, making the
Panigale  V4 the most powerful bike in the segment, yet  easy to handle thanks
to a torque of 12.6 Kgm at 10,000 rpm. Despite such outstanding performance, the
Desmosedici Stradale has long maintenance intervals, with valve clearance
inspection only necessary every 24,000 km.
The Panigale V4 engine is the only one in the sports segment with a 90° V
configuration. Its also the only engine to use technology such as the
counter-rotating crankshaft and  twin pulse  ignition.  These solutions  have a
positive impact on bike dynamics, making it more agile  during changes  of
direction, fast and stable   on the  straight and  ensuring easier
out-of-the-corner torque  handling.
The already high power of the standard Desmosedici Stradale configuration
can be boosted to 226 hp by mounting the all-titanium  racing exhaust,  made by
Akrapovič  as per Ducati Corse specifications.
To contain the inevitable weight gain with respect to the 1299 Panigale
(because of the 4 cylinders)  Ducati  has developed an all-new frame where the
Desmosedici Stradale itself has a load-bearing function. Called Front Frame,
its more compact and lighter than a perimeter frame and uses  the  engine  as
a  stressed chassis element. This solution ensures the right torsional rigidity
for on-the-edge riding and gives riders outstanding feel. The Front Frame has
allowed the designer to create a bike that is slender in the tank-seat merge
zone: this, together with seat/handlebar/footpeg triangulation, ensures perfect
bike-rider integration. Together  with meticulous  design and the use of light
materials, the new  frame keeps  the kerb weight  of the  S and Special versions
down to 195  kg. This weight, combined with the 214  hp, means a power/weight
ratio  of 1.1 hp/kg,  putting  the Panigale  V4  S at the top of the sport bike
segment.
The Panigale V4 doesnt just set new performance standards. Thanks to the
potential of the six-axis Bosch inertial platform, a latest-generation
electronics package with some previously unseen features defines new active
safety and dynamic vehicle control standards in all riding situations. The
Panigale  V4  introduces controls such as controlled drift during braking, ABS
Cornering on the front wheel only thanks to a set-up specially designed for
track riding and Quickshift Up & Down with a strategy that takes lean angles
into account. All these controls  developed on the track together with official
Ducati riders and test riders  are incorporated in the three new Riding Modes
(Race, Sport and Street) and can be adjusted via the advanced TFT panel  that
makes the Panigale  V4  the highest-tech bike  in the category.


The range
Panigale V4

Colour

Ducati Red with grey frame and black wheels




Main standard features

New Desmosedici Stradale engine,  1,103 cm3
New Front Frame
Cast Magnesium alloy front sub frame
43 mm Showa Big Piston Forks (BPF), fully adjustable
Sachs monoshock, fully adjustable
Sachs steering damper
Latest-generation electronic package with 6-axis Inertial
Measurement Unit (6D IMU): ABS Cornering Bosch EVO; Ducati Traction
Control EVO (DTC EVO); Ducati Slide Control (DSC); Ducati Wheelie
Control EVO (DWC EVO); Ducati Power Launch (DPL); Ducati Quick Shift
up/down EVO (DQS EVO); Engine  Brake  Control EVO (EBC EVO)
Buttons for  quick level shifting
Riding Modes  (Race, Sport, Street)
16 litre aluminum tank
5″ full-TFT dashboard
Full-LED headlight  with DRL
Two-seater configuration kit
Braking system with new  Brembo Stylema®  monobloc calipers
New Pirelli Diablo  Supercorsa SP tires, 200/60  at the rear
Pre-setting for Ducati Data Analyser + GPS (DDA + GPS) and
Ducati Multimedia System (DMS)



Panigale V4 S

Colour

Ducati Red with grey frame and black wheels




Same standard features as the Panigale V4 with the exception
of:

Suspension and steering damper with Öhlins Smart EC 0 system
Öhlins NIX-30 forks
Öhlins TTX 36 shock absorber
Öhlins steering damper
Aluminium forged wheels
Lithium-ion battery





Panigale V4 Speciale

Colour

Speciale color scheme with grey  frame and black wheels




Same standard features as the Panigale V4 S with the
exception of:

Carbon fibre  front/rear mudguards
Machined-from-solid top  yoke  with identification number
Alcantara® seat
Dedicated handle grips
Adjustable foot pegs
Carbon fiber heel guard
Carbon fiber cover  swinging arm
Racing articulated levers
Brake level protection




Supplied kit:

Full racing titanium  Ducati Performance by Akrapovič  exhaust
system
Racing screen
Plate holder removal kit
Machined-from solid mirror  replacement plugs
Ducati Data Analyser+ GPS (DDA + GPS)
Bike cover
Racing fuel tank cap






Desmosedici  Stradale,  the new Ducati V4 engine
90-degree V4: the racing engine par excellence
Ducati sees the 90-degree V4 layout as the pinnacle of motorcycle engine
sports performance. Its no coincidence that this same solution is employed on
Desmosedici MotoGP engines. The 90-degree V layout evens up first order forces
naturally without having to resort to a  balancing  countershaft  to  eliminate
vibration, a solution that, as is known, increases weight and drains power. This
key benefit, crucial to the reliability and mechanical efficiency of an engine
that revs as high as 14,000 rpm, is just one of many  that make this
Ducati-selected configuration  the  most technically refined possible.
Compared to a classic in-line 4, the lateral compactness of the V
arrangement allows for better m ass centralization and reduces the bikes
frontal cross-section. Moreover, the shorter crankshaft diminishes the
gyroscopic effect. All these aspects have a positive impact on motorcycle
dynamics, making  it  lighter  and faster when changing direction. Ample space
inside the V provides room for both the water pump and an  outsize airbox  (12.8
litres) that  lets  the Desmosedici Stradale breathe better.
Smooth integration of engine and chassis set-up forms the foundation of
every Ducati. Thats why the Desmosedici Stradale is designed to be banked
rearward 42°, just like  the Ducati engines  used  in MotoGP. This optimises
weight distribution, allows for larger radiators and brings the swingarm pivot
as far forward as possible.
Moreover, the Desmosedici Stradale has been designed as a structural
chassis element. The main frame attachment points have been incorporated in the
front of  the upper crankcase half  and in  the rear cylinder bank head.  Whats
more, the crankcase acts as a rear suspension and swingarm attachment  point.
Light and compact
Synergies with Ducati Corse has yielded a compact, light,
high-performance engine. Meticulous design and development by Ducatis engine
team has  resulted in power  delivery that  maximises  road riding  pleasure
and gives supreme track  performance.
Weighing in at  64.9 kg,  the Desmosedici Stradale is  just 2.2 kg
heavier  than the 1,285  cm³ Superquadro twin, clearly demonstrating the
attention  to lightness  that lies  at the heart  of every  Ducati project.


Engine casings are made of gravity die cast aluminum and are coupled
horizontally.  The upper crankcase  half  incorporates  the four Nikasil-coated
aluminum  cylinder liners  ensuring  wear protection and low friction.
The 81 mm diameter pistons that slide inside the liners have  two
low-attrition compression rings  and  an oil ring. Made of moulded aluminum,
the pistons feature box in box technology: this contains  both skirt  height
and below-chamber thickness, helping to reduce attrition and inertial loads
while maintaining the necessary strength and stiffness.
Racing-derived design is also underscored by a high compression ratio of
14:1. The pistons are coupled to forged  steel con rods with a centre-to-centre
of 101.8 mm.
Mounted on brass bushings, the crankshaft rotates on three supports and
is  made of  nitrided  steel  with crank pins  ground  twice over  and  offset
at  70°  as  on  the  Desmosedici engines  that  compete in MotoGP.
This particular shaft geometry, combined with the V engine layout, allows
for a special Twin Pulse ignition sequence.
To limit weight, all engine casings are made of die cast magnesium. The
same material has been used to make the cam covers, the oil  sump, the
alternator  cover and  the two-piece clutch cover.
Counter-rotating crankshaft
On normal factory bikes, the crankshaft turns in the same direction as
the wheels. In MotoGP, instead, counter-rotating crankshafts that run in the
opposite direction are widely used. Ducati  engineers  have borrowed this
top-level racing solution for the same reasons that first  saw  it  applied  in
competition.  Its benefits  stem from  two aspects of physics: gyroscopic effect
and inertia.
A counter-rotating crankshaft offsets some of the  gyroscopic  effect
generated  by the  turning wheels  and that,  in turn,  improves handling  and
makes the bike  more agile  when changing direction.
The second benefit has  to do with the inertia  (i.e.  the tendency of
an object  to oppose any change of  state) of the vehicle and the rotating
engine parts. During acceleration, drive torque is put down on the ground,
causing the bike to wheelie. A counter-rotating crankshaft, however, produces
inertia-linked torque in the opposite direction, lowering the front of the bike,
limiting the wheelie effect and thus boosting acceleration performance.
Similarly, during hard braking/deceleration the bike undergoes rear
wheel  lift-up:  however,  the crankshaft  itself also decelerates (i.e. its
revs drop), producing an inertial torque that works against lift-up. So a
counter- rotating crankshaft has advantages during both acceleration and
braking.
Of course, this layout demands the addition of the so-called
jackshaft  (*)  to  transfer  crankshaft  drive through the gearbox to the
rear wheel so it  turns the  right  way.
* The jack shaft adds an extra transmission elem ent to the crank
shaft-wheel connection system. This needs to be tak en into consideration when
establishing crank shaft power if the latter is obtained from measurements made
at the wheel. During both homol ogation and measurem ent on acceleration test
benches it is, therefore, necessary to consider an efficiency or, in any case,
an additional coefficient that is, by law,  fixed at 0.98.



Twin Pulse ignition
A combination of 70° crank pin offset and 90-degree V layout generates
what  Ducati  calls  a Twin Pulse firing order because its as if the engine
were reproducing the firing sequence of a twin-cylinder. The distinctiveness
lies in the fact that the two left-hand cylinders fire closely together, as do
the two right-hand ones. In the timing chart, the ignition points are, then, at
0°, 90°, 290° and 380°. Its this particular firing order makes the  V4  sound
like  a MotoGP Desmosedici.
In practice, if we imagine a cycle starting from 0°, the first cylinder
to fire  is  the front  one on the  alternator side. After just 90° of rotation,
the rear cylinder  on the same side fires. There then  follows  an interval in
which the engine generates no drive torque until the two cylinders  on  the
clutch side fire,  again just 90°  apart. In addition to an exhaust rumble like
no other in the motorcycle world,  the  Twin  Pulse  ignition sequence provides
a power delivery that Ducati MotoGP riders deem unbeatable as it provides
outstanding engine  performance and, therefore,  smooth handling,  especially
on  corners and out-of-the-corner stretches.
Variable Intake System
The Desmosedici Stradale engine takes in air through four oval throttle
bodies (52 mm diameter equivalent), connected to variable-height air intake
horns, featured for the first time on a Ducati engine. This solution optimises
cylinder intake across the rev range, giving major advantages in terms of power
delivery  and handling.
As rpm and rider-requested power vary, the air intake horns take on a
configuration  that  lengthens  or shortens the ducts, optimising the fluid
dynamics of the pressure waves that  run along  the  duct itself.
Controlled by the ECU, the system consists  of two stages: a fixed  horn
on  the  throttle body and  a mobile one that is moved along steel guides by an
electric motor. When the latter is  lowered,  it comes  into contact with the
short horn, geometrically lengthening the duct.  When raised,  the  fluid
dynamics  involve  only  the fixed  lower horn and the engine  configuration  is
characterised by a very short duct.
Each throttle body has two injectors: a sub-butterfly one for low-load
use and another  above  it  that comes  into play when maximum engine
performance is required. The throttle bodies of each cylinder bank  are  moved
by a dedicated electric motor. Thanks to the full Ride by Wire system, this
allows complex electronic control strategies and modulation  of  engine  feel
according to the  selected riding mode.



Latest-generation Desmodromic system
As on all Ducati engines, the Desmosedici Stradale sees Desmodromic
design playing  a  pivotal performance role. On the Desmosedici Stradale, the
Desmodromic system uses  fully  redesigned, miniaturised components that have
allowed for the construction of very small cylinder heads, achieving a degree of
sophistication, lightness and compactness never before seen on a Ducati. Every
single system component has been designed and tested to operate safely at the
high revs the V4 is capable of. New spark plugs  smaller than  standard models
 also help keep  the heads  compact.
The four Desmosedici Stradale engine camshafts control the sixteen
valves: valve diameters are 34 mm diameter  on intakes  and 27.5 mm on exhausts,
values  decidedly on the high side given the 81 mm  bore.    The valve  seats
are made of sintered steel.
Given the high revs attained by the V4 and the large valves, a
traditional spring system would be inadequate because the valves would be unable
to follow the steep cam profiles. This, then, is where the Desmodromic system
becomes  a must. With the Desmo system  the valves  are closed mechanically
with the same level   of accuracy as theyre opened. This allows the steep cam
profiles and radical cam  timings  that  optimise  intake  and  exhaust fluid
dynamics to provide  higher  engine  performance.
The camshafts are controlled by two silent timing chains. At the front,
the chain drives the intake camshaft which, in turn, transmits drive to the
exhaust camshaft via a pair of cogs (hybrid chain-cog timing). On rear timing,
instead, the chain drives the exhaust camshaft, which transmits drive to the
intake camshaft. This solution minimises timing power absorption, enhancing
performance and reliability. Front cylinder timing is controlled by the chain on
the right-hand side of the engine, turned by the crankshaft via a gear  obtained
on  the primary drive pinion. The one that  controls rear cylinder timing is on
the left-hand side of  the engine  and  is driven by a monobloc gear on the
crankshaft. Each cylinder head has an anti-knocking  sensor  that optimises
spark advance  to prevent  any combustion shock.
Semi-dry sump lubrication
As on MotoGP engines, the Desmosedici Stradale uses semi-dry sump
lubrication with delivery and return stages that  ensure effective  lubrication
of  all  moving parts at all times.
The oil circulation system consists of four pumps: one delivery lobe pump
and three  recovery pumps. One of the latter, a gear pump, draws oil from the
heads via two ducts while  the other  two lobe pumps  ensure efficient oil
recovery under all conditions, keeping the crankcase zone under the pistons in a
controlled, constant low pressure state and thus reducing airing losses (i.e.
power absorption caused by the aerodynamic resistance exerted  by the air and
splashing of the oil  in the con rod casing).
The oil tank  which also acts as a filter housing  is in a magnesium
sump mounted  underneath  the crankcase and connected to the gearbox but
separate from the crankcase. A dedicated  radiator, attached  just below the
water radiator,  cools the oil.


Cooling system
Housed in the engine V, the water pump is operated by a shaft, in turn
driven by  a  gear  train.  This positioning  solution  is designed to minimise
circuit size, boost efficiency and  optimise engine weight.
Gearbox and clutch
The 6-speed gearbox is specially designed for the Desmosedici Stradale
engine and features a rotary gear sensor to ensure optimal operation  with
Ducati Quick Shift  (DQS) up & down.
The sensor assesses the position of the gear shift drum and,
consequently, of the gear shift forks, with  extreme accuracy to ensure precise
gear selection. This, then, allows for a strategy that can restore torque
transmission only once the gear change has been completed, thus preventing
undue  gear  mesh stress so shifts are always  complete, precise and swift.
The hydraulically controlled wet clutch has 11 driving plates and
features a  progressive  self-servo mechanism that compresses the friction
plates when under drive from the engine without requiring any extra effort  from
the rider  to release the clutch.
While enhancing frictional efficiency, this also results in a
rider-friendly, light clutch lever feel. In sport riding conditions, the same
mechanism reduces pressure on the friction plates, enabling  a pure racing
slipper  action and reducing rear end destabilisation during aggressive
down-shifting, with the added benefit of a super-responsive  lever.
Long maintenance intervals
While performance levels surpass even those of the Superquadro, the valve
clearance inspection and adjustment (Desmo Service) interval remains at 24,000
km (15,000 miles), while general service intervals remain unchanged  at 12
months/12,000 km  (7,500 miles).
Shapes modelled  on mechanics
The new Panigale V4 was designed by the Ducati Design Center, starting
from the 1299 Panigale styling elements and evolving them into a muscular
machine, with sleek surfaces and assertive profiles. The styling development has
followed three typical racing model guidelines: design minimalism, integration
among components and the power transmitted  by surface treatment.  An  extra
touch to this project  has been  added by the improved aerodynamic efficiency
achieved through wind tunnel  testing  by  the  Ducati  Corse engineers.
The motorcycles bodywork develops around  the  technical  parts, and
in  particular,  the  new  Front  Frame left exposed, with the two pillars
extending laterally to the Desmosedici Stradale cylinder heads. The front is
dominated by two large airbox air intakes, which incorporate the full-LED
headlight in the top part, overshadowed by the ports. The headlight sizing is
reduced with the precise aim  of  enhancing  the  aggressive look of the two
oversized ports, especially when the engine  is  switched off. Below the air
intakes are two wing attachments designed to accelerate the incoming airflow.
The full-LED headlight includes a Daytime Running Light outlining with a
double-edged profile the top of the air intakes, and two compact LED modules
ensuring low-beam  and high-beam  functions.
The nose fairing is a perfect example of the concept of integration
underlying the new Panigale V4 stylistic approach. The front sub-frame, made of
magnesium, is partially exposed to become part of the bodywork.  The sub-frame
also supports  the mirrors with LED turn indicators  integrated  in  the outer
shell.
The search for essentiality and integration has also led to the
dual-layer fairing design: a less stretched out main fairing, and another layer
that also acts as an air outtake. The dual layer solution emphasises the
compact nature of the vehicle mechanics and is inspired by the iconic clean
lines of Ducati racing models  traditionally characterised by their stylish
fairings. The main fairing extends upward by  embracing the  tank with two
muscular shoulders which, at the top, morph into the cover of the compartment
that accommodates easily accessible electrical and  electronic components.
The tank has a shape designed to support the rider during track riding
and stretches out to below  the seat    just like in racing models. This
feature is highlighted by exposing the tank in the tail  area.  The tail is made
of two shell-cast aluminum half-shells, which starting from the  rear cylinder
head,  reach out  to hug  the  tank  part below the seat, ending up in the
single-seater one-piece tail  end, whose wing-shaped  design is inspired by the
shape of a car spoiler. The tail faring integrates the full LED light that is
also wing shaped: although a single piece,  it features the signature split
lighting  typical of  Ducati racing models.


Innovative Front Frame
The racing soul of  the new  Panigale  V4 is  apparent  in its  technical
specifications  including a kerb weight  of
195 kg for the S and Speciale versions (only 5.5 kg more than the 1299
Panigale  S).  It  would  be impossible to achieve these values by using a
traditional perimeter frame. For this reason,  a Front  Frame  has been
developed  using the Desmosedici Stradale engine as a load-bearing feature.
This solution is an evolution  of the monocoque design and was developed  on the
strength of  the experience  gained  in MotoGP.
Compared to the Monocoque design, the Front Frame allows torsional
rigidity and lateral rigidity to be kept separate,  so as  to obtain  the
right  response to the  stress transmitted  to the  frame and  better  absorb
any road surface roughness in cornering, ensuring the necessary stability. All
this results in superior agility and riding  precision  ensuring easier control
and  less fatigue  for the Panigale  V4 rider.
The main difference in lay-out over traditional perimeter frames is the
use  of  the  engine  as  a structural element of the frame. At just 4 kg, the
Front Frame features a compact frontal structure, secured directly to the
upper half-crankcase of the front cylinder head and to the V4 rear cylinder
head, with the engine also acting as a fixing  point  for the rear suspension
and a fulcrum point  for  the single-sided swingarm.
The most important advantage offered by the Ducati Front Frame is that
the Desmosedici Stradale engine can be used to achieve the required rigidity,
making it possible to significantly reduce the outreach, and consequently, the
weight, of the main frame, resulting in a better rigidity/weight ratio. Another
plus is the  fact that the reduced length of the pillars running alongside the
engine has resulted  in  a  more  compact motorcycle design  especially  in
the  rider seat area.
The frame is complemented by the lightweight front sub-frame, made of
magnesium, and the shell-cast aluminum seat sub-frame, secured to the
Front-Frame at the top, and screwed into the top of  the  rear cylinder  head
at  the bottom.
The rear suspension uses a rising-rate  linkage mechanism attached to
the  Desmosedici Stradale engine  via a forged aluminum element. The linkage
responds to the motion transmitted by a 600 mm long high- triangulation cast
aluminum single-sided swingarm, among the longest in the segment, to ensure the
best performance riding out  of corners.
The rake  and  trail are 24,5° and  100 mm  respectively.
Sophisticated suspension
The Panigale V4 is equipped with 43 mm  Showa Big Piston Forks  (BPF),
fully adjustable in spring pre-load and compression and rebound damping. The
fork bodies house chrome sliders with Brembo radial caliper mountings. A Sachs
steering damper completes the front-end package. The rear unit  is  a fully
adjustable Sachs shock, fixed  at  one end to the Desmosedici Stradale through a
forged aluminum  element.
The Panigale V4 S and Panigale V4 Speciale are equipped  with Öhlins
NIX-30  forks, Öhlins  TTX36  rear shock and Öhlins steering damper, with an
event-based control system. In these versions,  the suspension  and the steering
damper are controlled by the second-generation control system Öhlins Smart EC
2.0, featuring,  among other  things, the  new Objective Based Tuning  Interface
(OBTi).
Wheels and Tyres
While the Panigale V4 is fitted with 5-spoke cast aluminum wheels, the
Panigale V4 S and Speciale feature 5-spoke forged  aluminum  alloy wheels.
Ducati and Pirelli worked hand  in hand to develop the new  Panigale V4,
the first motorcycle ever  to feature as factory equipment the new Pirelli
DIABLO Supercorsa SP 120/70 ZR17 at the front and  the revolutionary size
200/60 ZR 17 at the rear. The latest version of the DIABLO Supercorsa SP, in
the new 200/60 ZR  17 size already popular  as a slick option in the FIM World
Superbike Championship,  is a pioneer in the field of racing replica tires. The
innovative profile of  the resized rear  tire maximises the contact patch at
extreme lean angles  and makes  the most of the bi-compound technology used: the
SC2 compound used    for  the shoulder  area is  the same used for  racing
slick products,  ensuring the enhanced grip of  racing tires while guaranteeing
at the same time the strength and versatility needed for  road  use. In  order
to work in perfect harmony with the rear tire, the front tire has gone through
an extra, major development step: all the riding items related to handling, from
rider feedback through support solidity to safety feeling and grip loss
predictability, have been optimized by creating a new front profile, slightly
increased in terms of maximum section width with respect to the previous version
of the product. Redesigning the geometries of the semi- finished products and
the belt  pattern has  made it possible to set new  agility and  rideability
standards, with  at the same time top racing level performance. Finally, the new
tread pattern of the DIABLO  Supercorsa  SP features a new flash geometry to
optimise track performance by improving wear, and reduced groove widths
designed to  provide  adequate  support for stronger side thrusts.


Exclusive braking system with new Brembo Stylema®
calipers
The Panigale V4 range is fitted exclusively with the brand  new  Brembo
Stylema®  monobloc  calipers  the latest evolution  of the  already
high-performance M50.
The new Stylema® calipers, machined from a single piece of alloy, feature
lighter-weight areas in the fixing bushings and in the body, which, compared to
the M50, make them visually more compact  allowing at the same time a weight
reduction of 70 g for each caliper, without compromising on rigidity. Other
improvements have  been  introduced in terms of internal ventilation  to ensure
higher  efficiency.
The new Stylema® calipers ensure improved hydraulic performance thanks to
their extreme rigidity, which translates into excellent  fingertip  feel,  a
shorter brake lever  travel and prompt response.
The twin Brembo calipers each have four 30mm pistons that grip  330mm
discs  to  achieve  outstanding braking performance  with at the rear a single
245 mm disc with a 2 piston caliper. The braking system is supported by  the
ABS  Cornering EVO  system, which uses the extra-lightweight  9.1MP  Bosch
control unit.
Racing tank
The Panigale V4s racing soul is enhanced by the 16  litre  lightweight
aluminum  tank  which,  just  like  in racing motorcycles, relocates part of
the fuel storage to below  the riders  seat. The space not  occupied  by the
fuel has been used to store all the electronics at front of the tank, under a
plastic cover: this includes the battery, which in the Panigale V4 S and
Panigale V4 Speciale versions is a lithium-ion pack.
Electronics
Latest-generation  electronic controls
The Panigale V4 not only sets new benchmarks in terms of top performance,
but  also defines  new  active  safety standards and vehicle dynamics  control
  thanks  to a state-of-the-art  electronic  package,  based on the use of a
6-axis inertial platform (6D IMU  Inertial Measurement Unit) that instantly
detects  the motorcycles roll, yaw and  pitch angles  in space.
The Panigale V4  electronic package  includes controls to ensure
management of  all  the riding phases; some of these control the start,
acceleration and braking  phases,  others  manage  traction,  while  others
kick in when riding into and out  of corners.

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

The operating parameters of each control are factory-associated with the
three  Panigale  V4s  signature Riding Modes. The rider can customise his  or
her riding  style and restore Ducatis factory settings. The level of one of the
DTC, DWC, DSC or EBC control functions can  be  quickly  adjusted  via  the
direct  access buttons  provided  on the left-hand switchgear.
ABS  Cornering Bosch EVO
The Bosch ABS system, equipped with a Cornering function that extends
ABS action to situations in which the vehicle is leaning in  corners, has
undergone a major evolution to reflect the  latest action  logic and types of
control.
The Bosch EVO Cornering ABS is settable to three different levels to
fully meet track and road riding needs, even  in the  most critical low-grip
situations.
While level 3 is indicated on the road or  for  low-grip conditions,
ensuring safer and more stable braking,  levels  2 and 1,  the hard-braking
options, are more suited to higher  grip  surfaces and track racing.
Selecting level  2 enables  the  rider to skid into  corners safely,
enhancing racing performance.
The ABS Level 1, recommended for track riding, is activated while
maintaining the Cornering feature  for extremely  hard braking  into  corner
and to help rectify any rider mistakes.
Ducati Traction Control EVO (DTC EVO)
The DTC EVO featured by the Panigale V4 is based  on  an algorithm  that
makes  intervention  faster  and more  accurate.  The  DTC  EVO   interfaces
with  the  Bosch  Inertial   Measurement  Unit   (IMU), constantly monitoring
the vehicles lean angle and using it to accurately calculate the degree of
intervention needed to ensure suitable  rear wheelspin (according to the DTC
EVO  level setting).
Moreover, the DTC EVO  also acts  on the throttle body valves  and
controls  spark and injection advance.  In all situations in which fast
intervention of the DTC EVO is not required, the use of the throttle body valves
ensures maintenance of optimal combustion parameters, ensuring a smoother
Desmosedici Stradale response and  system intervention.
With simpler types of traction control, detection of rear wheelspin sees
the system kick in to hold it in check. When optimal grip is re-established, the
system reduces intervention until spin reoccurs, and  the  cycle repeats. This
produces a graph that shows  intervention  oscillating  around a theoretical
ideal  intervention  line  that  represents  the traction limit. The DTC  EVO
reduces the magnitude  of  those oscillations,  making  the system operate
closer to the perfect  intervention  line. This  kind  of behaviour  is  highly
advantageous  as its effect on the dynamic balance of the motorcycle is minimal.
In addition, the system is designed to be stronger and more consistent, allowing
the motorcycle to maintain constant and predictable behaviour even when the grip
level  changes  i.e.  in case of rear  tire wear.
In addition to this enhanced intervention precision, when set to level
1 or  2, the DTC  EVO  introduces  a new function, named spin on demand,
allowing the rider to control the motorcycle up to levels that would previously
only have been possible for experts or pros. Now, when the machine is leaned
over, the rider  can use the throttle to request more wheelspin than that
obtained at the normal intervention level, allowing the motorcycle to pivot
around its front wheel and close the cornering line. The DTC EVO allows riders
to do this while keeping safety parameters under control, effectively letting
them close the cornering line with the rear wheel.
Ducati Slide Control (DSC)
The introduction of the 6D IMU has allowed the Ducati Slide Control (DSC)
 developed in conjunction with Ducati Corse  to be added to the Ducati
Traction Control EVO (DTC EVO). This new system provides  the  rider with
further support by controlling the torque delivered by the Desmosedici Stradale
engine  as  a function of the slide angle; its goal is  to improve
out-of-the-corner  performance by  preventing slide angles that might otherwise
be difficult to handle. The DSC relies on the 6D  IMU  that provides  the
vehicle control  unit with crucial information on vehicle dynamics  (such as
lean angle, acceleration  and much more). Thanks to these data  and depending
on the user-selected level  the DSC extends the performance range of the
motorcycle for everyone,  providing  improved  assistance under  extreme riding
conditions.
Like the DTC EVO, the DSC controls torque reduction by acting on the
throttle body valves, spark advance decrease and injection cuts. In every
situation in which fast intervention of the DSC  is  not  required,  the use  of
the throttle body valves ensures optimal combustion parameters, with a smoother
Desmosedici Stradale engine  response and  system intervention.
The DSC has two different settings: switching from level 1 to level 2
results  in easier  control of slide angles  that would otherwise be difficult
to handle. DSC intervention levels can be changed by accessing a special menu,
in which DTC EVO and DWC EVO values can also be set. It is also possible to set
direct DSC control via  the direct access buttons on  the left-hand  switchgear.
The DSC setting is always shown on  the display.
Ducati Wheelie Control EVO (DWC EVO)
The Panigale V4 also comes equipped with the latest version of  Ducati
Wheelie Control EVO  (DWC EVO). This system, using Bosch 6D IMU information,
ensures wheelie control to obtain top  acceleration performance in a smooth,
safe manner. The DWC EVO detects the occurrence and extent of wheelies to
control them with a higher  level  of  precision  ensuring a more accurate
response to rider input.
Ducati Power Launch (DPL)
This 3-level adjustable system ensures lightning-fast starts, letting
the  rider  focus  only  on  releasing  the clutch. Once set, the rider simply
engages the first gear and opens the throttle. During the first stage of
starting off, while the rider is modulating the clutch release, the DPL
stabilises the Desmosedici Stradale at optimal revs as a function of the
selected DPL level. In the second phase, when the clutch has been fully
released, the DPL controls torque delivery to ensure the maximum degree of
acceleration according to the chosen level.
The DPL makes use of the DWC  functions  and always  keeps  the DTC
active  to ensure maximum  safety at all times. Automatic deactivation of the
system occurs above the end-of-start speed, or once third gear is selected. To
protect the clutch, a specially developed algorithm allows only a limited number
of consecutive starts. The number of  available  starts resets itself when the
rider  uses the motorcycle normally.
The DPL is adjustable to three different levels, and is activated by
pressing the special button on the right handlebar.  Level  1 favours
high-performance starts, level  3 is safer and  more stable.
Ducati Quick Shift up/down EVO (DQS EVO)
The DQS EVO with up/down function, developed for the Panigale  V4,
compared to the previous  Panigale 1299 system uses the information concerning
the lean angle to maximize motorcycle stability when shifting gears  in corners.
The DQS EVO, as well as minimising gear shifting times, allows
down-shifting without using the clutch  ensuring even more effective hard
braking. The system consists of a  two-way  microswitch  built  into  the
linkage of the gear change lever; each time that the gearbox is actuated, it
sends a  signal  to  the  Desmosedici Stradale ECU. The system works differently
for upshifts  and  downshifts, integrating  adjustment of the spark advance and
injection during upshifts with a controlled opening of the throttle valve
during downshifts  ensured by  the  full Ride-by-Wire system management.
The extent and duration of system operation are designed to ensure
seamless gear meshing even under extreme track riding conditions; during
downshifts the  system  works  synergetically  with the  slipper  clutch and
the Engine  Brake Control (EBC).
Engine Brake Control EVO (EBC EVO)
The EBC (Engine Brake Control) system has been developed to help riders
optimise vehicle stability under extreme turn-in conditions, by balancing the
forces applied to the rear tire under  severe  Desmosedici Stradale
engine-braking conditions. The Panigale V4 EBC EVO, optimized on the basis of
the lean angle, monitors the throttle position, selected gear and crankshaft
deceleration rate under heavy braking and fine- tunes throttle opening to
balance the torque forces acting on the  tire.  The  EBC EVO  can be set  to
three levels  integrated  in the  Riding Modes.
Ducati Electronic Suspension EVO (DES EVO)
The S and Speciale versions are equipped with the event-based
electronic control  Öhlins  suspension  system, based on the second-generation
Öhlins Smart EC (Electronic Control) system which, in addition to leveraging all
the potential offered by the 6D IMU, has a new and more intuitive  rider
interface,  OBTi (Objective  Based Tuning Interface).
The electronic suspension offers the choice between manual mode (Fixed)
  allowing  compression, rebound, and damping of the steering damper to be
manually set via virtual clicks (32, from  fully open to  fully  closed, for
the suspension, and 10  for the shock absorber)  and automatic  (Dynamic).
When the Dynamic mode is selected, based on the information received
from the 6D  IMU  and  other sensors, the system automatically adjusts
compression and rebound  damping  in  response  to  the  riding style.
The main advantages offered by the Öhlins Smart EC 2.0 system concern the
riders option to customise the level of intervention on the suspension,
depending on individual riding  events  (braking,  cornering, acceleration), as
well as to adjust the operating parameters  of  individual  hardware
components. For  the rider, this means having access  to a superior  level of
motorcycle dynamics  control  improving road safety  and track lap time
efficiency.
New Ducati Riding Mode strategy
The Riding Modes allow the rider to choose from  three different
factory-set riding styles, perfectly adapting  the Panigale V4s behaviour to
the riders, to the track type, and to environmental conditions. Each Riding
Mode is programmed to instantly change the  engines  character, electronic
control parameters  and,  in  the S and Speciale versions, also the
suspension set-up. Each rider can customise his or her riding style and later
restore Ducatis factory settings.
Riding Mode Race  As the name implies, the Race RM has
been developed  for  experienced riders  who wish to make the most of all the
potential of the Panigale V4 on high-grip track surfaces. By selecting Race, the
rider can rely on 214 HP, with direct Ride-by-Wire throttle response and, on
the  S and Spec iale versions, a high-performance hard suspension set-up. The
Race mode implies a low-intervention default electronics setting, without,
however, compromising on safety, with the ABS  only  intervening  on the  front
wheel to provide  maximum braking  performance, but  with the Cornering
feature  always active.
Riding Mode  Sport  By selecting the Sport Riding
Mode,  the rider  can count on 214 HP  power  delivery   with a sporty
Ride-by-Wire response to throttle opening and, in the S and Speciale versions,
an equally sport-oriented suspension set-up. Electronic controls are set in such
a way as to help also less experienced riders adopt an effective, highly
spectacular riding style. In the  Sport  mode,  for  instance,  the  controlled
braking drift feature is active, allowing for safe wheel skidding when turning
into corners. The rear wheel lift control function  is active  and the  ABS
Cornering  function is  set to provide maximum cornering performance.
Riding Mode Street  The Street Riding Mode is  the one
recommended for  road use  of the  Panigale  V4. This RM offers the rider 214
HP  power  delivery with progressive Ride-by-Wire response  to throttle
opening, like in the Sport RM, and, in the Panigale V4 S and Panigale V4
Speciale versions, an extremely soft suspension set-up to absorb any bumps in
the road. The default setting of electronic controls helps ensure maximum
safety, by  guaranteeing  the  best grip and stability.
Second generation  TFT display  instrumentation
Ducati was the first motorcycle manufacturer to fit a model, the 2012
1199 Panigale, with full-TFT (Thin Film Transistor) color  display
instrumentation.
Six years later, with the Panigale V4, Ducati sets a new standard by
launching an advanced 5″  full-TFT, high-res (186.59 PPI  800xRGBx480) and
high-brightness color display, completely redesigned in terms of lay-out and
up-to-date graphics, and even more alluring. In developing the motorcycles
instrumentation, the main focus was on  readability  and easy access to
functions.
The most visible element of  the brand new  dashboard is  the virtual
circular rev-counter,  located on  the  right side, a clean break with past
equipment tradition, inspired by high-end automotive production. The Desmosedici
Stradale revs are displayed in the 1,000 to 15,000 rpm range via a needle
indicator,  whose motion is highlighted by a white trail acting  as  a shiftlight,
changing from  white to orange and  then  going red when approaching  the
over-rev area.
Two different layouts are available to  and can be recalled by  the
rider: the Track display, which focuses attention on the lap time indication
and in which the rev counter scale highlights  the  engine  rpm  values related
to the track-specific range of use; and the Road display, which instead of lap
times, shows Ducati Multimedia System (DMS) information, and highlights engine
rpm values typical of road riding. For improved readability, the indications of
the (digital) top speed, selected Riding Mode, and selected gear do not change
position  when the selected lay-out  is changed.
The Panigale V4 dashboard, in addition to the classic menu including
total kilometres, Trip 1, Trip 2, fuel consumption, average fuel consumption,
Trip Fuel,  Trip Time, Average  Speed,  Air  Temperature, Lap On/Off (in Track
mode only), and Player On/Off (in Road mode only), also features another  menu
in the bottom  right corner with two available functions: display/indication of
parameters  related  to  the  selected  Riding Mode or quick changing of DTC,
DWC, EBC  and DSC  parameters. Finally, the Panigale  V4  has  an  auto off
function for its direction indicators: the indicators will go off automatically
after riding out of a corner or, if pressed unintentionally, after a few hundred
metres on a straight stretch (variable between 200 and 2000 metres depending  on
the current speed of  the vehicle when the indicator  button is  actuated).
Ducati Lap Timer GPS (DLT GPS)
The DLT GPS allows lap times to be automatically recorded, stored and
displayed directly on the dashboard each time the finish line is crossed 
providing the rider has previously entered the finish line coordinates , by
pressing the light flasher button. The system has a useful Best Lap  feature
that  displays  the  lap  time flashing for 5 seconds if it is the best recorded
lap time in the current track session. For  each lap,  and for  a total of
15 consecutive laps, the lap time, max rpm and top speed  are
stored; this information can be  viewed on the dashboard by accessing the
special menu. The DLT GPS is part of the standard equipment on the Panigale V4
Speciale and is available as a Ducati Performance plug-and-play accessory for
the Panigale  V4 and Panigale V4  S.
Ducati Data Analyser + GPS (DDA + GPS)
The Ducati Data Analyser + GPS  (DDA +  GPS), evaluates  the performance
of the motorcycle and its  rider  by graphically presenting specific channels of
information. The DDA + GPS is  an  essential  piece  of equipment for track use:
it monitors the riders performance, in addition to automatically recording and
displaying lap times whenever the Panigale V4 crosses the start and finish line.
It stores a number of data channels  including throttle opening,  vehicle speed,
engine rpm, gear  selection, engine  temperature, distance travelled, revs and
DTC index. DDA + GPS is available as  a Ducati Performance plug-and-play
accessory, while  it is supplied as standard with the  Speciale.
Ducati Multimedia System (DMS)
The Panigale V4s versatility is demonstrated by a pre-setting for the
Ducati Multimedia System (DMS)  allowing the rider to accept incoming calls,
select and listen to a music track, and receive SMS notifications thanks  to
Bluetooth technology.
When the rider gets on the motorcycle, his or her smartphone
automatically connects to the vehicle via Bluetooth, allowing the rider to
handle the main multimedia features. The TFT  display  shows  the  played track,
the icon indicating new incoming SMS or the name of the caller. The call or
music  sound  are transmitted to the riders helmet earphones. The DMS is
available for the entire Panigale V4 range as an accessory.{|  class="wikitable"
|- 
!Make Model
|Ducati Panigale V4 Speciale
|- 
!Year
|2018
|- 
!Engine Type
|Four stroke, Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder
|- 
!Displacement
|1103 cc / 67.3 cu in
|- 
!Bore X Stroke
|81 x 53.5 mm
|- 
!Compression
|14.0:1
|- 
!Cooling System
|Liquid cooled
|- 
!Induction
|Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies. Variable length intake system
|- 
!Exhaust
|Full racing titanium Ducati Performance by Akrapovič exhaust system
|- 
!Starting
|Electric
|- 
!Max Power
|214 hp / 157.5 kW @ 13000 rpm
|- 
!Max Power With Akrapovič
|226 hp / 168.5 kW with Ducati Performance exhaust
|- 
!Max Torque
|124.0 Nm / 91.5 lb-ft @ 10000 rpm
|- 
!Clutch
|Hydraulically controlled slipper and self-servo wet multiplate clutch
|- 
!Transmission
|6 Speed with Ducati Quick Shift (DQS) up/down EVO
|- 
!Primary Drive
|Straight cut gears; Ratio 1.80:1
|- 
!Final Drive
|Chain; Front sprocket 16; Rear sprocket 41
|- 
!Gear Ratio
|1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
|- 
!Frame
|Aluminum alloy "Front Frame"
|- 
!Front Suspension
|Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminium single-sided swingarm
|- 
!Front Wheel Travel
|120 mm / 4.7 in
|- 
!Rear Suspension
|Progressive linkage with fully adjustable Öhlins monoshock with top-out spring. Aluminium single-sided swingarm
|- 
!Rear Wheel Travel
|130 mm / 5.1 in
|- 
!Front Brakes
|2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema® (M4.30) 4-piston callipers with Bosch Cornering ABS EVO
|- 
!Rear Brakes
|Single 245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO
|- 
!Front Wheel
|3-spokes aluminum alloy 3.50" x 17"
|- 
!Front Tire
|120/70 ZR17 Pirelli Diablo Supercorsa SP
|- 
!Rear Wheel
|3-spokes aluminum alloy 6.00" x 17"
|- 
!Rear Tire
|200/60 ZR17 Pirelli Diablo Supercorsa SP
|- 
!Rake
|24,5°
|- 
!Trail
|100 mm / 3.9 in
|- 
!Wheelbase
|1469 mm / 57.8 in
|- 
!Seat Height
|830 mm / 32.4 in
|- 
!Dry Weight
|173 kg / 381 lbs
|- 
!Fuel Capacity
|16 Liters / 4.3 US gal / 3.9 Imp gal
|- 
!Instruments
|Last generation digital unit with 5" TFT color display
|- 
!Seats
|Alcantara single seat
|- 
!Safety Equipment
|Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tire calibration
|- 
!Standard Equipment
|Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Marchesini aluminum forged wheels, Carbon fibre front/rear mudguards, Machined-from-solid top yoke with identification number, Alcantara seat, Dedicated handle grips, Adjustable foot pegs, Carbon fiber heel guard, Carbon fiber cover swinging arm, Racing articulated levers, Racing fuel tank cap, Brake level protection
|- 
!Additional Equipment
|Racing windshield, Machined mirror block-off plates, License plate mount removal plug, Ducati Data Analyser+ (DDA+) with GPS module, Paddock bike cover
|- 
!Ready For
|Ducati Multimedia System (DMS) and anti-theft

|}
== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=OYaSG_IoAXk|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=yXB4eXXD0wI|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=JPlEORCUzvo|600|center}}

[[Category:Ducati motorcycles]]