Ducati V4r For Sale

The Panigale V4 Speciale has the S model options, and adds adjustable footpads, an Alcantara-trimmed seat, a top triple clamp, carbon mudguards, a data analyzer system, and race fuel cap. It also has a titanium exhaust and race kit that increases the power from 157.5 kW (211.2 hp; 214.1 PS) to 166.3 kW (223.0 hp; 226.1 PS).

Cycle World said in spite of being a V4, the new Panigale is only slightly wider than the V-twin 1299. The weight is 4.5 kg (10 lb) heavier than the 1299, with foot pegs 10 mm (0.39 in) higher. Unlike the prior 1199 and 1299 where the engine is the primary element of the frame, the engine is surrounded by a more conventional aluminum perimeter frame.The initial development of the Panigale V4 started with the 2015 MotoGP racing engine. Ducati said the Panigale V4 was designed to combine racing features, while also being an entertaining and rideable motorcycle with a durable engine. This created the challenge of designing an engine that could keep the MotoGP engine’s counter-rotating crankshaft, and large bore diameter, but have the 24,000 km (15,000 mi) service intervals expected on consumer motorcycles. Originally, Ducati was initially keeping the MotoGP bike’s chassis, but later changed to a completely new front frame they said has less weight and more stability.

The Ducati Panigale V4 is a sport bike with a 1,103 cc (67.3 cu in) desmodromic 90° V4 engine introduced by Ducati in 2018 as the successor to the V-twin engined 1299. A smaller engine displacement version complies with the Superbike category competition regulations which state “Over 750 cc up to 1000 cc” for three and four cylinder 4-stroke engines.The Panigale V4 S is a more performance-oriented version of the base V4. It has an Öhlins suspension that the rider can electronically adjust, or set to the sport, race, or street modes typical of contemporary performance bikes. It also has a lightweight lithium battery, and forged aluminium wheels, reducing the bike’s overall weight.

The Panigale V4 R is a WSBK homologation special of the standard V4. Compared to the standard 1,103 cc (67.3 cu in) engine of the Panigale V4/V4 S, the V4 R uses a 998 cc (60.9 cu in) variant to comply with WSBK rules. This engine makes 162 kW (217 hp; 220 PS) at 15,250 rpm and 112 N⋅m (83 lbf⋅ft) of torque at 11,500 rpm with a dry weight of 172 kg and kerb weight of 193 kg, with the race kit optional package this engine makes 172 kW (231 hp; 234 PS) at 15,250 rpm and 112 N⋅m (83 lbf⋅ft) of torque at 11,500 rpm . This makes the V4 R the most powerful street-legal production bike available in the world, meaning that, with a dry weight of 165 kg, reaches a power-to-weight ratio of 1.42. The frame has been reworked and the swingarm pivot can be adjusted. The fairing has been widened by 38 mm (1.5 in) as part of the aerodynamic styling. According to the Ducati CEO Claudio Domenicali, the winglets applied to the V4 R fairing are almost identical to the GP16 MotoGP bike. The suspension uses fully adjustable titanium nitrided NPX front forks by Öhlins, and the rear a fully adjustable Öhlins TTX36 monoshock.

The Panigale V4’s electronics include a wheelie control system derived from the 1299 Superleggera, along with traction and drift control. The brakes have a new ABS designed for high speed cornering. Ducati and Brembo designed 70 g (2.5 oz)-lighter brake calipers than the 1299’s. The bike’s tires, the Diablo Super Corsa SP developed by Ducati and Pirelli, have a new rear compound. The Panigale V4’s 1,103 cc (67.3 cu in) desmodromic 90° V4 engine, unlike the prior 1199 and 1299 where the engine is the primary element of the frame, is surrounded by a more conventional aluminum perimeter frame. The engine is rotated further backwards than other Ducatis, so that the swingarm pivot is mated to the rear cylinders, rather than lower on the engine near the crankshaft. Unlike most street bikes and previous Ducatis other than MotoGP racing machines, the Panigale V4’s engine rotates in the opposite direction of the wheels, counteracting the gyroscopic effect and therefore decreasing the force necessary to change the bike’s inclination. The name “Panigale” comes from the small manufacturing town of Borgo Panigale. The Panigale V4 uses the new Desmosedici Stradale V4 engine, derived from the Desmosedici MotoGP racing engine.

Ducati has opted for revised Öhlins NPX25/30 forks, now with 5mm more travel than before, and a slightly longer TTX36 rear shock with a softer spring. As before, the swingarm pivot position is adjustable, with four possible points each 2mm apart. In the standard ‘+1’ position, the rear ride height of the 2023 bike is 20mm higher than before, making it quicker steering than the previous version.The standard and far cheaper V4 S is arguably easier to set up than the V4 R as each selected riding mode automatically selects a strategy for the semi-active suspension. However, the V4 R’s Öhlins units are easily accessible, and each small tweak can be immediately felt. Certainly, the V4 S Panigale is easier to ride on track for 2023 than its predecessor and the same is true of the 2023 V4 R too.

2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema M4.30. 4-piston calipers with Bosch Cornering ABS EVO. Self bleeding master cylinder.

Adamchildchad Forties, 5’7, has been professionally bike testing for 20-years and has attended more than 350 bike launches and covered over a million road test miles. International road racer, with race wins at Oliver’s Mount, podiums in NZ and two top ten TT finishes. Chad is just as happy off-road or on a classic bike.The exhaust of the 2023 Panigale V4 R is a little more restrictive than the previous version, thanks to Euro 5 emissions rules, but of course there’s that full titanium Akrapovič race system that can be added to unleash the engine’s full potential. That system also changes the bike’s look, with dual under-seat silencers instead of the standard belly-mounted one and cuts the bike’s weight by 5kg as well as adding a huge amount of additional power. It also includes a remap for the engine management, maximising performance and changing the mapping of the rider aids to suit the new power output. The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist. While £39k is a huge chunk of change to drop on any bike, if you apply some man-maths the latest crop of WSBK homologation specials are arguably the best bargains in their manufacturers’ ranges. With race organisers implementing an upper ceiling on the list of prices of bikes approved to compete in the series, manufacturers want to give their race bikes the best possible chance of success but can’t charge through the nose for them. Just last month Ducati launched the Streetfighter V4 Lamborghini at £55,995 and sold 630 of them immediately. The Panigale V4 R is a much more exotically equipped machine, and without the price cap would probably cost much more than that Lambo special, so in that respect it’s a steal for under £40k.Straight out of the showroom the 2023 Panigale V4 R is actually a tiny bit less powerful than the previous version, but that’s a sacrifice due to changes made to meet Euro 5 emissions rules. However, it’s hard to imagine many customers opting to splash out on the homologation machine without also buying the track only Akrapovič exhaust that hikes power to 237hp, a 3hp increase on the previous V4 R in free-breathing trim. The final 3.5hp to reach the 240.5hp of Ducati’s claims comes via the use of a special Shell oil that reduces friction by 10% inside the engine.The basic layout is the same, with a 90-degree V angle, 81mm bore and reverse-rotating crank, but the R has a shorter 48.4mm stroke instead of 53.5mm to bring the capacity down to 998cc. Changes to the 2023 engine include ‘gun drilled’ titanium conrods, with a longitudinal hole bored though them (a first on a road bike), plus pistons that are 5 grammes lighter than before, more aggressive intake cam profiles and shorter, variable length intake trumpets.The motor is bolted to a transmission shared with the stock Panigale, getting the same updates that were applied to the base bike in 2022, including a longer first and second gear ratio and a shorter sixth to make for a closer-ratio transmission overall.

The 998cc Desmosedici Stradale R is an engineering masterpiece. When you ride the larger, torquier 1103cc V4 Ducati Panigale in whatever variant, which I have on many occasions, including here at Misano, it’s easy to forget to rev the V4, and just lean on its mountain of midrange oomph. On the shorter-stroke, higher-revving V4 R, it’s essential to use all of the tacho ­– to ride it like the race bike it essentially is.Straight out of the door, in road-legal trim, the bike makes 218 metric horsepower, or 160.4kW, which equates to 215.1bhp. Not to be sniffed at, but pretty much the same as rivals like Honda CBR1000RR-R Fireblade, only about 2kW more than a base Panigale V4 and around 2kW less than the previous generation of Panigale V4 R made in stock form. That peak arrives at a heady 15,500rpm, 250rpm higher than the old V4 R, and the engine will rev out to 16,500rpm in top gear.

With that stunning-looking full titanium Akrapovič race system fitted it’s very loud. Yes, it changes the attitude, style and aggression of the bike, but I doubt most noise-restricted track days will allow you on track with this system. You’ll have to seek out unrestricted track days.MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

We didn’t’ have any competition to hand at this test, so I can’t categorically say this is the fastest production bike on track at the moment. But my gut feeling is that, with the race kit fitted, only BMW M 1000 RR could run it close.

Fuel consumption is pretty abysmal at 8l/100km (35.3mpg) according to official figures, but again it’s not likely to be a major concern to the Panigale V4 R’s customer base. With a large 17-litre tank, finished in bare aluminium, the range is around 130 miles if you achieve the quoted mpg figure.Riding out of pitlane, I’m aware I’m on a very special bike. Ducati’s ‘R’ versions have always had an X factor; I remember riding the first Ducati 999 R in Mugello and thinking that production bikes simply could not be any better, stronger, faster… and even some BSB and World Superbike machinery won’t make the power of this race kitted V4 R!

The V4 R’s 998cc engine – the Desmosedici Stradale R – is quite a different unit to the 1103cc Desmosedici Stradale used in lower-spec Panigales, and it’s packed with race-oriented tech.Obviously, it’s fast. Without a raft of fiendish electronic rider aids it would be near-impossible to control as it wheelied and wheel-spun its way around the track. On the back straight, with second, third and fourth gear held to the rev-limiter limiter, it’s mind-blowingly rapid. First gear is now longer than the previous V4 R, which makes it more useable in slower corners and gives even more rapid acceleration. And don’t worry, the fuelling is as close to perfect as you’ll ever experience, even in first gear. That would have been bona fide MotoGP bike power not many years ago, and while the Panigale V4 R won’t be strictly road legal once tuned to that level, it’s an indication of how easy it is to unlock more horses from the V4’s corral. Max torque of 112Nm (82.6lbft) comes at 12,000rpm, giving a clue as to how much the Ducati’s 998cc V4 thrives on revs. Of course, the stock Panigale V4, with a larger 1103cc engine, has more torque – 91.2lbft – and peaks thousands of revs lower, making it a more flexible offering for daily use.

In terms of colours, the race-rep red is the only option, and for most customers the £38,995 is only the starting point. After all, you want that titanium race exhaust, don’t you? That’ll be another £6,156, please. Other price add-ons include magnesium wheels at £4,579, or how about adjustable foot pegs for £1,078? Just having the brake calipers in red instead of silver costs £763.78, so you can see how Ducati is clawing back the profit margins that are sacrificed to meet the homologation price cap on the bike itself. A quick dabble on Ducati’s online configurator will quickly push the total price past the £53,000 mark once the good wheels, the exhaust and some choice carbon components are added to the basic spec. Spec all the options and you can get the total beyond £58,000.I’m familiar with the Misano track, the venue for the V4 R test, and with the bike’s pre-heated Pirelli slicks working from the off, I love the feeling of the bike from lap one. The clutch-less gear changes are incredibly fast and accurate, and comparable to a factory race bike. Downshifting is effortless too, the revs precisely and perfectly matching each gear change.

We encountered some tricky conditions on a drying track, and with one narrow dry line on race slicks, you need to be accurate and precise. Thankfully the V4 R is the sharpest knife in the Ducati toolbox with the grippy areas and apexes hit perfectly kissed every time. You feel you can really push the track limits as you know how the V4 R will react, and all the while those sublime rider aids are working overtime in the background should you make a mistake.

Despite this being the latest in a whole line of ‘R’ badged homologation specials, the new Panigale V4 R is the first to be made in a numbered series, identified by a headstock plaque, although Ducati doesn’t say that the numbers will be limited.The longer-travel fork and softer rear shock make for more weight transfer, improving grip and feel in corner entry, and on the way out the fork can extend further before the front wheel leaves the ground.

On top of its track performance is the V4 R’s exclusivity, the world championship winning brand and, of course, those looks. Could it be perhaps the most desirable sportsbike on the planet? Until the next. Add the race exhaust and it’s perhaps the best sounding too.During the first track session I thought I was riding reasonably hard by changing gear at around 13,000rpm, where a ‘normal’ superbike like a R1 makes its peak power. But peak on the R is up at 15,500rpm, and it will rev on to 16,500rpm. Convincing my mechanical sensibilities that it was okay to wait, to nudge the quickshifter at the shift lights just before 16,000rpm felt brutally wrong. But while you can short-shift at 12,000rpm – the top of the torque curve – and set a decent lap time in the process, if you want to push for the lap time this bike deserves you need to be prepared to be cruel. Thrash it to 15,500rpm – and then a little more – every time.MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.Ducati’s closest rival is their own Panigale V4 SP2, using the larger 1103cc V4, which obviously isn’t homologated for racing. The SP2 comes in at £34,495. The Panigale V4 R, however, has always been a vastly different proposition to the base model, with its GP-alike 998cc engine rather than the gruntier, lower-revving 1103cc V4 used in other versions of the Panigale. Italian flair or Teutonic efficiency? As standard there’s a six-axis IMU feeding info to computers controlling the cornering ABS, Ducati Traction Control EVO 3, Ducati Slide Control, Ducati Wheelie Control EVO, Ducati Power Launch, Ducati Quick Shift up/down EVO 2, and Engine Brake Control EVO 2. There’s also a pitlane limiter and lap timer built into the same revised instruments used on other new Panigales, plus a rain light (when the optional DTC EVO3 Ducati Performance software is loaded), a multimedia system, and a GPS-based datalogger.It is hard to believe how late you can brake. Each lap I was moving my marker forward as the bike’s rampant stopping power seemed to grow. With my confidence in the front end bolstered by the brilliant cornering ABS, I found myself hanging on to the lever longer, downshifting rapidly yet smoothly through the super-slick gearbox, those clutch-less shifts keeping the motor spinning just so. The aerodynamic wings contribute, so too the new-shape tank and revised rider position which help you stay in the seat and not slip up the fuel tank, giving your arms an easier time.

Would you expect anything other than top-of-the-range Brembos? Of course not, and that’s what Ducati delivers – Monobloc Stylema M4.30 calipers at the front on 330mm discs, with a 245mm rotor and 2-pot caliper at the back. As on all Ducatis, cornering ABS is standard, using Bosch electronics.In fact, this road going V4 R, complete with normal service intervals, actually revs higher than the World Superbike Ducati that is dominating the current series. For 2023 the Aruba.it Racing team has been forced by the regulations to lower its V4’s rpm ceiling from standard, whereas the competition have an extra 1000rpm to play with. This means the road legal V4 R revs higher than the WSBK bike!

Inevitably, BMW’s new M1000RR – launched just days before the new Panigale V4 R and a direct rival both in the showroom and on the track – provides the clearest opposition to the new Ducati. The new M-bike takes perhaps the most radical approach to the idea of a homologation special since the days of the Honda SP2 and Yamaha R7, standing alone from the more mainstream S1000RR much more than the ‘SP’ and ‘RR’ versions of mass-made superbikes that most of the opposition opt for. In fact, the combination of a high-revving, counter-rotating crank, state-of-the-art rider aids and lightweight chassis delivers a fast but supremely easy-to-ride superbike. Despite the huge numbers it makes, as well as its focus and WSBK pedigree, the V4 R is by no means intimidating, even at a very fast track like Misano. If the screaming 998cc V4 Italian motor is pure race hardware, then it could be argued the chassis is even more so. On the V4 S and V4 SP2 changing the riding modes automatically changes the characteristics of the semi-active suspension but the V4 R has conventional Öhlins suspension. Why? Simple, it’s because electronic suspension isn’t allowed in WSBK, and the V4 R is a homologation special on which the dominant race-winning bike is based.Riding Modes, Power Modes, Cornering ABS EVO, Ducati Traction Control (DTC) EVO 3, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO 2, Auto tyre calibration, Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2

What Ducati learns in MotoGP and WSBK usually trickles down to the end user, and the latest V4 R is a prime example. There are countless parameters and options, which are accessible and easy to change. Track mode allows you to see which rider aids you’re using, giving you an indication of what to trim. In many ways the V4 R is like an expensive arcade game, allowing you to focus on your line and riding with the rider aids working unnoticed in the background getting the most out of you and the conditions. Once you’re dialled into the mind-set of using all the revs, sometimes shifting down to second rather than third gear, and allow yourself to treat this £40,000 masterpiece like a win-it-or-bin-it race bike, makes it incredibly rewarding to ride. How can you not fall for Ducati’s V4 R? Does it get any better than riding around Misano on a near £40,000 homologation special, the road version of the bike which is domination World Superbikes? R-models from Ducati has always been historically special, and the latest V4 R carries on that tradition.For the road, the V4 S or V4 SP2 might be better as they pack more torque and semi-active suspension which is easier to adjust. However, we can say that the homologated V4 R is phenomenal motorcycle and a road-legal manifestation of Ducati Corse’s domination of MotoGP and WSBK. It goes, stops and handles even better than it looks, and carries on Ducati’s tradition of producing market leading superbikes.

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The screaming 998cc V4 is the closest you’ll get to a race engine for the road. It loves revs and makes crazy power. Incredibly, it’s far easier to ride than many less powerful bikes and forgives rider errors almost to the point of embarrassment. This is mainly down to the excellent electronics and changes to the chassis which make the Panigale more accessible to all levels of track rider than ever before.The Panigale V4 R is provided with aerodynamic appendices derived from those used on the GP16, thus with a greater efficiency compared to those currently used in the MotoGP.

The Ducati Data Analyser + GPS (DDA + GPS), allows assessment of bike and rider performance by showing traces for specific data items. DDA + GPS is a vital performance monitoring tool. Not only does it automatically display and record lap times, it also saves other data traces such as throttle opening, vehicle speed, engine rpm, selected gear, engine temperature, distance travelled and the DTC trace.On the sides, the elegant air vents of the Panigale V4 are replaced by more efficient extractors, designed to manage the operating temperatures during the race of the more powerful engine that drives the competition Ducati Panigale V4 R. The extractors increase the speed at which the cooling air crosses the water and oil radiators by 6% and 16%, respectively.

In addition to minimising shift times, the DQS EVO with up/down function allows clutchless down-changes. The EVO version mounted on the V4 R uses lean angle info to maximise bike stability during through-the-corner gearshifts. During downshifting this system works seamlessly with the slipper clutch and Engine Brake Control (EBC) to ensure optimal gear meshing during on-the-edge riding. Sport Riding Mode – Sport RM allows less experienced riders to enjoy effective, spectacular bike performance. Again, the engine delivers 221 hp but with a sports-style Ride-by-Wire throttle response. The Slide by Brake function is activated, as is Cornering ABS, to maximise cornering performance. The rider can call up two different lay-outs: ‘Track’ highlights the lap times and the rev counter scale makes the revs used on the track more clearly visible; ‘Road’, instead, replaces lap times with info on the Ducati Multimedia System (DMS), where present, and the rev scale is more appropriate for road use.

The Front Frame of the new Panigale V4R, developed in collaboration with the engineers of Ducati Corse, is optimised for racing use with fully mechanical Öhlins steering damper and suspensions, including the new pressurised front fork and the swinging arm with four-way adjustable pin.Ducati Safety Pack: Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO. Also includes Riding Mode, Power Modes and Auto tyre calibration.

The V4R is the most powerful Ducati ever built. It boasts 234hp with racing accessories, making the race track its natural environment. The new Panigale V4R is available at Ducati Manchester.

DTC EVO acts not just on ignition and injection advance but also on throttle body valve aperture to ensure more fluid intervention when fast-action control is not required.Recommended for pro riders, ABS level 1 restricts ABS intervention to the front brake only, yet retains the Cornering function to allow super-hard braking up to and past the turn-in and recovery from any riding errors.

Race Riding Mode – Race RM is designed to let the rider tap into the full potential of the Panigale V4 R on high-grip asphalts. Selecting Race gives the rider 221 hp, with direct Ride-by-Wire throttle response. Race mode sets the electronics at a low intervention level: for example, to maximise braking performance the ABS kicks in on the front wheel only (but with the Cornering function always on).The DTC EVO interfaces with the 6-axis Inertial Measurement Unit (IMU), constantly measuring the 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). This dynamic behaviour, against a minor increase in steering torque due to the greater stability, allows to lower the lap time, because it reduces the intervention of the electronic controls and the rider tends to keep the throttle open for a longer time and to brake later into the curve. The operational parameters for each of these controls are associated by default with the three Panigale V4 R Riding Modes. DTC, DWC, DSC or EBC control levels can be adjusted quickly via the left switchgear.As it is the case for Öhlins forks used in the MotoGP, the compression damping takes place in the left rod and uses a Ø 25 mm diameter piston, whereas the rebound damping in the right-hand rod uses a Ø 30 mm piston. The special design and manufacture of the fork blades allow a weight saving of 600 g compared to the forks of the Panigale V4 S.

At Ducati Manchester you will find a large selection of rider clothing and accessories for sale in our showroom or in our online store. Ducati clothing, jackets, helmets and riding gear provide unique style & design, while offering high levels of safety and quality.EBC (Engine Brake Control) helps riders optimise bike stability under extreme turn-in conditions. EBC EVO, optimised according to lean angle, monitors the throttle body valve position, the selected gear and crankshaft deceleration during aggressive braking and adjusts throttle aperture to balance out the torque applied to the tyre.This solution makes it possible to optimise cylinder filling at all rotation speeds with important benefits in terms of power and rideability. The R engine heads have been subject to a fluid-dynamic study which has resulted in the implementation of new oversize intake ducts. The R engine breathes thanks to a high-permeability air filter Sprintfilter P08. Considering its special use, almost exclusively on track, the Panigale V4 R is not provided with the Öhlins event-based, semi-active suspensions of the V4 S, but features professional mechanical units of the Swedish company Compared to the Panigale V4, the new windscreen, higher and with greater incidence, improves the air protection of the rider in the fairing, with effect in particular on the helmet and the upper part of the shoulders.

The Panigale V4 R can be fitted with the Ducati Multimedia System (DMS). This lets riders take incoming calls, select and listen to music tracks or receive text messages via a Bluetooth link.This 3-level system ensures lightning-fast yet safe starts, letting the rider focus on releasing the clutch. The DPL makes use of the DWC functions and always keeps DTC active to ensure compete safety at all timesThe Panigale V4 R is also equipped with the latest version of Ducati Wheelie Control EVO (DWC EVO). Thanks to the information provided by the IMU 6D, DWC EVO provides more accurate wheelie readings; it thus exerts more precise control so the bike responds faster to rider input.

The new Panigale V4 R uses the same cutting-edge, high resolution 5″ full-TFT colour display (186.59 PPI – 800xRGBx480) as the Panigale V4. Graphics have been revised to reflect the introduction of new functions and the higher engine rev ‘red zone’.

The windscreen is combined with a new, wider headlight fairing, both in height and laterally (+ 15 mm per side) in the area known as “arm-shield” to increase the shielding of arms and shoulders of the rider in a straight line, with a consequent reduction in aerodynamic resistance. The side fairings have been significantly widened (+ 38 mm per side) with the double objective of reducing the air impact on the rider and maximising the efficiency of the aerodynamic appendices.The aerodynamic package of the new Panigale V4 R includes: protective windscreen, headlight fairing and side fairings to reduce aerodynamic resistance, air extractors to reduce operating temperatures in heavy-duty racing use, and the GP16-derived carbon fibre aerodynamic appendices that increase stability in all riding phases, reduce the intervention of electronic controls and increase rider confidence, who tends to keep the throttle open for a longer time and brake late into the curve.

The Desmosedici Stradale R features lightened internal components that contribute to reach 16,500 rpm in sixth gear. The new crankshaft is 1,100 grammes lighter, the shaft is driven by four titanium connecting rods with 104.3 mm wheelbase that allow a saving of 100 grammes each. Also the intake valves and the relevant semi-cones are made of titanium. The generator rotor has been lightened as well, with a weight saving of 100 grammes.

The 998 cu. cm 90° V4 delivers 221 HP (162 kW) at 15,250 rpm and a torque of 112.4 Nm at 11,500 rpm (values referring to EU type-approval). The limiter is set to 16,000 rpm (16,500 rpm on sixth gear). By fitting the full-racing exhaust Ducati Performance by Akrapovič, the maximum power reaches 234 HP (174 kW) at 15,500 rpm and the torque reaches 119 Nm at 11,750 rpm.

Riding Modes provide users with three different pre-set riding styles so that Panigale V4 R performance can be adapted to the rider, the nature of the track/route and weather conditions.The DLT GPS of the V4 R allows to automatically measure not only the lap times, but also two splits and to display them at the end of each lap directly on the instrument panel of the bike. The system is provided with the useful “Best Lap” function, which displays for 5 seconds in a flashing way the time result if it is the best of the current lap session. For each lap, in addition to the time, the maximum RPM and the maximum speed (real speed measured by GPS) are stored, as well as the splits and the angles of bending and yawing.

The DPL has three different settings and is activated by pressing the specific key on the right-hand switchgear. Level 1 favours high-performance starts, level 3 is safer and more stable. The Panigale V4 R is exclusively equipped with the new pressurised fork Öhlins NPX 25/30 of Ø 43 mm, with TiN treatment of the rods, and the damper Öhlins TTX36 on the rear, both with mechanical adjustment. Even the steering damper Öhlins leaves the electronic adjustment in favour of the mechanical one. The aerodynamic appendices and the special design of the fairing increase the vertical load to the wheels (overall + 30 kg at 270 km/h). Increased load results in a reduction in the “floatation” of the front wheel at high speeds and of the wheelie tendency, and greater stability during braking, corner entry and cornering.The Desmosedici Stradale R engine breathes thanks to the oval throttle bodies with aerodynamic throttles and equivalent diameter increased by 4 mm (56 mm in total), connected to variable height intake funnels with dedicated lengths. The new NPX 25/30, compared to model NIX 30 of the Panigale V4 S, uses a pressurised damping system derived from that of the racing forks Öhlins WSB. Compared to a traditional system, the pressurised system, minimising the risk of oil cavitation, offers better damping of roughness, ensuring stability and support during braking, that for the rider means more feeling of the front. The new Panigale V4 R is a racing bike type-approved for road use and is the technical starting point from which the official Ducati Superbike models that will complete starting from 2023 racing season derive.The modifications to the chassis are completed by the possibility of adjusting the height of the rear swinging arm pivot to 4 positions in steps of 2 mm. The adjustable pivot increases the adjustment possibilities to more precisely adapt the bike to the riding style and the type of track.

The Desmosedici Stradale R is a more responsive engine that allows to reach the red area of the rev counter at 16,000 rpm (16,500 rpm in sixth gear) to ensure a greater sprint. This results in 221 HP (162 kW) that react immediately to the throttle inputs , delivered at 15,250 rpm (values referring to EU type-approval), 2,250 extra rpm with respect to the V4 of 1,103 cu. cm. Impressive figures for a 998 cu. cm engine, that become even more amazing by fitting the full-racing exhaust Ducati Performance by Akrapovič, bringing the maximum power to 234 HP (174 kW) at 15,500 rpm.It is the maximum expression of Ducati’s racing DNA, similar to a racing prototype as no other bike: a forward-looking model that accompanies the rider towards a dimension of advanced riding, made up of curves and straights that run incredibly fast, thanks to the electronics that, like an invisible, magical safety net, allows going beyond the limits.

Co-developed with Ducati Corse, this new system provides the rider with further support by controlling the torque delivered by the 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 Panigale V4 R is provided with a lap timer integrated in the instrument panel, with evolved functions with respect to the one available for the Panigale V4.The Panigale V4 R dashboard incorporates a lap timer that has more advanced functions than the one on the Panigale V4. The DLT GPS on the V4 R automatically detects not just lap times: it can also take two intermediate times and display them directly on the dashboard at every ride-past. If a lap time is the best of the current track session, the Best Lap function causes it to flash for 5 seconds. On every lap the system records not just the time but also maximum RPM, maximum speed (real, GPS-detected), intermediate times plus lean and yaw angles.The new Panigale V4 R is equipped with the latest generation electronic package, that manages all riding phases, based on the use of the 6-axis inertial platform by Bosch (6D IMU – Inertial Measurement Unit). The Pit Limiter makes its debut on the bike, limiting its speed when riding in the pit lane.The Panigale V4 R electronic control package includes: Bosch Cornering ABS EVO, Ducati Traction Control EVO, Ducati Slide Control, Ducati Wheelie Control EVO, Ducati Power Launch, Ducati Quick Shift up/down EVO, Engine Brake Control EVO. When set to level 1 or 2, DTC EVO activates the Spin on Demand function. This lets the rider use the throttle, with the bike leaned over, to request more wheelspin than would be given by the normal intervention level so the bike can pivot around its front wheel and complete the taken cornering line. The gear ratio is the same as that used by bikes competing in World Superbike, with the lengthening of first (+11.6%) second (5.6%) and sixth gears (1.8). First gear then becomes usable in more corners of each circuit, offering the benefits of more engine braking on braking and better acceleration on exit. In addition, the smaller jump between first and second allows the DQS to work more effectively.The superstructures of the Ducati supersports bike have also been updated, with the adoption of a brushed aluminium tank with a capacity increased to 17 litres and a profile that offers better support for the rider’s arms and legs when braking and when cornering. The changes to the tank are added to a flatter saddle, with a reduced amount of foam and with a different covering, which on the one hand guarantees greater freedom of longitudinal movement, and on the other helps the rider to become more stable when necessary.

Thanks to the use of additives that modify viscosity and flowability, directly derived from those used for the lubricant used by Ducati Corse in MotoGP, the performance at the very high revs attainable by the Panigale V4 R is improved, with a maximum power gain of 3 hp.On the Panigale V4 R 2023 the aerodynamic package has also been revised with a view to greater efficiency: the new two-element wings (main + flap) guarantee the same aerodynamic load, but are more compact and thinner (respectively by 40% and 50%).

For the first time on a road bike, titanium connecting rods of the “gun drilled” type are used, that is, drilled longitudinally along the shaft (1.6 mm diameter hole). This solution, by allowing oil to flow from the head to the connecting rod foot, improves pin lubrication and thus reliability under extreme conditions.

Even faster. Even more racing. The track soul of the Panigale V4 R makes it the perfect bike for your track days. The new livery is inspired by MotoGP in its graphics and conveys the racing spirit from the very first glance, incorporating white number plates with the number “1” prominently displayed.The system records 60 laps and 6 sessions and allows to save the coordinates of 5 different circuits. These can be recalled at the start of each track day without having to repeat the finish line and intermediate times set-up procedure. The default system settings feature the finish/intermediate coordinates of five iconic circuits: Laguna Seca, Mugello, Jerez, Sepang, Losail.At the front, the Öhlins NPX25/30 pressurized fork increases its travel by 5 mm compared to the previous “R”. This technical solution, combined with an Öhlins TTX36 shock absorber whose centre distance goes from 312 to 316 mm and a standard adjustment of the swingarm pivot to the +1 position, increases the rear height by 20 mm. In this way, a higher centre of gravity is achieved and therefore greater nimbleness in corner entry and changes of direction.

The pistons also have a new geometry that makes them 5 grams lighter (equal to 2% of their weight) thus reducing the forces of inertia, to the benefit of reliability.

To improve stability, precision and directionality in braking and corner entry phases and allow the rider to define more precisely the best electronic engine configuration on each circuit, the Panigale V4 R ’23 also adopts the Engine Brake Control (EBC) EVO 2. This electronic engine brake management system features a different gear-by-gear calibration on each of the three selectable levels. The strategy was developed to optimize the intensity of the engine brake as a function of the load on the rear axle.In fully open throttle shifting, typical of track use, the DQS strategy is refined with an evolution of the torque restitution phase that guarantees more stability to the bike and a more homogeneous and therefore more profitable drive in the lap time.

Other interventions involve pistons with new geometry, a more aggressive intake cam profile, adoption of the same gear ratio used by bikes competing in World Superbike, and a new lighter dry clutch.Full Power Mode allows the engine to express its full potential with torque curves without electronic filters, except for first gear. For the Medium and High Power Modes, a new Ride by Wire map management system has been developed with dedicated calibration for each of the six gears, which ensures the rider always obtains optimum drive every time the throttle is opened. The Low Power Mode, on the other hand, has been designed for riding on the road or for low-grip surfaces, limiting the maximum power of the bike to 160 hp and offering a particularly manageable throttle response.

The adoption of a less rigid spring for the shock absorber (from 105 N/mm to 80 N/mm) and a lower ground load on the front due to the lengthening of the fork travel, as well as improving the ability to “copy” the asphalt accentuates load transfers by exploiting the greater negative travel of the suspension, increasing grip and feeling when entering corners