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Old Aug 25th 2019, 09:12 AM   #61
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This thread is better than any magazine review by far. And I agree its so important to get the suspension sprung to match your weight. I am 207 without kit and never found a bike that was sprung OK for me from stock. I had a 1290 SDR and that was terribly undersprung at the front.
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Old Aug 26th 2019, 07:22 AM   #62
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Originally Posted by lamb00j View Post
I went from the 1199 to the V4R.
Does the V4R have less torque than the V4, yes, and a lot less torque than the V2. But it very forgiving. IE it rides like a 600 under 8k and like a banshee over 9k. Its a different bike. One draw back i have, is the heat on the V4R makes the 1199 seem like the arctic tundra. I have the akra installed on the V4R and its still almost unbearable unless you are doing 80+. I never complained about my 1199, but that is my only complaint of the V4R.

I had a smile on my face all the time when riding with my 1199, and now i have a smile that doesnt go away when i see my bike let alone ride it. I have seen my 1199 out and parked my V4R next to it... and i am not upset with my decision to let her go. She served me well, but this new breed makes my heart thump even more.
No 600 has the torque the V4R exhibits in the lower range but it may seem like a 600 at the bottom after you just get off a 1299 but try a 600 after a 1299 and OMG LOL :-);

Obviously, displacement is entire reason the V4R has less torque than the 1103 cc of the V4/S, however, much like the current Yamaha R1, too much initial torque delivery can upset the chassis when cranked over and getting throttle mapping perfect like you see on Suzuki's GSX-R1000R, Kawasaki's ZX-10RR or Aprilia's RSV4 is not Ducati's forte. The V4/S/R throttle mapping is MUCH MUCH better but this is also due to the V4 layout, which is easier to tune because you have less time between engine pulses and each of those pulses have less torque so the rider feels a better or more predictable connection between the right hand and the rear tire with respect to perceived grip.

When the initial delivery of torque is too high a rider will close the throttle, transitioning weight forward and once that rider feels comfortable will re-open the throttle...this creates too much back and forth and adds time to the stop watch. The V4R has the smooth delivery of torque a fast rider needs, not too much. This is legitimately a race bike, a bike specifically built for World SBK and track use. It is NOT a street bike so don't expect street bike things from it.

Also, the point about the heat.....the fairings are designed with aero in mind so those fairings push the air around NOT onto the rider so you WILL feel hotter on this bike but it is not running hotter.
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Last edited by roadracerx; Aug 26th 2019 at 07:25 AM.
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Old Aug 26th 2019, 08:12 AM   #63
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Completely correct.
To let my V4 base a little cooler,I mounted the R fairings.
I feel hotter,but the bike is cooler.
My next step,before buying the R,is to test it side to side for the torque delivery.
The V4 1100 has so much mid-rev torque,that sometime I need to short-shift to avoid spin or TC kicking in,and to some rider coild be even intimidating.
The smoother torque,together with 2000 rpm more,leaves you the door open for different approaches to the turns,and also should be more forgiving to the tires.
Anyway is always a pleasure to ride.....

and if you posses any of this,you should consider yourself LUCKY
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Old Aug 28th 2019, 07:16 AM   #64
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Originally Posted by roadracerx View Post
With respect to durability...I have never had any race motor on any bike last more than 3,000 RACE TRACK miles. I have zero concerns about the new, higher-revving, motor used exclusively on track or as a load-bearing part of the chassis. Ducati does thorough testing ya know? I will make sure to rebuild my V4R after 2,000 miles of track use. I am not aware of any issues with the 1098R sand cast cases.
That is what I have observed, the R version in the past with sandcast just exhibit durability and without leaks nor problem in regular S or none S version. Is that something we can rely on with V4R?

Iím still trying to find out validity if all V4 engine are sand cast engine!
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Old Aug 28th 2019, 07:35 AM   #65
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@TsaiCo, I don't think any of the motors are sand cast. Sand-casting is a one off mold but has less tendency towards air pockets but Ducati has improved this process through vacuum techniques.
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Old Aug 28th 2019, 10:12 PM   #66
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Originally Posted by roadracerx View Post
@TsaiCo, I don't think any of the motors are sand cast. Sand-casting is a one off mold but has less tendency towards air pockets but Ducati has improved this process through vacuum techniques.
Ok, thatís good to know...Iím looking forward to this purchase with at ease now...now, R or S.... debate continues....I guess R with such favorable comments here!
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Old Aug 29th 2019, 02:47 AM   #67
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Originally Posted by TsaiCo View Post
...I guess R with such favourable comments here!
Since everything in life is a compromise with its pro's and cons, w.o. black & white,
I'd suggest both R and S are technical variants to the same great theme geared to their specific usage scenario
(i.e. pure 'WSBK' style racing homologation & more generic track-/street usage)?

Same as with the almost 'religious' discussion between Pani Twin and V4: both are inspiring technical feasts.
Let us just continue to make it an interesting and fun, not a 'best vs. bad' discussion?
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Last edited by RdashP; Aug 29th 2019 at 08:16 AM. Reason: corrected my Dunglish ;)
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Old Aug 29th 2019, 06:18 AM   #68
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Originally Posted by RdashP View Post
Since everything in life is a compromise with its pro's and con's, w.o. black & white,
I suggest both R and S are technical variants to the same great theme geared to their specific usage scenario
(i.e. pure 'WSBK' style racing homologation & more generic track-/street usage)?

Same as with the almost 'religious' discussion between Pani Twin and V4: both are inspiring technical feasts. Let's just continue to make it an interesting and fun, not a 'best vs. bad' discussion?
Never intended to be a good and bad discussion and impose on other.

How did I give you an impression when I said Iím choosing one over another? Iím merely trying to find answer among the avid ducatist here. If anything I would suggest my school of Thought is very similar to yours, when one find theďgoodĒ that just mean itís fit the person, I was trying to find flaws to debate myself in buying one or the other. That is how my mind works.

Moreover, ascertain to a discuss is to come to a conclusion, there will always be a decision to be made, one way or the other. Clearly OP has guild a trail that is similar my juncture of my decision. Very interested intention as the hobby grow further for me. Since Iím new, only way is to rely these opinions and experience until finding conflicting in the future when I own one. (Truly hope not)

Iím sorry if my response has offended you, just skipped when you come across my thread. If not I look forward to your motorcycle wisdom sharing.
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Old Aug 29th 2019, 07:33 AM   #69
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Originally Posted by TsaiCo View Post
Ok, that’s good to know...I’m looking forward to this purchase with at ease now...now, R or S.... debate continues....I guess R with such favorable comments here!
I had a base V4 that I put R wheels, full exhaust and custom Ohlins. I ride the R back to back with my bike in the same configuration and the R turned better. To me that is more important that speed or torque. The R is for track use and if you plan to ride there the R is the best choice. The V4/S is better for street. More torque, no slipper clutch and it is a really great motorcycle....I spend almost every weekend at the race track so for me the better turning R. Hope that helps.

And no one is offended :-) Ride on!
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Old Aug 29th 2019, 08:07 AM   #70
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Originally Posted by roadracerx View Post
The V4/S is better for street. More torque, no slipper clutch ...
no SC? RU sure?

"...The dry clutch guarantees important benefits in ease of handling: in particular, a more effective slipper function"

According to V4(s) Datasheet


Benefit of dry SC is particular sound and less oil contamination, since clutch wear dust is not pumped around oil cooling circuit.
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