Did you even look at the comparison between the 466 and 468? It is clearly in the numbers so I'm not sure what you're referring or quoting to that it's best for the V4R or S. I disagree, provide a spec sheet if you have one, otherwise the 466 clearly outperforms the 468 on any V4 just by ride hide adjustment alone. You must not see the OEM design clearly and how much more robust the shock absorber is, or you're just a fan of the handle bar for starbuck adjustments or to say you've "upgraded" the rear suspension, when in truth you've cut the bike short. I would not remove any Ducati OEM shock absorber unless you're upgrading to the RSP40 or building up a V4 base, then sure the DU series will be fine for the casual street ride which is what the bike is designed for, not track performance like what you start to pay for once you get into the V4S or V4R range. Are you referring to the V4R - SP? That just comes with carbon wheels and the 1103cc engine compared to the homologated 998 V4 with top Ohlins suspension? Provide a link of the RS you're referring to. You have also not alluded to the replacement shock absorber - Why are you selling a brand new DU468 if it's top of the line? Why would you degrade from OEM to DU 468 - and now downgrade to.....?
You must not be considering surface finish or machine radians that affect heat tolerances or stress alleviation which matters at MotoGP/SBK - that is also why there's a pneumatic locking collar on the RSP compared to the 2nd spanner nut on my TTX, because of heat cycles that cause the upper nut to lose torque. Or are we questioning the RSP link provided, that shows a cap entirely machined?
You're correct the OEM is forged and I didn't doubt the process and say forged was better than billet? Also why I run proti bolts, not run of the mill titanium.
If Ohlins forging process is correct at the exterior, which it is because I don't have further machine marks on my forged TTX, there's no need for machining anything, besides the internal pathways which can obviously be done billet or forged. But you can always forge it and further machine it to slim down on weight or relieve the stress areas of any excess material. The valve body is not an easily forged form compared to a bolt head, but Ohlins figured it out, and I would even bet the OEM V4R shock can be machined down in some areas. Kind of like the machined FS linkage compared to the forged linkage. I would love to see a comparison of the V4SL - R - RSP40 valve body as Ducati specifically made the SL to be lightweight, but how in comparison to the R or RSP40, the SL valve just adds to the mystery.
I wonder if any of those DucatiModified folks can chime in...supposedly there's full blown S to SL conversions there but the authors don't provide much info on their builds or able to check a fuse correctly, much less refer to a spec sheet
do you even know what we're talking about? You seem to not have a single valid point to this conversation. Pecco du468 and all you get is a subpar rear shock that has no use on track or Pecco with carbon ohlins forks up front and a hidden rear shock
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