Ducati Panigale V4 2018

Ducati Panigale V4 - Step into a new era

The Ducati Panigale V4 chassis details are yet to be announced. Do not expect to hear much more about the full bike details until it is officially launched at Ducati's home show in Milan on the 7th November 2017.

We are however able to share with you some quite detailed engine principals and specifications that should whet your appetite and give you some insight as to how special this bike really is going to be.

The engine is a 90 degree V4 that continues to utilise the Desmodromic valve system that Ducati is so well known for. This positive valve closure does not suffer the lag issues of the convetional spring valve closure ensuring reliability all the way through it's 14,000 rev range.

This new V4 Ducati Superbike engine utilises a "Big Bang" firing sequence in order to optimise traction when exiting bends.

A counter rotating crankshaft that rotates in the opposite direction to wheel rotation is a trick that has been derived on the MotoGP bikes. The utilisation of this system helps to counteract some of the gyroscopic forces created by the wheels thus enhancing turning speed capabilities. A very useful by product of this is that it also helps reduce the wheelie phenomenon suffered on hard acceleration.

For 2018 we will see the road going version with an 1103cc engine capacity and staying with tradition, Ducati will unveil the racing Panigale V4 R  version with a capacity of under 1000cc a year later ready for the 2019 racing season.

Watch this space for further updates as and when we get them.

Please do have a listen to the soundtrack on the video. This bike just sounds like a Messerschmitt on steroids.

See "Description Tab" below for the rest of the details that we have.

Call Sales now on 01508 471919 to reserve your new Ducati Panigale V4 Superbike.

Ducati Panigale V4

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Ducati Extended Warranty

We've got it covered.

All new Ducati motorcycles come as standard with a 2 year unlimited mileage warranty and 24 months Roadside Assistance.

Ducati Ever Red

Peace of mind for 3 or 4 years

Ever Red is an additional 1 or 2 year unlimited mileage Ducati Factory warranty extension of your original warranty. We are only able to offer this product if it is purchased at the time of your motorcycle purchase, offering you 3 or 4 years peace of mind.

Ever Red is transferrable both on private sale or in the event of a bike being traded in and will therefore enhance the value of your machine at this time.

There are no claims limits, no claims fees, no added paperwork.

Warranty Extension Costs

Ever Red
12 Months
Pricing
24 Months
Pricing
1299 Panigale/S
X-Diavel
£449
£849

Multistrada 1200 All
Multistrada 950
Diavel
959 Panigale

£349
£649
Monster 1200
Supersport/S
£249
£479

Hypermotard/SP
Monster 797
Monster 821
Scrambler

£199
£379

Costs are inclusive of VAT of 20%

Please talk to a member of our sales team to organise this cover for you. 01508 471919

Ever Red

With Ever Red warranty extension, your bike is entirely covered for manufacturing defects.

Ever Red warranty extension includes all features in line with the standard manufacturer warranty.

However, it does not include:

a) Malfunctions owing to improper maintenance, repair or lack of care for the bike (we remind you that the official Ducati maintenance plan must be respected for the standard warranty to be valid).

b) Components subject to wear or deterioration as a result of the normal operation of the bike (for example: tyres, filters, lights, final drive, belts, flexible controls, spark plugs, friction components including the clutch and brake pads and discs).

c) Aesthetic damage to painted or chromed surfaces, also as a result of oxidation or atmospheric agents owing to environmental conditions or exceptional circumstances, or to irregular or incorrect washing of the bike.

d) Installation of components/accessories and modifications to the bike that are not approved by Ducati.

e) The bike's battery.

f) Bikes used in any kind of sporting competition.

g) Bikes used for commercial or rental services.

In the event of any query regarding your warranty please contact us here at Ducati Norwich 01508 471919

Desmosedici Stradale - The Desmo for the road

Powering the all new Ducati Panigale V4 Superbike is an all new engine - the Desmosedici Stradale. Read on to see just how much development has gone into this new engine and why...

Racing DNA
V engine

For Ducati, the V4 layout at 90° is the utmost expression of sportiness for a motorcycle engine. It is no coincidence that it is the same solution used in the MotoGP Desmosedici engines. The 90° V layout of the cylinders creates a natural balancing of first-order forces without the need to resort to a balance shaft to eliminate the vibrations that notoriously entail increases in weight and power absorption. In addition to this primary benefit, which is extremely important for the reliability and mechanical efficiency of an engine that reaches rotation speeds greater than 14,000 rpm, there are others that make the configuration chosen by Ducati the most technically refined.

Compactness

Compared to a classic in-line four-cylinder, the lateral compactness of the V-engine allows greater centralisation of the masses and makes it possible to limit the weight on the front end of the bike. Furthermore, the shorter crankshaft generates a smaller gyroscopic effect. All these aspects have a positive impact on the bike's dynamics, helping to make it light and fast when changing directions. The large space available between the V of the cylinders made it possible to position the water pump and have a large volume airbox (12.8 litres) to allow the Desmosedici Stradale to breathe better.

Integration of engine and chassis

The optimal integration of engine and chassis is a fundamental concept behind every Ducati project. That is why the Desmosedici Stradale was developed to be mounted rotated backwards by 42°, like the Ducati MotoGP engines, to optimise weight distribution, use more extensive radiators and to shift the swinging arm pivot forwards as much as possible.
The Desmosedici Stradale was also designed to be a structural element of the frame. Connections to the main frame were added to the front of the upper casing and in the head of the rear bank. The engine block also acts as a connection for the rear suspension and swinging arm.

Desmodromic system

Like all Ducati engines, on the Desmosedici Stradale the design of the Desmodromic system is a key factor for obtaining top performance. The Desmodromic system in the Desmosedici Stradale uses components that have been completely redesigned and miniaturised to obtain very compact heads, achieving a level of sophistication, compactness and lightness never seen before on a Ducati bike. Each component of the system was designed and tested to safely reach the rotation speeds the V4 is capable of achieving. Also contributing to the compact engine heads are the new spark plugs, smaller than the standard model currently in production.
The four camshafts of the Desmosedici Stradale engine move the 16 steel valves, the intake valves having a diameter of 34 mm and the exhaust valves measuring 27.5 mm in diameter, quite large in relation to the 81 mm bore adopted. The valve seats are made of sintered steel.

Given the V4's high rotation speeds and the large size of the valves, the latter could not follow the cam closure profiles using a traditional spring system. This is why the Desmodromic system becomes indispensable. In Ducati's "Desmo" the valves are mechanically closed with an accuracy similar to that of the opening phase, making it possible to realise more pronounced cam profiles and extreme timing that optimise the dynamic flow of fluids both during intake and exhaust and therefore greater performance of the engine.
The camshafts are controlled by two “silent” timing chains. On the front timing system the chain drives the intake camshaft, which in turn transmits motion to the exhaust via a pair of gear wheels (mixed chain-gear timing system). On the rear timing system, on the other hand, the chain drives the exhaust shaft which transmits motion to the intake line. This choice minimises timing absorption, benefiting performance and reliability. The chain that controls the timing of the front cylinders is positioned on the right side of the engine and is driven by the crankshaft through a gear on the sprocket of the primary transmission. The one that drives the rear cylinders is situated on the left side of the engine and is driven by a gear that is part of the crankshaft. Each head has an "anti-beat" sensor that makes it possible to optimise the management of advance firing, avoiding knocking phenomena.

Counter-rotating crankshaft

Ducati Panigale V4 Crankshaft

On normal motorcycles the crankshaft rotates in the same direction as the wheels. In contrast, in MotoGP the counter-rotating crankshaft rotates in the opposite direction. The Ducati engine specialists have borrowed this technical solution from the racing models for the same reasons it was applied in the competitive world. In fact, this solution has advantages related to two aspects of physics: the gyroscopic effect and inertia.
The counter-rotating crankshaft makes it possible to compensate part of the gyroscopic effect produced by the wheels while riding, and this results in improved handling and a motorcycle that is more agile when changing direction.

The second advantage is related to inertia (that is, the tendency of an object to oppose a change in state) both of the vehicle and the rotating engine parts. During acceleration, the driving torque transmitted to the ground pushes the vehicle, which reacts by generating a tendency to do a wheelie. Due to inertia, the counter-rotating crankshaft generates a torque in the opposite direction, which thus tends to lower the front end thereby reducing the wheelie phenomenon, with also benefits acceleration.
Likewise, during braking or fast decelerations, the motorcycle experiences a reaction that tends towards rear lift-up, but the crankshaft also undergoes a deceleration (reduced rpms) and this results in an inertial torque in the opposite direction that counters the force seeking to lift the rear end. Consequently, both in acceleration and braking, the adoption of the counter-rotating shaft provides positive effects.
Clearly, this layout requires an additional toothed wheel, the so-called idle wheel (*), which is necessary to transfer the crankshaft motion to the gearbox and then to the wheels so as to provide the correct rotation for the direction of travel.
* The presence of the idle wheel determines the need for an additional transmission part in the system that connects the crankshaft to the wheel. This must be considered when determining the power at the crankshaft if this is derived from the value measured at the wheel. For type approval and when testing on a chassis dynamometer it is necessary to consider a performance or in any case an additional coefficient that, by law, is set to 0.98.

"Twin Pulse" firing order

The 70° offset of the crank pins combined with the 90° V-engine layout generates a firing order that Ducati has called "Twin Pulse" because it is as if the engine were reproducing the firing sequence of a twin cylinder. The peculiarity lies in the rapid firing of the two cylinders on the left side and then on the right side of the motorcycle. In the timing diagram, the firings are situated at 0°, 90°, 290° and 380°. This particular firing order gives the V4 a sound that is quite similar to that of the Desmosedici MotoGP.
In practice, imagining a cycle that starts with 0°, the first cylinder of the front bank "fires", generator side, followed, after only 90° of rotation, by the rear bank cylinder on the same side. Then there is an interval during which the engine does not generate drive torque until the firings 90° from each other in the two cylinders on the clutch side. The "Twin Pulse" firing order, besides producing a unique exhaust sound unlike any other motorcycle, music to the ears of a true enthusiast, generates a type of power that was judged to be the best by the Ducati MotoGP riders as it generates important advantages at the power level and therefore the rideability of the motorcycle, especially when cornering and coming out of curves.

Variable length intake funnels

The Desmosedici Stradale engine breathes thanks to four oval throttle bodies with equivalent diameter of 52 mm, connected to variable height intake funnels mounted for the first time on a Ducati engine. This solution makes it possible to optimise cylinder filling at all rotation speeds with important benefits in terms of power and rideability.
Depending on the rotation speed and the torque required by the rider, the intake funnels take on a configuration that lengthens or shortens the duct, making it possible to influence the fluid dynamics of the pressure waves that run along the duct.
The system is controlled by the engine control unit and is made up of two stages: a fixed funnel placed on the throttle body and a mobile one that slides, running along steel guides and moved by an electric motor. When it is lowered, it comes into contact with the short funnel resulting in a geometric elongation of the duct. When it rises, the fluid dynamics sees only the fixed funnel underneath and therefore the engine configuration has only a very short duct.
Each throttle body is equipped with two injectors: one below the throttle specifically for low load conditions and one above that is activated when the engine is asked to perform at a higher level. The throttle bodies of each bank are driven by a dedicated electric motor that, thanks to the Full Ride by Wire system, allows complex electronic control strategies to modulate the engine's character in relation to the riding mode chosen by the rider.

Oval throttle bodies

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.

Weight

The collaboration with Ducati Corse has made it possible to achieve a compact, lightweight and high performance engine. Weighing 64.5 kg, the Desmosedici Stradale is only 2 kg heavier than the 1,285 cm³ twin-cylinder Superquadro.

Pistons

Pistons having a diameter of 81 mm churn in the barrels of the cylinders, with two piston rings, low friction, plus oil scraper ring. They are moulded in aluminium and utilise the "box in box" technology that makes it possible to contain the skirt height and the thickness under the piston crown thus reducing friction and inertia loads while maintaining the required durability and stiffness.

Compression ratio

The compression ratio is 14:1, a high value that once again reflects a design of competitive origin. The pistons are coupled to steel forged rods with a centre distance of 101.8 mm.

DQS Up & Down: changing gears like in a race

The perfect functionality of the six-speed gearbox is enhanced by the Ducati Quick Shift EVO (DQS EVO), which offers a fundamental evolution: changing gears with the throttle open. Furthermore, DQS EVO follows different logics to shift up and down. Integration with the slipper clutch and engine brake (Engine Brake Control) ensures the system's absolute effectiveness even on the track.

Slipper clutch

The wet clutch with progressive control optimally combines high torque drive and rider comfort. In competitive riding conditions, with sudden downshifts and strong engine braking, the slipper clutch counteracts the loss of stability of the rear end, offering excellent control while braking deep in corners.

Semi-dry casing lubrication

Like the MotoGP engines, the Desmosedici Stradale uses a semi-dry casing lubrication with delivery and recovery stages to ensure proper lubrication of all moving parts at all times.
The oil pump, driven by a chain, consists of four stages, one for lobe delivery and three for recovery, one with gears to draw oil from the heads through two ducts, while the other two pumps have lobes and ensure effective recovery of lubricating oil in any condition of engine use, while maintaining the engine crankcase underneath the pistons under controlled constant vacuum conditions, reducing losses due to ventilation, that is, the power absorption caused by the aerodynamic resistance offered by the air and the beating of the oil present in the connecting rod compartment.
The oil tank, which also serves as a filter housing, is situated in a magnesium oil sump mounted under the crankcase and connected to the gearbox compartment, but separate from the crankcase. For cooling the oil a dedicated radiator is used, secured below the water cooler.

Cooling system

The water pump, located in the V of the cylinders, is powered by a shaft driven by a cascade of gear wheels. Its location is designed to reduce the size of the circuit as much as possible, improving its efficiency and optimising engine weight.

General Specification

Instruments
Warranty24 months unlimited mileage
Service Interval12 Months
Valve Clearance24,000 km/15,000 miles

Chassis

FrameMonocoque Aluminium
Wheelbase
Rake
Trail
Front Suspension
Front Wheel
Front Wheel Travel
Front Brake
Front Tyre
Rear Suspension
Rear Wheel Travel
Rear Brake
Rear Wheel
Rear Tyre
Fuel Capacity
Dry Weight
Seat Height
Max Height
Max Length

Engine

TypeDesmosedici Stradale 90° V4, 16 Desmodromic valves. Driven by chain.
Displacement 1,103 cm³ with reverse-rotating crankshaft
Bore and Stroke81 x 53.5 mm
Compression Ratio14:01
PowerMore than 210 Hp @ 13,000 rpm*
TorqueMore than 120 Nm (88.51 lb-ft) from 8,750
Fuel Delivery Four oval throttle bodies with an equivalent diameter of 52 mm, connected to variable length intake manifolds. Semi-dry sump lubrication with four oil pumps: 1 delivery and 3 return
Exhaust4-2
EmissionsEuro 4
Gearbox6 speeds with Ducati Quick Shift (DQS) up/down
Ratio
Primary Drive
Final DriveChain
ClutchSlipper and self-servo wet multiplate clutch with hydraulic control
Full List

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Ducati TriOptions Finance

Seastar Superbikes at registered address The Garage, Ipswich Road, Newton Flotman, Norwich, Norfolk. NR15 1PN is authorised and regulated by the Financial Conduct Authority, FRN: 665750. All finance is subject to status and income and is only available to UK residents aged 18 and over. Personal Contract Purchase (PCP) is only available through Manufacturers Finance schemes which are a trading style of Black Horse Ltd, St William House, Tresillian Terrace, Cardiff, CF10 5BH. Finance figures are applicable at time of print and are subject to change. Representative example based on annual mileage shown above. With a Personal Contract Purchase you have the option at the end of the agreement to: (1) Return the motorcycle and not pay the Optional Final Repayment. If the motorcycle is in good condition (fair wear and tear accepted) and has not exceeded the maximum agreed mileage you will have nothing further to pay. If the motorcycle has exceeded the maximum agreed mileage a charge for excess mileage will apply – in this example 6p per mile + VAT for any excess mileage up to 4,999 miles and 12p per mile + VAT for any excess mileage exceeding 4,999 miles. (2) Pay the Optional Final Repayment to own the motorcycle or (3) Part exchange the motorcycle subject to settlement of your existing finance agreement; new finance agreements are subject to status. We can introduce you to a limited number of lenders to assist with your purchase, who may pay us an introduction fee. Guaranteed future values (Optional Final Payment) may vary from month to month. Figures shown are for guidance only. Please call us for a fixed quotation.

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