2 weeks Ago By David Booth
Article content Ducati’s Superquadro V-twin is dead. Come 2025 — after more than 30 years of faithful service — the four-valve, V-twin will sing no more. But, fret not, ye fans of Ducati’s traditional 90-degree twins, it will, contrary to widespread speculation, be replaced.
Still, there is some sad news. Its replacement — dubbed simply “V2” for now — is some 30 horsepower down on the last 955-cc version of the iconic motor. That said, its 895-ccc replacement will be 10 kilograms lighter than the outgoing powerplant, have better torque (or, at least, an even wider powerband) and, thanks to some rotating of the cylinders rearward, better weight distribution.
The first thing you should know is that there will be two versions of the new 96-millimetre by 61.5-mm twin — less oversquare than the outgoing 100-mm by 60.8-mm Superquadro — the more powerful producing 120-horsepower while the lesser version makes 115-hp.
Both will generate 69 pound-feet of torque. More importantly, the new V2 will make more than 70% of its maximum torque as low as 3,000 rpm and from 3,500 rpm to 11,000 rpm, it won’t drop below 80% of that those 69 maximum torques. As to which version will be fitted to which bike, Ducati isn’t saying.
But it’s pretty much a no-brainer that the 120-hp version will see duty in Panigale, Streetfighter and Hypermotard, while the less powerful version will power the Multistrada and Scrambler models. The less powerful, touring-oriented versions also boast a more powerful alternator to accommodate larger electrical loads from lights and accessories such as heated clothing. No matter which one powers the new 2025 models, they should all benefit from the fact that the new V2 weighs but 54.
4 kilograms. That’s down some 10 kilograms compared with the Superquadro 955. Such a weight savings is not to be sniffed at, especially if it’s from the engine alone.
As for the how, Ducati says the water pump is now in the front cylinder head, the water jackets are thinner and, in a first for Ducati, the valves are hollow. Other changes include super-slippery DLC coating on the camshaft’s finger followers and a new intake variable valve timing system that swings through a 52-degree arc, optimizing cylinder filling at all speeds. And, in a last feature that should be universally appreciated, Ducati has cast the V2’s cylinder block so that the cylinders are rotated 20-degrees backward.
That should, says the company, offer more even weight distribution across its lineup. It’s also worth noting that the new twin will get longer service intervals — 15,000 kilometres for oil changes and 30,000-klicks between valve clearance checks. And finally, as to which models will be the first to be blessed with the new V2, it’s widely expected it will be the high-performance Panigale and its partner in wheelies, the Streetfighter.
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