Ducati Superbike Panigale

Ducati Superbike Panigale

It is called Panigale V4 and it marks a new and important chapter in Ducati history, a of performance and emotions that 100% Italian. Panigale V4 is the first mass produced Ducati motorcycle to be equipped with a 4 cylinder engine, closely derived from the Desmosedici of the MotoGP. The Panigale V4 range grows with the introduction of the new Panigale V4 S Corse: with an exclusive livery inspired the official colors of the Ducati Team MotoGP, it is an authentic celebration of the Ducati racing spirit.

The new Panigale V4 Speciale completes the range and takes the concept of Italian sports bikes to an extreme. An exclusive and dedicated livery;Ducati Performance titanium racing exhaust by Akrapovic for 226 hp of power;components in carbon and aluminium worked from the solid. The new Panigale V4 Speciale is produced in a limited and numbered series of 1,500 motorcycles.

Details that make the difference, unique and distinguished thanks to the three colour livery and many dedicated technical elements, like the billet steering plate with screen printed logo and progressive number, or the seat covered with precious Ultrasuede.

The new Panigale V4 sets new absolute performance benchmarks and raises vehicle safety and dynamics control standards with a state of the art electronics package that maximises the potential offered by Bosch’s six axis inertial platform. Other original controls have also been introduced, like controlled slides during braking, ABS Cornering that acts only on the front brake with a setup that was designed specifically for track riding, and Quickshift Up Down with a strategy that takes into account the lean angle.

Bosch ABS, equipped with the “Cornering” feature, allows a modulation of the braking power also depending on the leaning angle. Bosch Cornering ABS EVO can be set to three different levels to fully meet rider needs, on the road or on the track, depending on grip conditions.

Level 3 is recommended for non expert riders or for low grip conditions where stability and a safe braking action are required, while levels 2 and 1 are suitable for road and track use in high grip conditions, as they privilege braking power over stability.

If you select level 2, the ABS works on both the front and rear brake, the “Cornering” feature is active, and the system also protects in case of panic stop, but there is no rear wheel lift up control as the rider should control that, and this allows for a more aggressive braking action. Level 2 allows you to exploit the “slide by brake” feature, which means that the system allows sliding when entering a bend, like professional riders, harley sportster fairing up to a maximum yaw of 10. Beyond this angle, the ABS will realign the motorcycle to ensure maximum stability. The slide by brake feature is disabled at angles exceeding 45.

Level 1 is recommended only for dry track or wet track as long as Rain tyres are used, and helps riders to brake until in the middle of the corner (regressive braking). The ABS only acts on the front brake, there is no lift up control, while the “Cornering” feature is still active and controls motorcycle stability when braking deep into corners and decreases brake pressure when it is excessive, thereby allowing recovery in case of riding mistakes. The system is designed exclusively for racing use and has no protection in case of panic braking when the motorcycle is leaning over.

Bosch ABS, equipped with the “Cornering” feature, allows a modulation of the braking power also depending on the leaning angle. Bosch Cornering ABS EVO can be set to three different levels to fully meet rider needs, on the road or on the track, depending on grip conditions.

Level 3 is recommended for non expert riders or for low grip conditions where stability and a safe braking action are required, while levels 2 and 1 are suitable for road and track use in high grip conditions, as they privilege braking power over stability.

If you select level 2, the ABS works on both the front and rear brake, the “Cornering” feature is active, and the system also protects in case of panic stop, but there is no rear wheel lift up control as the rider should control that, and this allows for a more aggressive braking action. Level 2 allows you to exploit the “slide by brake” feature, which means that the system allows sliding when entering a bend, like professional riders, up to a maximum yaw of 10. Beyond this angle, the ABS will realign the motorcycle to ensure maximum stability. The slide by brake feature is disabled at angles exceeding 45.

Level 1 is recommended only for dry track or wet track as long as Rain tyres are used, and helps riders to brake until in the middle of the corner (regressive braking). The ABS only acts on the front brake, there is no lift up control, while the “Cornering” feature is still active and controls motorcycle stability when braking deep into corners and decreases brake pressure when it is excessive, thereby allowing recovery in case of riding mistakes. 2005 gsxr 750 fairings The system is designed exclusively for racing use and has no protection in case of panic braking when the motorcycle is leaning over.

The DTC EVO on the new Panigale V4 is based on an algorithm that makes its interventions more precise and quick.

The DTC EVO interfaces with the Bosch Inertial Measurement Unit (IMU) by constantly measuring the bike angle and using this information to better judge the actions necessary to ensure ideal slipping of the rear tyre (depending on the DTC EVO level set).

Additionally, the DTC EVO provides for the intervention of throttle body valves as well as the management of advance firing and injection. In all situations where a rapid intervention of DTC EVO is not required, the use of throttle body valves makes it possible to maintain optimal combustion parameters, resulting in a more fluid intervention and response of the Desmosedici Stradale.

With simple traction control, when slipping of the rear tyre is detected the system will intervene to control it. When the grip returns to optimal levels, the system reduces its engagement until the slipping occurs again. And the cycle repeats. This translates into a chart in which the intervention oscillates around a theoretical of ideal intervention that represents the traction limit. The DTC EVO reduces the magnitude of these oscillations by orienting the system to engage near the perfect line of intervention. This kind of behaviour is particularly advantageous as it interferes minimally with the dynamic balance of the motorcycle. Furthermore, the system is designed to be more robust and consistent, making it possible to maintain a constant and predictable behaviour even when the grip changes, as in the case of rear tyre wear.

In addition to the greater precision of intervention, when set to level or the DTC EVO adds a new function called on demand that allows the rider to control the bike at a level previously only achievable by expert or professional riders. Now, when the bike is cornering, the rider can use the throttle to request slippage that is greater than what is achieved with the normal level of intervention so that the motorcycle, pivoting on the front wheel, can oversteer the curve. The DTC EVO makes this possible while keeping the safety parameters under control, making it possible to oversteer with the rear wheel.

The introduction of the 6D IMU has made it possible to add Ducati Slide Control (DSC) to Ducati Traction Control EVO (DTC EVO), developed in collaboration with Ducati Corse. The DSC works thanks to the 6D IMU that provides the vehicle dynamics control unit with information on the motorcycle dynamics (such as lean angle, acceleration and much more). Thanks to these data and depending on the level selected by the user, DSC extends the use of the bike to all by providing improved assistance in extreme riding conditions.

Like the DTC EVO, the DSC manages torque reductions by adjusting the opening of the throttle, reducing the advance firing and dropping injection rates. In all situations where a rapid intervention of DSC is not required, 2006 suzuki gsxr 600 fairings the use of throttle body valves makes it possible to maintain optimal combustion parameters, resulting in a more fluid intervention and response of the Desmosedici Stradale.

The DSC has two levels: moving from level 1 to level 2, the system makes it possible to more easily control the values of sliding angles that are otherwise difficult to manage. It is possible to change the DSC intervention level by entering the menu, where it is also possible to set DTC EVO and DWC EVO values. It is also possible to set the direct control of the DSC using the direct access keys on the left hand switch. The DSC value is always visible on the instrument panel.

The DQS EVO with up/down function, fine tuned for the Panigale V4, compared to the previous 1299 system Panigale uses the lean angle information to maximise the motorcycle stability during shift changes in corners.

Besides minimising shift times, the DQS EVO allows downshifts without using the clutch thereby ensuring even more effective braking into corners. The system consists of a bi directional microswitch integrated into the lever linkage that, with every change of gear, sends a signal to the Desmosedici Stradale control unit. The system acts in a different way for upshifts and downshifts, supplementing the advance firing and injection action during upshifts with the controlled opening of the throttle for downshifts, thanks to the full Ride by Wire system.

The magnitude and duration of the various actions are designed to ensure maximum fluidity in the engagement even during extreme racing conditions, during downshifts working together with the slipper clutch and Engine Brake Control (EBC).

The new Frame left visible for all to see, becomes an integral part of the motorcycle giving it a tight fairing, practically custom tailored.

The transforms the Desmosedici Stradale engine into a load bearing component. This solution represents the evolution of the Monocoque structure and was born by making use of the experience gained in MotoGP.

Compared to the Monocoque, the Frame makes it possible to decouple the torsional and lateral stiffness so as to achieve the proper amount of pliability with respect to the stresses on the frame, better absorbing uneven road conditions in the curves and ensuring the necessary stability. All this translates into a superior agility and precision that provides the rider of the Panigale V4 with an easier and less tiring control.

The main difference in the layout compared to traditional solutions is the use of the engine as a structural element for the entire frame. The Frame features a compact frontal structure weighing only 4 kg, secured directly to the upper semi casing of the front bank and to the cylinder head of the V4 rear bank, the engine block also serving as a connection point for the rear suspension and pivot point for the single swinging arm.

The most important advantage of the Frame is the use of the Desmosedici Stradale engine to achieve the desired rigidity, making it possible to significantly reduce the extension of the main frame and therefore its weight achieving a superior rigidity/weight ratio. To this advantage is added the fact that the reduced length of the uprights running alongside the engine has made it possible to design a compact motorcycle, especially where the rider sits.

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