Ducati has unveiled a new cc Testastretta engine ahead of the EICMA Motorcycle Show in Milan, Italy. New Ducati Testastretta DVT V-twin engine revealed and detailed, features first ever variable valve timing (VVT) equipped in a bike engine. Ducati variable timing improves engines. Posted on 16th October, by Mark Hinchliffe. Ducati Testastretta engine.

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Quietly, the is bringing radical change to the family of degree V-twins derived from the original 8-Valve Desmo, which, in turn, was based on the Pantah that Dr. Fabio Taglioni designed back in the mids.

Thus, in the end, the new Pantah shared the 74mm x From testaetretta GTV, Taglioni drew on basic experience that would change his very conservative approach to crank assembly design—the plain bearings and related forged one-piece crankshaft and cap-type rods were engihe optimal solution to solve the dramatic problem of multiple failures of the traditional pressed together crankshafts turning on ball and needle bearings. Still, he did not want to use too much oil flow and pressure, dcuati he decided for a hybrid solution for the Pantah: Though it may sound awkwardly complex, there was a good reason: They had superb radial loads and axial thrust capacity, and thanks to their lightweight synthetic material cages they could stand extremely high rpm.

With the relatively short stroke of the Pantah engine, even the relatively small 35mm diameter of the main journals would create an adequate overlap with the 44mm crank journals for a nearly flex-free crankshaft.

Things slightly degraded at each increase of displacement and, more particularly, the stroke, since that meant a progressive reduction of the main journal-crank journal overlap. This would cause an increased tendency of the crankshaft to flex and thus dump tesatstretta axial thrust on those magic bearings sngine the crankcase.

The bearings held on, but the crankcases did not.

At each sign of failure there were plenty of them with the Superbike racers Ducati beefed up the crankcases and the 8-valve Desmo soldiered on to grow into a cc twin with a Today, the Testastretta is a strong and perfectly reliable unit. But those angular contact ball bearings are too expensive. This is a change more radical than it might seem, and it confirms what CEO Claudio Domenicali said a couple of years ago, when he made it clear that Ducati will proceed with two lines of engines—the then brand newand a constantly evolved Testastretta in various displacements.


Since the already has proven to be a very solid middleweight performer, why have the fractionally smaller cc?

At 94mm by Though testastertta down, this enlarged version delivers a claimed hp at 10, rpm and 69 pound-feet of torque at 9, rpm. So Chief Engine Development Manager Gigi Mengoli developed a less oversquare unit by adopting enbine 88mm bore of the old teamed to a In the Monster, the new delivers a claimed hp at 9, rpm and The 1,rpm range separating the power peaks is a sign of good flexibility, in line with the spirit of the Monster and Hypermotard.

The new retains the basic character and layout of the original members of the family, but looks neater, refined and more rational in the design of ancillaries such as the belt covers, which feature a net-protected air intake to keep the operating temps of the belt under control.

The that powers the top version of the Monster has undergone the same structural modifications to work with the same frame-engine assembly. To enable the Testastretta engines to function as stressed members of the chassis which also has a steel trellis frameadditional engine-to-frame mounting bosses had to be added to the horizontal head one on the top side and the vertical head one at the front, one at the rear. The one located on the crankcase, at the center of the vee of the cylinders, is no longer structural.

It was retained because the other Ducati model powered by thethe Hypermotard, still uses the original trellis frame that is bolted to the egnine located on the crankcase, plus the front one and a rear upper one. The vertical head of the Monster with its two additional bosses.

Only the front one is used to mate the engine to the trellis frame, with a 12mm bolt. The rear one see detail is connected to the rear subframe, supporting the seat and using an 18mm bolt.

The horizontal head carries only one boss that mates frame to engine, and it also uses a 12mm bolt. The crankcase is modified in the bore of the main bearings and related support areas. The bore goes down from the old 81mm to 45mm. The smaller bore produces a stronger case structure thanks to the thicker annular section around the main bearing seat, plus additional webbing. The plain bearings bring significant advantages in load capacity, mechanical quietness and additional crankshaft rigidity.


They also save money in production. The main-end testasyretta bearings do not feature engibe usual groove and admission hole because Taglioni has always favored axial admission lubrication circuits, which require less pressure. With axial admission, the oil flow does not need to overcome the centrifugal force found in a radial admission layout.

The new crankshaft foreground of the Ducati comes from a new forging with more accurate counterweight profiles and the new, larger main-end journals. The rest of the crankshaft layout remains unchanged.

Ducati Desmoquattro engine – Wikipedia

The larger main journals generate a much more rigid crankshaft because now they overlap the crank journal by a substantial 8. This translates into far less pulsating axial load dumped by the flexing crankshaft to the crankcase. Despite its more generous dimensioning, the new crankshaft, complete with its main dudati, weighs Connecting rods have remained unchanged in their structure and vital measurements, with 40mm bearing diameter and mm center-to-center dimensions.

This is the new oil pump. The small hole adjacent to the spark plug seat is the port for secondary air. A reed valve atop of it controls flow. The secondary air enters the combustion chamber through the port of the left inlet valve.

Secondary air improved stability udcati medium and heavy low-rpm loads, where Ducati engines typically develop a staggering response to throttle action. The addition of secondary air translated into a significantly improved combustion in those specific conditions. The Ducati features a The little pocket under the sparkplug reminds me of the 6.

New Ducati Testastretta DVT engine detailed (with videos)

The pocket deep and spoon-shaped exploits the high-pressure injection jet of gasoline to enhance the turbulence inside the combustion chamber, for faster and more complete combustion.

This ghost view of the Ducati confirms that the toothed belt originally adopted by Taglioni for the Pantah has been retained, despite the good progress that has been made with chains and oil-bath toothed belts such as that used by Ford for its Ecoboost 1.

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