Superquadrata or ducati builds an rsv4

[smileyman]

V4s have always been the ticket. Short stroke, greater valve area, engineering awesomeness. Honda's old RCs and Aprilias RSV4 are money. It worked well in GP as well.

It will do Ducati good to be able to do development in MotoGP with Rossi testing that carries down to the WSBK series, and eventually the sales floor. However, will Ducati lose its character without the narrow tube framed V Twin goodness?

[Dave]

Originally Posted by smileyman

V4s have always been the ticket. Short stroke, greater valve area, engineering awesomeness. Honda's old RCs and Aprilias RSV4 are money. It worked well in GP as well.

It will do Ducati good to be able to do development in MotoGP with Rossi testing that carries down to the WSBK series, and eventually the sales floor. However, will Ducati lose its character without the narrow tube framed V Twin goodness?

I should stress, this is a two cylinder bike

[smileyman]

Originally Posted by Dave

I should stress, this is a two cylinder bike

Ah, I miss the RSV4 comparison comment. Good then. The twin will carry on the character. They better have built a stout on though if it has to compete against a V4 Ape and maybe a V4 Honda...

[Dave]

Originally Posted by smileyman

Ah, I miss the RSV4 comparison comment. Good then. The twin will carry on the character. They better have built a stout on though if it has to compete against a V4 Ape and maybe a V4 Honda...

Yup, that's the plan with the oversquare nature. Much higher redline. Supposedly anyway

[smileyman]

I had 4 cyl on the brain after trying to translate the quadratta. Anyways the V instead of the L will help some chassis issues. Wonder how the new frame will work out?
Short strokes will rev higher and faster true, piston speeds get real high though.

[Porkchop]

Ducati fully plans to capitalize on the arrival of Valentino Rossi to commercialize the extraordinary carbon-fiber monocoque frame first debuted on its GP9 desmosedici MotoGP bike.

This next step in the quattrovalvole superbike family evolution is more like a revolution. Indeed, the trademark tubular steel trellis frame will no longer be used despite its very advantageous stiffness-to-weight ratio. As on the racing desmosedici, the steering head will be incorporated into the airbox, which itself is attached to the cylinder heads. At the other end, swingarm and suspension linkages are bolted directly to the engine’s crankcase. Unlike the company’s MotoGP bikes, the new superbike will keep its identity by using a very beefy single-sided swingarm.

Carbon-fiber construction was used for the first prototype’s chassis, including the swingarm; this version could possibly be used as an “R” model for World Superbike homologation. But to keep prices at an acceptable level, base models could use cast aluminum or magnesium in place of c-f. A substantial reduction in the number of parts and the use of the engine as a component of the chassis has saved a rumored 22 pounds. Cycle World’s 1198S Corse testbike from “Alternative Energy” (July, 2010) weighed a scant 401 lb. on our scale, so shave 22 lb. off and you get an impressive-sounding 379-lb. production bike.


Keeping up with the Joneses has been ever more difficult for Ducati in Superbike competition, so the engine is due for another major overhaul to obtain more performance, in addition to the changes needed to utilize the engine as a structural element of the chassis. No longer will the front cylinder lay horizontally; instead, the engine will be rotated back to allow more leeway with the front-end design and geometry. But don’t worry, two hallmarks—desmodromic valve actuation and the 90-degree Vee—will live on.

In order to obtain more power, the engine needs more revs, and rumors suggest 13,000 rpm! At that rpm, 63.1mm of stroke creates peak piston acceleration of 7500g (between the 1198R’s 5800 and an F-1 engine’s 10,000). Current Superbike rules limit capacity to 1200cc, so a 110.0mm bore (1199cc) has a 1.74 bore/stroke ratio, which is very close to the old 999R’s 1.77. Ducati’s own aborted twin-cylinder “V2” MotoGP project featured 114.0 x 48.5mm bore and stroke measurements (990cc). Furthermore, the very oversquare dimensions allow the use of bigger valves to feed the engine at high rpm—very important to obtain the desired power output, which is targeted at 190 hp at the crank. Bigger valves mean more valve weight and high rpm more valve inertia, two good reasons justifying the retention of desmodromic valve gear.

Gone are the signature under-seat exhaust canisters, replaced by a MotoGP-style under-engine silencer. Overall styling is expected to closely resemble that of the current 1198 range, as this illustration suggests.

Hmmm...

[Porkchop]

Originally Posted by smileyman

V4s have always been the ticket. Short stroke, greater valve area, engineering awesomeness. Honda's old RCs and Aprilias RSV4 are money. It worked well in GP as well.

It will do Ducati good to be able to do development in MotoGP with Rossi testing that carries down to the WSBK series, and eventually the sales floor. However, will Ducati lose its character without the narrow tube framed V Twin goodness?

Not to change subject, but I'm hearing Honda is in development of a v4 superbike. A possible replacemnt for the ageing Blade???

EDIT - The RVFR will sit alongside the CBR as a higher end platform....

[Dave]

Originally Posted by Porkchop

Not to change subject, but I'm hearing Honda is in development of a v4 superbike. A possible replacemnt for the ageing Blade???

EDIT - The RVFR will sit alongside the CBR as a higher end platform....

Expect it at 40k and thus unattainable.