Ducati has pulled the cover off the next evolution of their 90° V-twin, an engine that the Italian manufacturer will start using to power several models for 2025. The new powerplant will come in two configurations, offering different characteristics to increase its versatility.

With an 890 cc displacement, the new engine churns out either 120 hp or 115 hp at 10,750 rpm, delivering 69 lb-ft of torque in both configurations. At 120 lbs (54.5 kg), the fresh powerplant is not only compact but is also the lightest twin to ever be produced by Ducati. Within Ducati’s range that is 21.7 lbs lighter than the Superquadro 955, 13 lbs less than the Testastretta Evoluzione and 12.7 lbs lighter than the Scrambler Desmodue. 

The 90° V designed by the cylinders determines a natural balancing of the first-order forces, without resorting to a countershaft to eliminate vibrations. In addition, the cylinders are rotated backward with a 20° angle between the horizontal cylinder and the relative plane to optimize weight distribution.

Bore and stroke sits at 96 x 61.5 mm (1.56 ratio) placing the measurements in the middle when compared to the Testastretta and Superquadro engines. According to Ducati, this allows the engine to deliver higher maximum power values ​​than the former, with a torque curve that is more favorable for road use than the latter. The maximum torque value is 69 lb-ft at 8,250 rpm. In fifth and sixth gear, the limiter is set at 11,350 rpm.

On the 120 hp version, pairing the engine with the racing exhaust for track use increases maximum power to 126 hp (+6 hp) at 10,000 rpm and torque to 73 ft-lb (+4 ft-lb) at 8,250 rpm, with a weight saving of 10 lbs.

The 115 hp version has a more powerful alternator as well to properly manage even the heaviest electrical loads. The connecting rod and flywheel are reinforced to handle high RPMs and offer a smoother response in a relaxed riding setting.  With this version, the gear ratio is characterized by a shorter ratio for the first and second gears to improve starting on steep slopes, especially in full-load conditions.

Ducati says the new twin-cylinder design gives the engine great longevity and good service intervals. Specifically, valve clearance checks are scheduled every 18,000 miles while oil changes are recommended at 9,000 miles.

Variable Timing Control

The new 890cc V-twin boasts an IVT (Intake Variable Timing) system that offers a linear torque delivery even at low revs, with a prompt throttle response and sportbike engine performance at high revs. This is because the IVT system continuously varies the timing of the intake valve control over a 52° arc, thanks to the adoption of a phase variator applied to the end of the camshaft. This makes it possible to offer the best overlap based on engine rotation speed and throttle opening, obtaining a smooth and sustained power delivery curve even at low and medium revs, combined with brilliant performance at high revs. More than 70% of the maximum torque is, in fact, already available at 3,000 rpm, and between 3,500 and 11,000 rpm, the torque value never drops below 80%.

The spring valve timing system, introduced with the V4 Granturismo and confirmed on the new V2, makes for an engine that emphasizes regularity at low revs and ease of maintenance with valve clearance checked every 18,000 miles.

As on the Desmosedici MotoGP engine, the intake valve opening finger rockers have DLC (Diamond-Like Carbon) treatment to optimize engine performance. The distribution control is by chain, while the valve recall occurs via a spring control. The intake valve stems are hollow for greater distribution system efficiency thanks to a 5% weight saving, plus the valves are chrome-plated.

Power feed is entrusted to a 52 mm diameter circular throttle body, with a sub-throttle injector controlled by a ride-by-wire system capable of offering four different Power Modes to adapt the delivery to different riding situations and the engine’s intended use. Thanks to dedicated maps, the system can vary the torque saturation gear by gear, thus offering the most suitable throttle response for each gear.

The new V2 is equipped with an intake bypass circuit. A duct connects the two cylinders’ airbox and intake ducts near the intake valve, improving the air/fuel mix for greater fuel efficiency. In this way, the engine is more efficient in combustion, reducing fuel consumption and harmful emissions and increasing the regularity of power delivery.

The engine crankcases, obtained by die casting, are shaped in such a way as to incorporate the water chamber around the cylinder liners. Like the Superquadro engine, the new V2 is equipped with aluminum liners inserted into the housing holes of the crankcase during the initial assembly phases. This design allows the head to be fixed directly on the crankcase, combining the need for rigidity of the engine structure with a significant advantage in terms of its dimensional compactness. With their thin walls, the liners also make effective heat exchange possible with the coolant flowing along the walls.

The new V2 opens the way for Ducati to offer more compact motorcycles thanks to particularly small dimensions due to the water pump positioning on the head of the front cylinder. This solution minimizes the exposed rubber tubing of the cooling circuit, improving the appearance of bikes where the engine is left exposed.

For the same reasons, the new twin-cylinder is equipped with a water/oil heat exchanger positioned inside the V of the cylinders, which allows for the elimination of the oil cooler. This technical solution reduces size and weight, improving the engine’s aesthetic impact.

As on the new Panigale V4, the gearbox is equipped with Ducati Quick Shift (DQS) 2.0. The second-generation DQS uses a strategy based solely on the gear sensor, thus allowing for a pedal command without microswitches. This solution offers the rider a more direct feeling, with reduced travel and without that “rubbery” sensation typical of traditional quick shifters, and makes it easier to find neutral. The 8-disc slipper clutch, derived from the most recent version used by the Testastretta 11°, mitigates the retrograde torque with the throttle closed and when downshifting, improving the stability of the bike during more decisive braking phases.

The new twin engine is expected to power several models including the DesertX and Multistrada. The first bikes equipped with the new V2 will be revealed in the next Ducati World Première episode on November 5.

New V-Twin Specs

• 890 cc 90° V-twin engine
• Weight 120 lbs
• Chain-driven distribution with double overhead camshaft, IVT variable valve timing on the intake, 4 valves per cylinder. 38.2 mm hollow-stem intake valves, 30.5 mm exhaust valves.
• Bore x stroke 96 x 61.5 mm
• Compression ratio 13.1:1
• Maximum power 120 hp at 10,750 rpm – 126 hp with racing exhaust and maximum torque 69 lb-ft at 8,250 rpm
• Version with more powerful alternator and shortened ratios for the first two gears, maximum power 115 hp at 10,750 rpm and maximum torque of 68 ft-lb at 8,250 rpm
• Aluminum cylinder liner
• Multi-disc wet clutch, servo-assisted and with anti-hopping function
• Semi-dry sump lubrication with pressure pump and scavenge pump
• Power feed with 52 mm diameter throttle body
• Six-speed gearbox with the option of fitting the Ducati Quick Shift (DQS) 3.0
• Oil change scheduled at 9,000 mi
• Check and eventual valve clearance adjustment scheduled at 18,000 mi
• CO² emissions (WMTC): 120 g/km