Ducati details all-new V2 engine, hinting at new bikes for 2025

Ducati has unveiled an all-new V2 engine, the lightest ever for the Italian motorcycle manufacturer. This announcement comes as something of a surprise following the release of Panigale V2 Final Edition earlier this year. On the other hand, given the brand’s truly iconic history of creating V-twin engines for both motorsport competition and road racing, the return high-performance and lightweight two-cylinder engine fits well with Rosso Corsa’s vision for the future of motorcycling.

The new V2, as yet unnamed, debuts with two power levels: 120 horsepower and 115 horsepower. But the engine also ditched desmodromic valves, hinting that future bikes won’t be introduced until 2025. However, before we start speculating, let’s take a look at how this amazingly lightweight new engine actually performs.

Technical characteristics of the new Ducati V2

All technical specifications aside, the biggest surprise may be the decision to ditch desmodromic valve timing – the infamous reason for Ducati’s historic valve check intervals, as well as why Ducati V-twins rev so high and make so much power . Desmodromic valves use a cam actuator rather than valve springs, which solves the problem of valve springs moving at the same rate regardless of engine speed (which can also get worse at higher temperatures). The secondary camshaft lobes close the desmo valves, but this extra contact means extra wear that was difficult to deal with in the early days of metallurgy.

The new engine uses more common valve springs. Its volume is 890 cubic centimeters, which helps explain the significantly lower performance compared to the outgoing one. Panigale V2955 cc Superquadro V2 with 155 horsepower. But the 21.7-pound weight reduction over the Superquadro equates to about a 15 percent weight saving, and peak power drops even further—not exactly in typical Ducati fashion.

To understand, we need to look at the new V2’s torque figures. Ducati claims peak torque of 69Nm at 8250rpm is less significant than the overall torque curve. Thanks to the V2’s continuously variable valve timing, 70 percent of peak torque is available from just 3,000 rpm, with 80 percent available from 2,500 to 11,000 rpm. This should make the engine more manageable throughout the rev range, and that’s not counting the optional race exhaust tuning—track-use only, nudge—that bumps those numbers up to 126 horsepower and 73 pound-feet of torque while shaving another 10 pounds.

V2 hints at potential new bikes

The new V2 also mounts the heads to the crankcase for increased rigidity and a more compact package, while water chambers around the aluminum cylinder liners improve cooling capacity. The six-speed transmission features an up-and-down quickshifter that uses a gear sensor rather than microswitches, and an eight-plate slipper clutch. The 115PS version, meanwhile, is likely designed to meet European A2 licensing requirements, but features shorter first and second gear ratios to help improve acceleration.

Using springs instead of desmodromic valves helps extend valve clearance inspection and adjustment intervals to 18,000 miles, with oil changes required every 9,000 miles. This level of durability is perhaps the best hint at the potential application of the new engine – much more so than speculation about the possibility of the much less powerful Panigale V2, which is sure to disappoint Ducatisti. Instead, a lighter engine with more torque spread across the rev range seems to fit best in the new car. Monster or Streetfightertwo favorites among ordinary drivers and passengers. Ducati may also decide to upgrade the air-cooled engine. Scramblerwhich currently has the worst service intervals in the range, with a new water-cooled twin-cylinder engine.

Track toys and dirt bikes seem unlikely

But the reference to a track-only exhaust system hints at a potential track use, perhaps something like KTM’s beloved racing system. RC 8S. On the other hand, track racers like to live close to the redline, where the desmodromic valves work best. Into the mix could be an all-new, nimble sportsbike designed for street riding and canyon carving, a mid-range Hypermotard-style bike that slots between the 698 Mono and 950, or even a revamped Super Sport that’s truly super again.

There’s also a claim for a 115-horsepower version that “features shorter first and second gear ratios for improved starting on steep grades, especially under full-load conditions.” Fully loaded on steep slopes it almost feels like a dirt bike, but surely the 890cc V-twin will simply become uncontrollable on slippery roads.

Obviously, digging into Ducati’s specific positioning for the new V2 is quickly becoming an exercise in futility beyond admiring the power-to-weight ratio. If the information seems difficult to analyze, rest assured that all assumptions will soon be revealed, probably in EICMAthe annual International Motorcycle and Accessories Exhibition taking place in Milan next week.