V4R Rumors for 2022+?

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SuperDomestique said:
Nah. The last minute shuffle was bc of marketing. BMW upstaged them w the new M1000RR, which had more significant updates especially when it comes to aero. Gigi is probably losing sleep with BMW one-upping them in this dept.

This 2023 V4R has been in the pipeline for at least a year. Production lead times are at least 6 months for the new engine bits (conrods, pistons, cam, and clutch). Then testing. And then you have to factor in the a couple months for marketing to make this video.
Click to expand...

I disagree. If I were a betting man, I'd put my money on the delay being a result of maybe a revision and the week was for editing the video to accommodate, or perhaps a media-based post-production delay. There was not enough time for the last minute shuffle you suggest.
 
andyb said:
have they moved the price cap?
Click to expand...

Based on the math in the previous posts, it appears that way. Unless the price is Europe is still 40k Euro. Since tax/VAT is different here, I imagine they can price it any way they want? 😆

But that would seem strange as most of our powersports pricing is lower in the US than most other countries.
 
I guess it doesn't matter what they charge in other countries. 40,000 Euros does NOT equal $45,000 USD based on the current exchange rate. No doubt Ducati will attribute the extra cost for shipping and other fees.

Aprilia did this too with its XTrenta. 50,000 Euros (which seemed like a bargain for what you're getting) turned out to be $60,000 USD and $78,000 Canadian dollars.
 
Considering that this bike is to meet racing homologation, I see why Ducati focused mainly on engine improvements. The ability to rev to 16.5k while maintaining durability (same maintenance routine as a normal Desmosidici Stradale engine) is a big improvement for race teams. In WSBK that’s trimmed to 16.1 so there’s even more headroom on durability. And they’ve made improvements on power and engine response. To make 4 hp on oil alone is kind of a big deal (race teams would be all over that). Pistons and rotating assembly have to be the same as homologation. It sounds like they optimized the variable intake system, which has to remain as homologated. They didn’t spend money on things that do not benefit the technical regulations thus increasing margins. I mean basically you’re buying a Superbike bottom end with parts off the shelf to produce a motorcyle that will meet Euro5/CARB standards in street form. That’s it. Once a team gets one of these bikes, it gets stripped and 95% of the parts are replaced (less if you’re running Superstock rules).

I guess the big question is how do you justify a $40k Ducati that doesn’t have a great track record (pun intended) racing when you could buy another platform with more pedigree (i.e. Kawasaki or Yamaha) and better factory support. A GYTR-prepped R1 is 25-30k euro and you can buy the Pro kit for probably another 10-15k and get a pretty close to WSBK spec bike.

https://www.motorcyclenews.com/news/new-bikes/2023-yamaha-r1-gytr-pro-r6-r7/
 
SuperDomestique said:
Considering that this bike is to meet racing homologation, I see why Ducati focused mainly on engine improvements. The ability to rev to 16.5k while maintaining durability (same maintenance routine as a normal Desmosidici Stradale engine) is a big improvement for race teams. In WSBK that’s trimmed to 16.1 so there’s even more headroom on durability. And they’ve made improvements on power and engine response. To make 4 hp on oil alone is kind of a big deal (race teams would be all over that). Pistons and rotating assembly have to be the same as homologation. It sounds like they optimized the variable intake system, which has to remain as homologated. They didn’t spend money on things that do not benefit the technical regulations thus increasing margins. I mean basically you’re buying a Superbike bottom end with parts off the shelf to produce a motorcyle that will meet Euro5/CARB standards in street form. That’s it. Once a team gets one of these bikes, it gets stripped and 95% of the parts are replaced (less if you’re running Superstock rules).

I guess the big question is how do you justify a $40k Ducati that doesn’t have a great track record (pun intended) racing when you could buy another platform with more pedigree (i.e. Kawasaki or Yamaha) and better factory support. A GYTR-prepped R1 is 25-30k euro and you can buy the Pro kit for probably another 10-15k and get a pretty close to WSBK spec bike.

https://www.motorcyclenews.com/news/new-bikes/2023-yamaha-r1-gytr-pro-r6-r7/
Click to expand...

Much of this is incorrect.
But
Cool.
 
SuperDomestique said:
Considering that this bike is to meet racing homologation, I see why Ducati focused mainly on engine improvements. The ability to rev to 16.5k while maintaining durability (same maintenance routine as a normal Desmosidici Stradale engine) is a big improvement for race teams. In WSBK that’s trimmed to 16.1 so there’s even more headroom on durability. And they’ve made improvements on power and engine response. To make 4 hp on oil alone is kind of a big deal (race teams would be all over that). Pistons and rotating assembly have to same as homologation. It sounds like they optimized the variable intake system, which has to remain as homologated. They didn’t spend money on things that do not benefit the technical regulations thus increasing margins. I mean basically you’re buying a Superbike bottom end with parts off the shelf to produce a motorcyle that will meet Euro5/CARB standards in street form. That’s it. Once a team gets one of these bikes, it gets stripped and 95% of the parts are replaced (less if you’re running Superstock rules).

I guess the big question is how do you justify a $40k Ducati that doesn’t have a great track record (pun intended) racing when you could buy another platform with more pedigree (i.e. Kawasaki or Yamaha) and better factory support. A GYTR-prepped R1 is 25-30k euro and you can buy the Pro kit for probably another 10-15k and get a pretty close to WSBK spec bike.

https://www.motorcyclenews.com/news/new-bikes/2023-yamaha-r1-gytr-pro-r6-r7/
Click to expand...
In regard to the 2nd part of this.
this WAS and IS the focus for an ALL NEW V4R (not the 23 V4R)
a bike that has less inhibiting characteristics, more capable package that multiple people can win on, on a variety of track types

Yamaha is a prime example of this, the R1 is easier to ride then a V4R. But they too will have a new bike next year as they have extracted every ounce out of it in wsbk
 
saccardo said:
The factory bikes are special built units, not “stripped down” stock bikes.
They head to the teams from Corse, and very little additional modification happens.
Click to expand...

I know... I was wording my question subtly so as to not appear on the attack. The F22 I rode (Rinaldi's) was nothing like the V4R with the exception of the slow ass rider on it who tends to ride R bikes. ;)
 
DucatiTerminator said:
I know... I was wording my question subtly so as to not appear on the attack. The F22 I rode (Rinaldi's) was nothing like the V4R with the exception of the slow ass rider on it who tends to ride R bikes. ;)
Click to expand...

It feels familiar, but ultimately is much more refined and radically different.
 
saccardo said:
It feels familiar, but ultimately is much more refined and radically different.
Click to expand...

I'm not fast enough to really appreciate the differences. Plus, Rinaldi's bike seemed to sit a little taller than Bautista's (raised carbon seat base under the seat pad), so even the riding position was a little foreign to me. Acceleration was on a completely different level.
 

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