New V2 engine from Ducati

Photos: Ducati

The new two-cylinder engine from Ducati weighs only 54.4 kg

Ducati continues to stand behind the 90° V-twin and is investing in this engine concept, which has been used in some of the most iconic motorcycles of the Borgo Panigale-based manufacturer. With the V2 engine, more than 400 victories and 1,000 podiums were achieved in the championships for production-based motorcycles.

The new V2 engine is the lightest two-cylinder Ducati has ever produced. It continues the tradition that began with the legendary Pantah and continued with the models powered by the Desmodue, Desmoquattro, Testastretta and Superquadro. A V2 designed for maximum driving pleasure thanks to high-torque power delivery at all revs and convincing peak performance at high revs.

With this new engine, Ducati confirms its commitment to development, which has taken shape in just seven years with the launch of four completely new engines, from the Desmosedici Stradale to the Superquadro Mono, from the V4 Granturismo to this new V2. Engines defined by the selection of the most suitable technical solutions according to the intended use.

This new two-cylinder is Euro 5+ certified, has a displacement of 890 cc, is equipped with the IVT (Intake Variable Timing) valve timing system and aluminium liners and weighs only 54.4 kg. It thus sets new standards in terms of weight (minus 9.4 kg compared to the Superquadro 955, minus 5.9 kg compared to the Testastretta Evoluzione, minus 5.8 kg compared to the Scrambler® Desmodue). The spring valve control system introduced with the V4 Granturismo and also used on the new V2 made it possible to define an engine that focuses on smoothness at low revs and high serviceability. The valve clearance only needs to be checked every 30,000 km, confirming the reference intervals for this category.

Modern and efficient design for guaranteed performance and lightness
The 90° V2 configuration allows for a sleek engine with a great character in terms of sound and power delivery, deeply linked to Ducati's tradition. In addition, the 90° V arrangement dictated by the cylinders ensures a natural balancing of the first-order forces, without the need for a balancer shaft to eliminate vibrations.

The aim of the development was to provide the driver with the greatest possible driving pleasure. Finally, the cylinders are tilted backwards by 20°, so that the horizontal cylinder has an angle of 20° to the corresponding plane to optimize weight distribution.

The typical versatility of Ducati's twin-cylinder engines is one of the qualities of the new V2, which is perfectly suited to various motorcycles in the Ducati range due to its compactness and performance. This is also thanks to the decision to define two different configurations, distinguished by different power values (120 or 115 hp at 10,750 rpm) and different characteristics. The dimensions for the bore and stroke are 96 x 91.5 mm, resulting in a bore/stroke ratio of 1.56. This value is a compromise between the Testastretta and the Superquadro engine. The result is an engine that delivers higher maximum power ratings than the former and offers richer torque than the second, significantly improving the driving experience on the road. The maximum torque value is 93.3 Nm and 92.1 Nm at 8,250 rpm. The limiter in fifth and sixth gears only kicks in at 11,350 rpm.

In the sportier 120 hp version, the maximum power increases to 126 hp (plus 6 hp) at 10,000 rpm with the racing exhaust system for track use, and the torque to 98 Nm (plus 5 Nm) at 8,250 rpm. In addition, a weight saving of 4.5 kg is achieved.

The 115 hp version is equipped with a more powerful alternator to provide enough power for connected devices or accessories in any situation. The connecting rods and flywheel are reinforced to tackle even the most demanding adventures and provide a smoother response when driving at a relaxed pace. The resulting 12 percent increase in the moment of inertia ensures smoother running at low revs, while the engine mass increases by 0.51 kg. The gear ratio of this version is characterized by a shorter first and second gear to improve starting on steep slopes, especially when fully loaded.

Variable valve timing
Thanks to the IVT (Intake Variable Timing) system, the new two-cylinder engine guarantees a very linear torque delivery, with direct and harmonious throttle response at low revs and sporty performance values at high revs. This is because the IVT system continuously varies the timing of the intake valve via a 52° bend, thanks to the use of a phase variator at the end of the camshaft. In this way, it is possible to define the best overlap based on the engine speed and throttle opening, achieving a smooth and sustained power curve even at low and medium revs combined with excellent performance at high revs. In fact, more than 70 percent of the maximum torque is already available at 3,000 rpm, and between 3,500 and 11,000 rpm, the torque never falls below 80 percent of the maximum value.

To optimise engine performance, the cam followers of the intake valves have a DLC (Diamond Like Carbon) coating, as on the MotoGP engine of the Desmosedici. The distributor is controlled by a chain, valve springs take over the closing process. The intake valve stems are hollow, resulting in a 5 percent weight saving and increased efficiency. The valves are also chrome-plated.

Power is supplied via a round throttle body with a diameter of 52 mm and an injector mounted under the throttle valve. This is controlled by a ride-by-wire system that offers four different power modes to adapt the power to different riding situations and the intended use of the motor. The system is able to vary the torque gear by gear thanks to special maps, thus providing the most suitable throttle response for each gear.

The knock sensor, present in both versions, allows the engine to operate without compromising reliability when high-octane fuel is not available. In this way, it is possible to travel with peace of mind even in countries where it might be more difficult to find quality gasoline.

The new V2 engine is equipped with an intake bypass circuit. A duct connects the air filter box and the intake ducts of the two cylinders near the intake valve, improving the air-fuel mixture for greater fuel efficiency. In this way, combustion in the engine becomes more efficient, reducing fuel consumption and harmful emissions, and increasing the regularity of power output.

The engine's crankcases, which are produced using the die-casting process, are shaped in such a way that the water chamber is integrated around the cylinder liners. Like the Superquadro engine, the new V2 is equipped with aluminum liners that are inserted into the crankcase bores in the initial assembly phases. This design allows the cylinder head to be attached directly to the crankcase and combines the required rigidity of the engine structure with a significant advantage in terms of compactness of dimensions. The thin-walled liners also ensure effective heat exchange with the coolant flowing along the walls.

Thanks to its dimensions, the new V2 allows for the construction of more compact motorcycles. The water pump positioned at the head of the front cylinder significantly reduces the dimensions of the engine and minimizes the exposed rubber hoses of the cooling circuit. This results in a more elegant and tidy appearance for motorcycles where the engine is exposed.

For the same reasons, the new two-cylinder is equipped with a water/oil heat exchanger positioned in the V of the cylinders, eliminating the need for an oil cooler. This technical solution reduces size and weight and improves the aesthetics of the engine.

As with the new Panigale V4, the gearbox is equipped with Ducati Quick Shift (DQS) 2.0. The second generation of the DQS system uses a strategy based exclusively on the gait sensor, so that the microswitch used so far is no longer necessary. This solution provides the rider with a more direct response and shorter shift travel, without the "rubbery" feel typical of traditional quickshifters. In addition, the idle is easier to engage. The 8-disc slipper clutch, derived from the latest version of the Testastretta 11°, mitigates the declining torque when the throttle is closed and downshifts, thus improving the bike's riding stability in the decisive braking phases.

The new V2 will also be available in a version with reduced power for motorcycles intended for holders of a category A2 driving licence.

The technical video of the new Ducati V2 engine can be found here Link.

The first motorcycles equipped with the new V2 will soon be presented in the episode of the Ducati World Première, which will be released on Tuesday 5 November at 18:00.

#Ducati #DucatiWorldPremière2025


The most important technical data of the new V2 engine

• 890 cc 90° V-Twin
• Weight 54.4 kg (-9 kg compared to the Superquadro 955, -5.89 kg compared to the Testastretta Evoluzione, -5.82 kg compared to the Desmodue Scrambler®)
• Timing chain, double overhead camshaft, variable valve timing (IVT), 4 valves per cylinder, 38.2 mm hollow stem intake valves, 30.5 mm exhaust valves
• Bore x stroke 96 x 61.5 mm
• Compression ratio 13.1:1
• Maximum power 88 kW (120 hp) at 10,750 rpm – 126 hp with racing exhaust system and maximum torque 93.3 Nm at 8,250 rpm
• Version with more powerful alternator and shortened ratios for first and second gears, maximum power 85 kW (115.6 hp) at 10,750 rpm and maximum torque of 92.1 Nm at 8,250 rpm
• Aluminum cylinder liners
• Euro 5+ Homologation
• Multi-disc clutch in oil bath, servo-assisted and with slipper function
• Semi-dry sump lubrication with pressure and mud pump
• Fuel injection with 52 mm diameter throttle bodies
• Six-speed gearbox with optional Ducati Quick Shift (DQS) 2.0
• Oil change after 15,000 km
• Checking and possibly adjusting the valve clearance at 30,000 km