Remember Ducati’s talk of record-setting maintenance intervals in connection with its discussion of the upcoming Multistrada? It turns out Ducati was not kidding.
The V4 Granturismo engine powering the new Multistrada (which will be unveiled on November 4) will not only require far less maintenance, it will be lighter, more compact and more powerful than the v-twin it replaces. Here is the press release from Ducati received earlier today:
- Ducati presents the new V4 Granturismo engine. It will power the new Multistrada V4, which will be unveiled on 4 November
- The V4 Granturismo has been developed for maximum smoothness of operation and has record-breaking maintenance intervals
- Compact and light, performing, featuring rich torque values: an engine designed for “adventouring” use, at the same time able to offer great thrills and sportiness
Borgo Panigale (Bologna, Italy), 15 October 2020 – A new era begins in Borgo Panigale as Ducati presents to the public the new V4 Granturismo, the engine that will equip the long-awaited new generation of Ducati Multistrada, which is going to be unveiled on Wednesday 4 November.
An extremely compact, lightweight, high-performance, torque-rich engine designed to meet the needs required in “adventouring” use without neglecting emotion and sportiness.
Built with latest-generation technology as well as first-in-class materials available, in order to guarantee both durability and reliability, the V4 Granturismo stands out for its record-braking maintenance intervals for a motorcycle engine and has been created as the heart of a high-performance and dynamic bike, ready to explore every corner of the planet with its owner.
The engine was presented to the public with a video in which Claudio Domenicali – Ducati CEO – and the engineers and technicians who followed its development reveal all its secrets and features to the Ducati enthusiasts.
Every single technical choice made during the development of the V4 Granturismo project have the aim of ensuring maximum fluidity of operation combined with a substantial extension of maintenance intervals.
The new distribution includes a spring valve return system, that brings the maintenance intervals of the V4 Granturismo to 60,000 km. Figures obtained thanks to the in-depth expertise Ducati acquired in the use of materials, treatments and technical solutions developed around the Desmodromic system. All this, applied to a spring valve return system which stresses less the components if compared to the Desmo, brought to set an outstanding milestone never set before by a motorcycle engine. In addition, the engine ensures great regularity of operation at low revs and low loads, without forgetting the outright performance, the power at high revs and the reach of an authentic sports engine: The V4 Granturismo delivers 125 kW (170 hp) of power at 10,500 rpm, and a maximum torque of 125 Nm (12.7 Kgm) at 8,750 rpm. All this respecting the stringent Euro 5 homologation norms.
With its 66.7 kg of weight, the V4 Granturismo can boast a record lightness, being 1,2 kg lighter than the Testastretta twin-cylinder used on the previous Multistrada 1260. The 1,158 cc displacement came out as being the perfect point of connection in terms of performance, lightness and dimension of a V4 engine, capable of being incredibly light and compact. Compared to the previous generation engine, the V4 Granturismo results 85mm shorter, 95mm lower and only 20mm wider. This compact layout allowed Ducati engineers to house the engine in the frame more effectively and centrally in order to positively influence the position of the bike’s center of gravity, with all the resulting benefits.
The V4 Granturismo also inherits some elements derived from the experience gained by Ducati in the racing world, such as the decision to adopt a counter-rotating crankshaft, which improves the handling and agility of the bike, and to exploit the “Twin Pulse” technology, capable of offering a full-bodied but perfectly manageable power delivery at every speed.
To avoid a drop in thermal comfort due to the heat transmitted by the rear cylinders, the V4 Granturismo adopts the strategy of deactivating the rear bank at idle. In this way, when the bike is stationary, the combustion process in the cylinders is halted and this improves the thermal comfort of the rider and passenger thanks to the lowering of temperatures while simultaneously reducing fuel consumption.
V4 Granturismo main technical data
- 1158 cc 4-cylinder 90° V engine
- Bore x stroke 83 x 53,5 mm
- Compression ratio 14:1
- Maximum power 125 kW (170 hp) at 10,500 rpm
- Maximum torque 125 Nm (12,7 Kgm) at 8,750 rpm
- Euro 5 homologation
- Distribution part chain, part gear – timing with dual overhead camshaft, 4 valves per cylinder
- Counter-rotating crankshaft with crank pins offset at 70°
- Wet multiplate anti-patter servo clutch
- Semi-dry sump lubrication with three oil pumps: 1 delivery and 2 return
- Fuelling with four oval throttle bodies (46 mm diameter equivalent)
- 6-speed gearbox with Ducati Quick Shift (DQS) Up & Down System
- 60,000 km maintenance valves check interval
- Deactivating rear bank
Most engines can go 37,000 miles without a valve adjustment anyway. Ducati knows they make plenty on random repairs so why not market extra long valve services?
Will this technology trickle down to the V-Twin line?
People whined when Ducati went from bevel gear drive to belts
People whined when Ducati introduced liquid cooling
People whined when Ducati introduced wet clutches
People whined when Ducati introduced the V-4
People whined at Ducati maintenance intervals
People, don’t buy a Ducati, go buy a V-Strom and shut up.
One would think that the more people that become owners and enthusiasts of the Ducati brand the better. Exclusivity by usurious maintenance costs does not make a brand popular. I think Desmo valve actuation was a viable alternative to valve springs due to the weakness of the latter in the early days of racing.
Ducatis, past and present, are among some of the most beautiful motorbikes in the world. Why must beauty be such a beast to own? Oh yes…Exclusivity. The Italian marques are not so popular as the Japanese or American makes but that is due to reliability (now in both) and in tremendous pride of ownership that is for not only Harley in general but many of the Japanese models as well (think Goldwing for instance).
People aren’t “whining”. Might you be against them? Whatever.
Desmo = Ducati. Spring valves = Ducaudi
I have 900SS/CR I bought new in 1998. I don’t ride as much as I used to, but it has been very reliable. It hasn’t been to a dealer since the 600 mile check up (36K now). I bought a shim kit and taught myself to adjust the valves..no real mechanical issues or breakdowns.
Looking to purchase engine
… a very Honda like engine. how soon will they move the water pump to be camshaft driven.
I never had a problem with my 05 ST4s
Loved the motor, hated the maintenance, which was expensive because I put alot of miles on it $$$…
With the new, longer maintenance interval and no cam belts to worry about
all Ducati has to do to bring me back is to make the next Multistrada a bit less gawky looking.
And delete that silly maintenance due “wrench icon” which could only be erased by the dealership.
170HP is more than enough for me, so I may wait for the 900cc version.
Me not get. Where do all the reliability problems come from?
I’ve had four perfectly reliable Ducatis. My current one is 17 years old and hasn’t given me any trouble.
Anyone got a horror story from and actual owner? Or is this conspiracy corner?
I’ve owned my air-cooled MTS 620 since new. No engine problems either. I will keep it until I join Dr. T in desmodromic heaven.
I think people who complain about Ducati reliability don’t ride their bikes enough. Ducatis can indeed “decay” a bit when they are not ridden. I have a 2009 Multistrada with 65K miles on it, used as a daily commuter until this past spring, and it has been very reliable. In fact, more reliable than a Honda VFR, which left me stranded a couple times because of regulator-rectifier problems.
My son bought a 2009 Ducati Monster 696 brand new. First the electronics went out. Next the transmission locked up. It has had persistent oil leaks Ducati cant seem to fix, and they also cant fix a persistent rear brake squeal.
His wife’s cousin bought a 796. Had consistent rear brake issues. Rear brake would just lose pressure. Again Ducati tech could not seem to fix it and he traded it in on a Triumph.
My family Doctor bought a Mulistrada. Had numerous issues, so many that he traded it in for a KTM 1190.
If you think Ducati issues are made up, Google ” issues with Ducati xxxx”, or visit a Ducati forum and you will find out more than you want.
I’ve hear of people having reliable Ducati’s, just no one I personally know has had a reliable Ducati
I wouldn’t call them “horror stories”, but the reliability was bad enough that I didn’t like to take the Monster more than a couple of hours from the house. I really enjoyed that bike when it was running, though. It was genuinely more than the sum of its parts when it came to fun factor and is perhaps the bike I miss the most (again, when it was running.)
The only bike I’ve owned that was less reliable was a Buell XB12X. Now that bike, I don’t miss at all.
My son calls his Monster his “50 mile bike”. He won’t ride it more than 50 miles round trip from home. Like you Jeremy, he loves it when it’s running. He always wanted a Ducati, and never plans to sell it, although it has certainly tempted him at times.
When he wants to go someplace like on our trip to North Carolina from Ohio for our annual Men’s Fall Trip 2 weeks ago, he rides his Yamaha MT-10
I would d get older fully fired Suzuki Sv 650 and put spikes in tires carry block and tackle long rope, and pull cars out of the snow banks slowly but easily.
I hope they hooked a turbine to the grave of Dr. T. Whe electric power provided by him spinning in his grave would power Bologna for years.
37,000 mile maintenance intervals is great, but that is PLANNED maintenance. What about the unplanned kind? Ducati doesn’t have the most stellar background when it comes to reliability, and when its an adventure bike that you are putting on the market, reliability is key. Who wants to spend $20K on a bike that will leave you stranded in the middle of nowhere? Hopefully they did some serious head scratching and figured out how to make serious improvements in that area. It does seem like they are headed in the right direction though.
Don’t be the first one on your block… Let it season for a year and let the worst of the bugs be worked out. Being a Duc, there will be plenty of niggling issues.
Though they deserve credit for the valve adjustment intervals.
Well…Whaddaya know? It’s as if they read this site, eh? No more Desmo. No more timing belts. Valve check/adjust intervals just over the previous generation of GL1800. Not yet a 100,000 mile interval but a leap in the right direction.
Depending upon MSRP, looks and the size and range of the fuel tank, I will give the new Multi a look-see.
And being a frugal frog, I will inquire as to what the valve service will run. It makes sense to ask unless you’re fortunate enough to have more dollars than sense. 😉
A wet clutch, cam valve, V-4 Ducati?? Did someone just get whacked in Bologna?!?
Yes, with a timing chain rather than a belt. What the heck – it is a Honda. Gotta be a real serious story here.
I think it’s a pretty typical story. Their tech (Desmo) no longer resonated with a large cross-section of the customers they wished to reach and had become a detriment to sales, so they’re changing. I won’t be surprised if other model families follow.
I’ll help you here. Its been nine (9) model years with timing chains for Ducati. I’m sure there are going to be people harping about Ducatis coming with only timing belts and desmo in 2033, too.
LOL these are “maintenance intervals” not “how frequently the thing will be in the shop.”