Tidigare idag publicerade vi några filmer om den nya Testastretta DVT-motorn. Nu har vi fått ett pressmeddelande från Ducati där vi får veta ännu mer om den nya motorn med variabel styrning av kamaxlarna, som kommer att presenteras om några veckor. Fastbikes.se kommer att vara på plats och rapportera.

Ducati presenterar sin första motorcykelmotor med variabel inställning för både insug- och avgaskamaxlarna. Systemet har döpts till Ducati Testastretta DVT, Desmodromic Variable Timing. 

Ducatis nya desmodromiska motor lär vara först i världen med variabel inställning hos både insug- och avgaskamaxlarna.

Motorn är en Testastretta 11° V-twin på 1198 kubikcentimeter (106 mm borr och 67,9 mm slaglängd), något som gör att mycket pekar på att motorn kommer att tjänstgöra hos en ny version av populära äventyrsmaskinen Multistrada.

Ducati uppger att den nya Testastrettaen DVT-motorn ger en maximal effekt på 160 hästkrafter vid 9.500 rpm och ett vridmoment på upp till 136 Nm vid 7.500 rpm med en perfekt linjär leveranskurva. Vridmomentet är redan 80 Nm vid 3.500 rpm, och det sägs sedan vara konsekvent över 100 Nm mellan 5750 och 9500 varv per minut.

Vidare anges bränsleförbrukningen vara lägre än tidigare.

Det variabla systemet kan kontinuerligt anpassa ventiltiderna, genom att agera självständigt hos både insug- som avgas-kamaxlarna. Systemet sägs optimera motorns prestanda över hela varvtalsregistret, för att garantera högsta effekten, mjuk motorgång, kraftigt vridmoment vid låga varvtal och minskad bränsleförbrukning. Motorn sägs även leva upp till euro 4-kraven. Dubbla tändstift per cylinder (DS) och ”anti-knock-sensor” sitter på plats.

Här kan du läsa mer från Ducatis pressmeddelande (på engelska):

When a new engine is designed, one of the most critical parameters to determine its 'character' is the
amount of intake and exhaust valve overlap. The overlap angle is defined as the interval of crankshaft
rotation, expressed in degrees, during which both the intake and exhaust valves are open at the same time.
This overlap occurs between the end of the exhaust stroke and the start of the intake stroke and is normally
a single value that does not change. However, the Testastretta DVT is not limited by a fixed valve overlap
angle.

Instead, the Ducati Testastretta DVT’s overlap angles can change, thanks to the introduction of the DVT
(Desmodromic Variable Timing) system: a valve timing adjuster fitted to the end of each of the two
camshafts per cylinder head. The DVT system consists of an external housing, rigidly connected to the
cam belt pulley, and an internal mechanism which is connected to the camshaft and can independently
rotate inside the housing. This rotation of the internal mechanism, either in advance or in delay with respect
to the housing, is precisely controlled by varying the oil pressure in special chambers of the mechanism. The oil pressure is adjusted by dedicated valves and the timing of each cam is dynamically controlled by a
sensor located in the cam covers.

Desmo attraction

The Ducati Testastretta DVT engine uses the unique valvetrain that made the Bologna-based Italian
manufacturer a world-famous name. Thanks to this unique system, the intake and exhaust valves are
closed mechanically and with the same level of accuracy as they are opened. The term Desmodromic
derives from the Greek words “desmos=link” and “dromos=stroke, travel”; in mechanical engineering
terms, it refers to mechanisms designed to actuate valves both in the opening direction and in the closing
direction.

This system, used in all Ducati models, has also been extremely successful in Ducati Corse World
Superbike and Desmosedici MotoGP motorcycles.

In the development of the DVT, the Desmodromic valvetrain represents a major advantage over a
traditional spring based timing system; the actuation of the valves at low engine speed requires less force,
not having to compress the valve springs, this allowed Ducati to limit the size of each cam phaser with
obvious benefits in terms of lightweight construction and compactness for a perfect engine integration.

Ever-present strong torque

With its 106 mm bore and 67.9 mm stroke for a total capacity of 1,198 cm³, the newborn Ducati
Testastretta DVT engine produces a maximum power of 160 HP at 9,500 rpm, and a torque up to 136 Nm
at 7,500 rpm with a perfectly linear delivery curve. The torque is already 80 Nm at a low-range value of
3,500 rpm, and it remains consistently over 100 Nm between 5,750 and 9,500 rpm.
Despite an increase in power, however, the DVT system has a positive impact on fuel efficiency, with
an average 8% reduction in fuel consumption compared to the previous non-variable configuration.
Ducati's permanent research and development efforts applied to injection systems have repositioned
the fuel injectors to target their spray directly onto the rear of the hot intake valve, instead of the colder
surface of the intake port wall. The resulting enhanced fuel vapourisation improves combustion efficiency
and ensures a smoother delivery.

The Testastretta DVT is equipped with a Dual Spark (DS) system that uses two spark plugs per cylinder
head, providing a twin flame-front that ensures complete combustion across a very short period of time.
Each spark plug is managed independently, to optimise efficiency throughout the rev range and in all
conditions of use. An anti-knock sensor ensures safe engine operation even while using lower octane fuel
or in situations potentially detrimental to combustion efficiency, e.g. at high altitude.

In order to achieve a smoother cycle-to-cycle engine operation, Ducati has used a secondary air system
similar to that developed for extremely high-performance engines. This optimizes combustion without
increasing emissions, by completing the oxidisation of unburned hydrocarbonsto reduce HC and CO levels.

Suitable for any condition

Thanks to all these characteristics, the Ducati Testastretta DVT sets new standards for Ducati twincylinder
power units and introduces new, revolutionary parameters to achieve the best possible balance
among maximum power, smooth delivery, low-rpm torque, low fuel consumption and reduced emissions,
thus standing out as the most technologically advanced Desmodromic twin-cylinder engine on the planet.
The Ducati Testastretta DVT system does not affect the valve clearance adjustment schedule, and in fact
requires major services only at ownership-friendly 30,000 km intervals. This engine can be used in a wide
variety of conditions and locations, while always delivering top performance and exceptional userfriendliness,
safety and sheer excitement.'