2023 Ducati Panigale V4 R

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The 240 hp, 16,500-rpm 2023 Ducati Panigale V4 R. (Ducati/)

Ducatisti worldwide will be cheering the recently announced return of the exclusive Panigale V4 R for 2023. First introduced three years ago, the original V4 R eventually begat the even more exclusive Superleggera V4. This newest V4 R is a very big deal for Ducati, its most sophisticated edition yet of the Ducati Panigale V4 engine, a powerplant showcasing all the experience that Ducati’s Engineering and Racing Departments have gained in MotoGP with the Desmosedici.

Performance Numbers

Ducati’s claimed numbers for the Desmosedici V4 R are daring indeed: a production bike making 240 hp and spinning to 16,000 rpm. In its present Euro 5–homologated edition, the 1,103cc Ducati Panigale V4 delivers in excess of 215.5 hp at 13,000 rpm. Push the revs another 1,500 higher and that goes up to 218 horses. At the same time peak torque remains unchanged at 91.2 lb.-ft. at 9,500 rpm, 500 revs below the previous limit. The torque curve is flatter, with 80 percent of peak value already available at 6,000 rpm. Perhaps the most impressive thing about these numbers is how they’re made: The engine drops down to its 1.0-liter displacement by reducing the stroke from 53.5mm to 48.4mm, the same bore and stroke measurements of the factory GP bike.

The new Panigale V4 R in its element. (Ducati/)

Compared to the Euro 4–homologated engine in the 2020 Superleggera V4, the new Panigale V4 R delivers 6 hp less due to changes in the catalytic converter to gain Euro 5 compliance. However, comparing power numbers when both units are equipped with their optional track-only exhaust systems, the latest Panigale V4 R reaches up to 237 claimed horsepower at 15,500 rpm; the previous bike would make “only” 234 hp at the same engine speed. Interestingly, Ducati Corse is touting its team-up with Shell Oil to develop a special synthetic lubricant; dyno readings with the Shell oil gave the engine a 3.5 hp/500-rpm boost for a total of 240.5 hp at 16,000 rpm. Moreover, choose sixth gear at the right time and the rev limiter gives you another 500 rpm over-rev to 16,500.

Engine Refinements

The new forged crankshaft retains the original’s 70-degree splined crank throws for superior primary-order balance when combined with the engine’s 90-degree V layout. Titanium connecting rods measure 104.3mm center to center for a fairly healthy 2.134:1 rod-to-stroke ratio, helping to meaningfully reduce secondary imbalances. The rod stems are “gun drilled” inside to ensure adequate oil feed to the wrist pins for lubrication and cooling, while the pistons themselves are a race-type design with a single top ring, and with skirt and crown thickness reduced to shave weight and consequent inertia loads at extreme engine speeds. The DLC skirt treatment further reduces frictional loads.

Intricate piston designs, now even lighter to move at extreme reciprocating speeds. (Ducati/)

In the head, the inlet runners have new profiles and diameters, while valve size remains unaltered (34mm titanium intakes and 27.5mm stainless steel exhausts). Refinements to the desmo system are said to allow higher and more aggressive intake-cam profiles.

Drilled titanium connecting rods for improved flow of cooling oil. (Ducati/)

The new Desmosedici R now breathes through enlarged elliptical throttle bodies with an equivalent diameter of 56mm, 4mm more than previously. Extended variable geometry shortens them by at the highest engine speeds to increase the volumetric efficiency. Finally, the engine cases are 100 grams lighter, and the lubrication system has been revised to reduce parasitic losses.

The new 800-gram dry clutch in a photo you can almost hear. (Ducati/)

The transmission holds a new, lighter (by 800 grams) dry clutch that’s both thinner and smaller in diameter. The gearbox contains the same ratios as the World Superbike racers, as in the 2022 Panigale V4 S.

The fairing has been optimized in terms of aerodynamic efficiency and controlling airflow to the engine cooling system, with inlet air intakes and exhaust louvers that obtain superior hot-air scavenging. Winglets deliver superior downforce despite their reduced size. The rider gets improved ergonomics for better comfort and freedom of motion on the seat  as well as more support from the new aluminum fuel tank—capacity enlarged to 4.5 gallons.

Chassis and Suspension

Chassis geometry remains basically the same as the Panigale V4 family, with wheelbase spanning 58 inches, rake set at 24.5 degrees, and trail at 100mm (3.9 inches) trail. Claimed dry weight is 379 pounds.

The chassis’ unique pyramidal aluminum main structure, executed here in black, has been machined on the sides to reduce weight without losing torsional rigidity. The single-side swingarm pivot point is adjustable by 2mm steps over four height settings; the “base” setting is higher to increase anti-squat under hard acceleration.

Suspension is racing-spec Öhlins semi-active units equipped with special factory-machined inner components. The 43mm male-slider gas-charged NPX 25/30 fork features TIN-treated stanchion for maximum smoothness. The pressurized damping system is derived from the Öhlins WSBK units with separate functions for each leg: The 25mm piston inside the left leg controls compression damping, while the 30mm piston in the right leg controls rebound. The Öhlins TTX 36 rear shock absorber is taller by 4mm, and has been retuned in to reduce spring static load, down from 77.4 lb.-ft. to 59 lb.-ft. Wheel travel is now 125mm (4.9 inches) front and 130mm (5.1 inches) rear. The overall suspension package is lighter by about 2 pounds.

The Panigale V4R rolls on Pirelli Diablo Supercorsa SP radials, 120/70-17 front and 200/60-17 rear. Brembo Stylema M4.30 Monoblock calipers grip twin 330mm rotors up front with a 245mm rear disc.

Electronics

Bosch cornering ABS EVO provides the basis of the electronics suite, with four modes of power delivery, Full, High, Medium, and Low. Full is a no-prisoners mode, full power with no filters; High and Medium feature specific ride-by-wire mapping; Low limits power to 160 hp and dials up traction control when riding on slippery surfaces.

The new dashboard clearly displays the electronics parameters. The system adds the new Track Evo to the previous Road and Track. In Track Evo the display offers a very clear tachometer display. On the right side of the dashboard are four colored sections dedicated to the four electronic-assistance functions: DTC, DWC, DSC, and EBC. They light up whenever the function is active. EBC is in its evolved EVO 2 version and provides progressive engine braking based on lean angle—there’s no rear-wheel lockup even under hard braking and downshifting.

The Quick Shift setup makes open-throttle shifting as smooth and controllable as is needed with this kind of power.

Ducati’s Panigale V4R will be produced in a numbered series with the progressive number and model name on the upper triple clamp. Price and availability will be confirmed in the future.

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