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V4 CyclePath...
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Quote Alan Cathcart:

Ducati is fighting back. Faced with the performance gulf thats opened
this season between its 1200cc V-twins and the 1000cc four cylinder
opposition in World Superbike competition, the Italian company is now
at work on a radically redesigned engine intended to return the brand
to the top of the timing charts. Code named Superquadrata (meaning
"oversquare"). this super-short-stroke motor will be all-new and
completely different from the current Testastretta Evoluzione that
traces its roots to the 1970s. In addition to the new engine, this
next-generation superbike will also feature the same "frameless"
chassis design as the current Desrnosedici GP10 MotoGP racer.

The new engine will still be a V-twin, with its cylinders oriented at
90 degrees to avoid the need for a power-sapping balance shaft. But
instead of the traditional "L-twin" layout with the front cylinder set
almost horizontally like all Ducati V-twins since '72, the new engine
will be rotated rearward. This change will permit it to be placed
further forward for improved front-end grip, without the front wheel
contacting the cylinder under heavy braking a perennial problem with
the current design. Relocating the engine will also allow a longer
swingarm, to improve rear grip. The new crankcases will split
horizontally, making possible the use of a cassette-type gearbox for
quicker, simpler gear changes the lack of which is a major handicap
with the present engine.


The new engine will retain dual overhead cams, four valves per
cylinder and Ducati's hallowed desmodromic valve actuation with
F1-style finger followers. Further boosting power is the 1194cc mill's
super-oversquare cylinder dimensions of 112.0 x 60.6mm-a significant
advance from the 106.0 x 67.9mm 1198R. A forged one-piece crankshaft
will increase stiffness, while the cam belts will be replaced with a
modular gear-drive system terminating in two small chains that operate
the rocker arms for more accurate valve timing and improved high-rpm
reliability. As a result of these changes, revs could climb as high as
14,000 rpm-stratospheric by twin cylinder standards.


Those massive bores will allow the use of bigger valves, but it"s not
clear how much Ducati's engineers will increase those beyond the
present 43.5mm intakes/35.5mm exhausts, given the 50mm restrictor rule
that remains in effect in SBK racing. The wide bore will facilitate
use of a dual-plug ignition, likely operated sequentially with one
spark plug firing an instant after the other to enhance both racetrack
performance and emissions control on the street.

Significantly, this revised engine architecture will allow Ducati to
adopt the same "frameless" chassis design as on the current MotoGP
racer, with the engine serving as a stressed member. Just like the
racer, the new superbike's front suspension will bolt directly to a
structural airbox attached to the top of the motor (likely
carbon-fiber on the R-model and metal on the lower-priced production
models). while the swingarm and subframe . will attach directly to the
crankcases and rear cylinder. The main benefits of this layout are
lower weight (saving more than 10 Ibs. over the current steel
trellis), improved rigidity and greater spatial design freedom. Ducati
filed another patent application in February (see Drawing the Line,
Me, May 2010) that describes a V-twin version of this design in
detail, and makes several references to "volume production."


Many of the features on this new superbike are rooted in a design
study made by Ducati Corse in 2001 for a twin-cylinder, 990cc MotoGP
racer, before the decision was made to develop the current V4. By
dusting off that abortive study and transferring the relevant
technology to a 1200cc twin, Ducati has made sure to incorporate the
benefits of racing the Desmosedici so successfully against the
Japanese factories while remaining true to its heritage-a vital
ingredient in its ongoing commercial success. This will be a major
turning point for the Italian company, and it's going to happen sooner
rather than later, because more than any other manufacturer, Ducati
relies on racetrack success to sell its motorcycles. Spokesmen
naturally decline to confirm the existence of any such project, but
these rumors have been substantiated by none other than Motosprint's
Massimo Clarke Italy's most respected and well-connected technical
journalist. No release date for the Superquadrata has yet been
announced.
 

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LiveStrong
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Very Cool

Not sure about the rumor part. I believe most of this text came from the latest issue Sport Rider. They even had a picture of the bike. If I remember correct the bike will be released at the Mylan 2011 bike show.
 

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He with the senior member
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Excellent! So I may be wrong about the (lack of) need to have dual plugs in the 4-valve head, that I discussed in the other thread. I'm real happy that they are apparently dropping the silly "L" layout and adopting rather the much more compact vertical V-twin layout....this makes absolute sense, and I'm glad that Ducati continue to build and refine their awesome V-twin to take on the fours for the future.

This is really, really cool stuff. There may even be a new bike in my future, if all this pans out. I usually only buy old bikes, but this may end up being VERY enticing.

Looking forward to more updates.

Larry...your predictions seem even more remote than from years ago, eh! No worries...we can all be wrong at times. :)
 

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V4 CyclePath...
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Discussion Starter #5
Larry...your predictions seem even more remote than from years ago, eh! No worries...we can all be wrong at times. :)
We can be wrong but my prediction that the V2 is dead and buried is still valid...
because someday Ducati will homologate a V4 for WSBK...
 

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We can be wrong but my prediction that the V2 is dead and buried is still valid...
because someday Ducati will homologate a V4 for WSBK...
Fair enough, you've been saying the same since 2006 or earlier...and here Ducati is seemingly developing a new V-twin instead of your V-4, so assume that your prediction will be at least 8 years premature, IMO. :)
 

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V4 CyclePath...
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Discussion Starter #7
Fair enough, you've been saying the same since 2006 or earlier...and here Ducati is seemingly developing a new V-twin instead of your V-4, so assume that your prediction will be at least 8 years premature, IMO. :)
It's not my V4 Barry... my V4 gets more attention than a big BORE Ducati... didn't you see the Laguna pics???
 

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No way Ducati is going to abandon its V-Twin heritage ; not in this lifetime or any other ! Same way Honda will always utilize a V-4 somewhere , b/c it's a big part of their identity ... even in defeat :D .
 

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It's not my V4 Barry... my V4 gets more attention than a big BORE Ducati... didn't you see the Laguna pics???
Larry, I've seen hundreds of people milled around some custom choppers at Daytona...I'm not sure what your point is here. You like your bike because of a few folks looking at it?
 

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V4 CyclePath...
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Discussion Starter #13
Larry, I've seen hundreds of people milled around some custom choppers at Daytona...I'm not sure what your point is here. You like your bike because of a few folks looking at it?
Come to Laguna Seca ask the people why they mill around Mr.RC45...
 

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Larry, where did you get the Cathcart extract?
thx!
Except for the omission ", but the November 2011 Milan Show seems likely." from the last sentence of the last paragraph, it appears to word for word of an article that appears in the September 2010 issue of Motorcyclist magazine.

However, I cannot find it on the magazine's website which leads me to believe he typed it all instead of copying and pasting from the web site. :eek:

Obviously he has never had, or can't remember, an English Literature course. You are supposed to quote the author and source of the quote, i.e.:

Motorcyclist, Alan Cathcart, Sept. 2010, pgs 12 to 13

or something similar. His propensity to quote directly without sources, or references, is just as annoying to me as his mindless drivel about V4 superiority and Ducati's eventual move from the V-Twin.

At any rate, I won't beat the dead horse any longer.

-Bob
 

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Bore/stroke ratio now: 1.85, was: 1.56, hmmm that is a pretty big change.

Pete
 

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No similar rumors have surfaced here.
But if the article goes all the way as to quote Massimo Clarke, who's one of the very few serious journalists still in business, it's either very reliable or completely bogus. ;)
 

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If the Milan show is fater 1 march 2011 i will be there to get pics and put them up same day..

and well i am all about seeing some new bikes & technology, though i am pretty content on the bikes i have..
 

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If the Milan show is fater 1 march 2011 i will be there to get pics and put them up same day..

and well i am all about seeing some new bikes & technology, though i am pretty content on the bikes i have..
EICMA (Milan bike show) is always during Fall, usually late October-early November.
This year I am considering going to the biannual Intermot in Koln: it's either a brief flight from Verona or an almost 2000 km round trip on the Bimmer... :D
 

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Bore/stroke ratio now: 1.85, was: 1.56, hmmm that is a pretty big change.

Pete
Yeah, almost getting into F1 territory for Bore/Stroke ratios.

I'm really curious how they plant o get around the huge stress loads involved in spinning huge 112MM pistons up and down at 14K RPM. This will be a significantly greater stress then any standard production motor (car or bike) that I can think of.
Lonf rods can only do so much to slow down the initial rate of acceleration/deceleration, and Ducati have always had long Rod/Stroke ratios to help manage the piston acceleration stresses, so I'm not sure how much more they can do here. I have to think we will see some brand new piston materials coming out.....someone mentioned ceramics....I'm not sure this is production ready yet, but perhaps a ceramic/aluminum matrix of some sort?

Whatever, Ducati will be stretching the known production motor barriers in a BIG way here, to give us Ducatista what we want....four cylinder power in that lovely, gutteral, visceral, V-twin melody of sound and torque.
Hell, I'm even getting poetic here, in my old age :)

Now, if Honda would come to the twin table, and build on their beautiful old RC51 platform with a brand new 1200cc twin to take it to the Italians as they did before (Honda will always have the formidable knowledge tank and resources and expertise to build a world beater....they perhaps just need to redirect some of their money from their car division back into their bikes, and add a touch of passion), and if Katoom would get serious about their RC8R and race the thing....we could have a really nice set of revamped sportbikes that don't need to rev to the moon to make decent power.
 
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