Ducati says it continues to believe and invest in the 90° V-twin, but has sold its soul to the devil to do so. Following the example of the V4 Granturismo, Ducati has abandoned the unique desmodromic valve control of the new V2 in exchange for much cheaper and technically less advanced valve springs. There are two configurations, one with 115 and one with 120 hp.
For many years now, the desmodromic valve drive has been Ducati’s unique selling point, as has the lattice tubular frame, but after all the – if we say so ourselves – exceptionally beautiful lattice tubular frame was thrown into the trash, Ducati now also has the desmodromic valve actuation. dismissed. Too expensive and too complex, so the unique system had to make way for 13-in-a-dozen valve springs.
Ducati claims that the new 90° V-twin, which is slightly tilted compared to the Desmo V-twin whose horizontal cylinder was horizontal and therefore also called the L-twin, weighs 54.5 kilos sets new standards in the Ducati V-twin range (-9.4 kg compared to the Superquadro 955, -5.9 kg compared to the Testastretta Evoluzione, -5.8 kg compared to the Scrambler Desmodue).
The new V2 gets its cylinder capacity of 890cc from a bore x stroke of 96 x 91.5 mm. The block has two configurations. The standard version delivers a top power of 115 hp at 10,750 rpm with a torque of 93.3 Nm at 8,250 rpm, while the sportier variant has 120 hp of power and 92.1 Nm of torque at the same speeds. The sportier (120 hp) version can also be supplied with a racing exhaust for track use, which brings the top power to 126 hp at 10,000 rpm, with a torque of 98 Nm at 8,250 rpm. That plus a saving of 4.5 kilos in weight.
The 115 hp version is equipped with a more powerful alternator to properly manage even the heaviest electrical loads, while the connecting rod and flywheel have also been reinforced to create more mass inertia. The resulting increase in moment of inertia, equal to 12%, provides more flexibility at the bottom. The gear ratio in this version is characterized by a shorter ratio for the first and second gears to improve starting on steep slopes, especially under full load.
Thanks to the IVT system (Intake Variable Timing), the new V2 guarantees a very linear torque delivery, even at low engine speeds, with fast throttle response and sportbike performance at high engine speeds. This is because the IVT system continuously varies the timing of the intake valve control over a range of 52° thanks to the use of a phase variator mounted on the end of the camshaft.
In this way it is possible to define the best overlap based on engine speed and throttle opening, achieving a smooth and sustained power curve even at low and medium speeds, combined with brilliant performance at high speeds. According to Ducati. More than 70% of the maximum torque is already available at 3,000 rpm and between 3,500 and 11,000 rpm the torque value never drops below 80%.
To optimize performance, the rocker arms for the intake valve opening have a DLC treatment (Diamond-Like Carbon), just like on the Desmosedici MotoGP. The camshaft drive is via a chain, while the valves are closed by valve springs. The intake valve stems are hollow, for greater efficiency of the distribution system thanks to a weight saving of 5%. The valves are chrome plated.
The power supply is entrusted to a round throttle body with a diameter of 52 mm, with a sub-throttle injector controlled by a ride-by-wire system that can offer four different Powermodes to adapt the supply to different driving situations and the intended use of the engine. The system can vary the torque saturation per gear thanks to special mappings, providing the most appropriate throttle response for each gear.
The knock sensor, which is present in both versions, allows the engine to operate without compromising reliability when high-octane fuel is not available. This way it is possible to travel with peace of mind, even in countries where it may be more difficult to find high-quality gasoline.
The new V2 is equipped with an intake bypass circuit. A duct connects the airbox to the intake ducts of the two cylinders near the intake valve, improving the air/fuel mixture for more efficient fuel consumption. This makes the engine’s combustion more efficient, reducing fuel consumption and harmful emissions and increasing the regularity of power delivery.
The gearbox is equipped with Ducati Quick Shift (DQS) 2.0. The second generation DQS uses a strategy based solely on the acceleration sensor, allowing the use of a pedal command without microswitches.
This solution offers a more direct feel, with a smaller stroke and without that “rubbery” feel characteristic of traditional quickshifters, and makes it easier to find neutral. The 8-disc anti-hop clutch, derived from the most recent version used by the Testastretta 11°, reduces the downshift moment with the throttle closed and when downshifting, improving the motorcycle’s stability during the more decisive braking phases.
The new V2 will also be available in a reduced power version on engines intended for A2 license holders.
The first bikes equipped with the new V2 will be unveiled soon, in the Ducati World Première episode published on Tuesday, November 5 at 6:00 PM.
– Thanks for information from Motorfreaks.