Ducati has lastly launched particulars about its much-anticipated electrical race bike, recognized internally because the “V21L” prototype. The V21L is essential for a number of causes. Not solely is it the platform with which Ducati will deal with the MotoE championship, beginning in 2023 as the only provider, however it could additionally give us some clues as to a number of the options Ducati are experimenting with with regard to a future production-based electrical motorbike obtainable to all.
Extra essential nonetheless is the truth that Yours Really acquired an unique invite to take a look at, contact, and sit on the V21L, making me the primary particular person exterior Ducati given the prospect to take action. My impressions of the bike – and Ducati’s official press launch – will observe, however first, the main points.
Ducati is tackling the MotoE undertaking as it will a manufacturing bike, using its Centro Stile (Design Middle) and engineering groups concurrently to quickly design and develop the V21L to Dorna’s specs (and past). Unsurprisingly for a undertaking like this, the engineering staff consists of members of each Ducati Motor Holding and Ducati Corse, the competitors arm of the manufacturing facility concerned in each facet of Ducati’s racing efforts, together with MotoGP.
The MotoGP connection is essential as a result of, from the outset, the V21L’s digital techniques wanted to function simply as successfully and effectively as Ducati’s Desmosedici MotoGP racer. In fact we’re speaking concerning the use and implementation of Ducati Traction Management, Ducati Slide Management, and Ducati Wheelie Management (amongst others), however at a extra granular stage Ducati Corse engineers helped dictate the output of energy from every diploma of throttle rotation to carefully mimic that of the MotoGP machine.
In fact, the pure query is: How a lot energy does it make? Based on Ducati, the MotoE racer has an output of 110kW (roughly 150 horsepower) and 140Nm of torque. As for the battery pack, it’s comprised of 1,152 cylindrical 21700 sort cells – the identical cells you’ll discover in a Tesla. It weighs 242.4 lbs. (110 kg) and has a capability of 18 kWh. What’s fascinating concerning the pack is its orientation – tilted again throughout the chassis – and the actual fact it’s not a purely rectangular form however relatively a fancy form meant to fill the void throughout the center of the bike. Naturally, it’s housed in carbon fiber, and just like the Panigale V4 manufacturing bike, it’s hooked up to a entrance subframe, making it a careworn member of the chassis.
Weighing in at 11 lbs (5 kg), the unnamed inverter is a typical unit, based on Ducati, present in different types of electrical automobile racing. The motor, in the meantime, is a bespoke Ducati design weighing 46 lbs (21 kg) and might spin as much as 18,000 rpm. It’s manufactured by an unnamed provider. Roberto Cane, Ducati EMobility Director, confirmed the motor employs a gear discount system, which can be evidenced by the “regular” measurement of the rear sprocket. Lastly, the excessive voltage 800v system is much like different high-performance electrical automobiles, permitting for much less present draw. Nevertheless it additionally makes for a sophisticated system to regulate and insulate from.
Warmth is the enemy of efficiency, and nowhere else is that extra evident or essential than on the observe. With a view to handle the warmth to each the battery and the motor/inverter, Ducati has employed two separate liquid-cooling circuits – one for every system. The massive central radiator retains battery temps below management, whereas the smaller triangular warmth exchanger beneath it does the identical for the motor and inverter. Collectively, the 2 radiators appear to be they’re plucked immediately from the Ducati Corse MotoGP or WSBK cabinets.
Maintaining parts cool not solely affords constant efficiency advantages on observe but in addition off-track as properly, because the MotoE bike could be charged immediately after coming off the observe. The sturdy cooling system means there is no such thing as a wait time earlier than having the ability to plug into the V21L’s 20-kW cost port situated within the tail part. Ducati claims the bike can recharge to 80% in 45 minutes.
As a result of the battery pack takes up a big quantity of weight, each effort is made to scale back weight elsewhere. The entrance subframe is an aluminum piece weighing 8.2 lbs (3.1 kg), the rear subframe integrating the rider’s seat and tail part is all carbon fiber, and the swingarm is made out of light-weight aluminum and weighs a tick over 10 lbs (4.8 kg). Curiously, it additionally incorporates the identical rear-end geometry because the Desmosedici MotoGP bike.
The suspension options an Öhlins NPX 25/30 pressurized fork with 43 mm diameter upside-down tubes on the entrance, derived from the Superleggera V4, whereas an Öhlins TTX36 shock absorber is current on the rear and is absolutely adjustable. Due to the MotoE’s heavier weight, we predict it’s a protected assumption these production-derived parts have stiffer springs and revised damping to account for the burden distinction. The steering damper is an adjustable Öhlins unit.
Stopping this 500 lb (225 kg) beast from the speedy speeds it could attain are some beefy parts from Brembo. First off, you’ve two monumental metal discs on the entrance measuring 338.5mm. them with my very own eyes, they’re thick, too. Ducati received’t inform me how thick although, probably as a result of it’s nonetheless in growth. Brembo’s T-slot rotors additionally permit slightly further cooling materials whereas maintaining the total floating design of the discs. Two GP4RR M4 32/36 calipers with PR19 x 18 radial grasp cylinder work in tandem with the double discs. On the rear is a P34 caliper. As a result of there aren’t any gears to shift, a clutch lever isn’t wanted, that means groups can buy an optionally available rear brake lever to place on the left handlebar, like a scooter, which the rider can use as a substitute for the pedal for the precise foot.
The Volkswagen Affect
Some could discover it stunning to see a small firm like Ducati stepping as much as the plate as the primary main producer to supply a full-scale electrical racing motorbike as a stepping stone to a future manufacturing mannequin. Nevertheless, let’s not neglect that Ducati is part of the Volkswagen group. As a part of the group, Ducati is following the mum or dad firm’s “New Auto” 2030 technique, which is anchored on electrical mobility being the long run. As such, it is smart inside Ducati’s DNA to not sit idly by and watch, however as an alternative to deal with the e-mobility problem with each useful resource obtainable to it throughout the Volkswagen umbrella. This clearly consists of the VW Group’s facilities of experience and the Middle of Excellence (CoE) at Salzgitter in Germany, but in addition with different manufacturers of the Group similar to Porsche and Lamborghini.
What’s It Like…To Sit On?
For these of you who don’t know, I’m concerned in a aspect undertaking because the check rider for the Lightfighter electrical race bike (and I additionally wrote about it right here, right here, right here, right here, and right here), so naturally, my curiosity within the Ducati MotoE bike may be very excessive. Due to this, whereas in Italy for the Streetfighter V4 SP launch, I begged and pleaded to have the ability to experience the MotoE machine (it simply so occurred the check staff could be at Mugello throughout my go to). Not surprisingly, my request was instantly shot down. (A fast apart: Through the MotoE check at Mugello I realized the quantity of Ducati Corse workers readily available. There’s one chassis engineer, one battery engineer, and the remainder of the workers – roughly 15 folks – are targeted solely on electronics.)
Anyway, a bone was thrown my means after I realized I’d be allowed to see the bike up shut the day after the check, making me the primary particular person exterior of Ducati allowed such privilege. Not solely might I take a look at it, however I’d additionally be capable of contact and sit on the bike – however solely on a stand.
Clearly, there’s solely a lot you’ll be able to be taught sitting on a motorbike atop a stand, however what I’m utterly blown away with is the ergonomics. Bear with me right here. Loosely talking, the MotoE bike was designed to carefully mimic the Desmosedici MotoGP machine when it comes to dimensions, profile, geometry, and even aesthetics. Whereas I’ve by no means sat on the Desmo earlier than, sitting on the V21L, it’s as if the Centro Stile took my exact measurements into consideration when carving every little crevice within the tank’s form.
My knees match exactly into the curvatures within the tank, not solely making the bike really feel slender (helped additionally by the svelte junction the place seat meets tank) beneath me but in addition giving what I think about to be a large space of assist for the rider to brace themselves on the brakes. It additionally serves as a big assist to hook the skin leg in a nook. In a tuck, the slope of the tank gives a pleasant resting place for the arms, whereas the froth pad within the heart of the tank was completely positioned for my chin. As I moved again within the seat, the pure enlargement of the saddle additionally lifted me up barely to create a seemingly straight line for air to circulation over the windscreen, previous my physique, and cleanly exit previous the tail.
For as giant of a motorbike as it’s, one other key ergonomic aspect was to position the pegs as shut collectively as attainable. Based on Cane, this provides the rider a way of narrowness with the bike, however can be one thing these top-caliber riders favor in an effort to get most leverage and floor clearance.
The eye to element is at such a excessive stage, in a means it’s exceptional the V21L remains to be thought of a prototype. One other instance is seen – or felt, relatively – on the swingarm. Whereas working my arms alongside its contours I attempted rubbing my fingers collectively by considered one of its aid factors. I might have sworn my fingers nearly touched, the wall thickness was so skinny. Lateral flex is a candy science race groups dedicate a lot power to in an effort to get proper, and contemplating how heavy the remainder of the bike is, to find this small part of swingarm felt so skinny and versatile in an effort to obtain a certain quantity of flex and really feel for the rider, was eye-opening.
All this and I haven’t even ridden the bike. Who is aware of if that day will come, however one factor’s for positive – Ducati isn’t tip-toeing into the 2023 MotoE championship. Count on data to fall shortly.
You possibly can see Ducati’s official press launch under.
Start press launch:
Ducati MotoE prototype particulars revealed: experience for the long run developed by racing
Ducati unveils the technical particulars of the MotoE undertaking in a video wherein the prototype is illustrated by the staff that has overseen its creation and is following its growth (direct hyperlink to see the video right here).
“V21L” in Borgo Panigale identifies Ducati’s first electrical motorbike, a prototype that ranging from 2023 will compete within the FIM MotoE World Cup, of which the Bologna-based motorbike producer can be a accomplice as sole provider with 18 bikes on the observe throughout every race weekend.
The MotoE undertaking has strategic relevance for Ducati because it makes it attainable to develop experience for the long run whereas sustaining the strategy that has all the time fuelled the DNA of the Bologna-based producer: experimenting with technological options on this planet of racing and dealing to make sure that all the things that’s developed on this space can then switch to bikes destined for enthusiastic Ducatisti from everywhere in the world.
Claudio Domenicali, Ducati CEO: “A couple of weeks in the past I had the extraordinary alternative to experience the Ducati MotoE on the observe and I instantly realized that I used to be dwelling in a historic second. The world goes by a fancy interval and environmental sustainability is a component that each one people and all corporations should take into account a precedence if we need to protect the fragile steadiness of the planet. As Ducati, we have now grasped this want and we went looking for a problem that may permit us to contribute to the frequent objective of decreasing CO₂ emissions and on the similar time to maintain religion with our DNA linked to racing. We agreed with dedication to develop essentially the most performing electrical racing bike that present know-how makes attainable and to make use of this undertaking as a laboratory wherein to construct our future. The outcome we have now achieved is stunning. As quickly as I sat on the bike I spotted the standard of the work completed by the staff and after I returned to the storage I felt a deep sense of delight for what we had been as soon as once more in a position to obtain”.
To supply the MotoE prototype, the Bologna-based motorbike producer put collectively a staff that unites Ducati and Ducati Corse designers, creating a really extraordinary mixture of abilities. The creation of the bike adopted the process that’s normally adopted for manufacturing bikes, triggering an in depth collaboration between the members of the staff that led to new methods of considering and designing, inspired by such a technologically difficult undertaking.
The division of duties and the continual dialogue between the individuals who make up the staff had been elementary all through the method. Ducati R&D took care of all of the Undertaking Administration actions, along with the design and simulations on the electrical powertrain, whereas the design of the MotoE was taken care by the Centro Stile Ducati which additionally created the livery of the bike. Ducati Corse, alternatively, labored on the digital elements design, on the software program controls and methods, on the simulations of the dynamics and aerodynamics of the motorbike, and eventually on the bike meeting, testing, and knowledge acquisition processes.
The outcome so far is already passable: the Ducati MotoE has a complete weight of 224,5 kg (12,5 kg lower than the minimal necessities imposed by Dorna and FIM for a motorbike able to finishing the race distance) and might rely on most energy and torque figures of 110 kW (150 hp) and 140 Nm respectively, which allowed it to succeed in a velocity of 275 km/h on a circuit like Mugello (Italy).
Vincenzo De Silvio, Ducati Technical Director: “For Ducati, having the chance to turn out to be suppliers of the FIM MotoE World Cup isn’t solely a technologically thrilling enterprise but in addition one of the best ways to interpret the challenges of the brand new millennium. Racing competitors represents the perfect terrain on which to develop modern applied sciences that may then switch to manufacturing bikes. At this second, an important challenges on this subject stay these associated to the scale, weight, autonomy of the batteries and the supply of the charging networks. Ducati’s expertise within the FIM MotoE World Cup can be a elementary assist for product R&D, along with the physiological evolution of know-how and chemistry. Serving to the corporate’s inner experience to develop is already important at present to be prepared when the time involves put the primary road electrical Ducati into manufacturing.”
The combo of experience, ardour, and work of the Ducati MotoE staff has led to the start of an electrical motorbike with distinctive technical options. Beginning with the battery pack, essentially the most binding and characterizing aspect when it comes to plenty and dimensions, which on the Ducati MotoE is characterised by a form particularly designed to observe the pure course of the center space of the bike. The battery pack weighs 110 kg and affords a capability of 18 kWh with a 20-kW charging socket built-in into the tail. Inside there are 1,152 cylindrical cells of the “21700” sort.
The inverter, with a low weight of 5 kg, is a unit derived from a high-performance mannequin utilized in motor racing for electrical automobiles, whereas the motor (21 kg weight and a most rotation velocity of 18,000 rpm) was developed by a accomplice following the technical specs offered by Ducati. The complete system is predicated on a voltage of 800V (with a completely charged battery pack) to maximise the output of the electrical powertrain and, as a consequence, efficiency and vary.
One of the vital superior technical options examined on the Ducati MotoE issues the cooling system. The prototype parts are in reality cooled by a very subtle and environment friendly liquid system with a double circuit designed to satisfy the totally different thermal wants of the battery pack and the motor/inverter unit. This ensures excessive regularity of temperatures with essential advantages when it comes to consistency of efficiency but in addition in charging occasions. In actual fact, it isn’t obligatory to attend for the battery pack to chill to start out the method: the Ducati MotoE could be charged as quickly because it enters the storage, and it takes about 45 minutes to recharge it as much as 80% of its vary.
The carbon fibre case of the battery pack additionally acts as a careworn a part of the chassis, like what occurs for the Ducati Panigale V4 engine, with an aluminium monocoque Entrance Body for the entrance space weighing 3.7 kg. The rear consists of an aluminium swingarm weighing 4.8 kg with a geometry like that of the Ducati Desmosedici racing in MotoGP. The rear subframe, which integrates the tail and the rider seat, is manufactured from carbon fibre.
The suspension space options an Öhlins NPX 25/30 pressurized fork with 43 mm diameter upside-down tubes on the entrance, derived from the Superleggera V4, whereas an Öhlins TTX36 shock absorber is current on the rear and is absolutely adjustable. The steering damper is an adjustable Öhlins unit.
The braking system is provided by Brembo and is sized for the particular necessities of the Ducati MotoE. On the entrance it’s composed of a double metal disc with a diameter of 338.5 mm of elevated thickness, which has fins on the interior diameter with the intention of accelerating the thermal alternate floor space and enhance disc cooling in circumstances of maximum use on the observe. On this double disc function two GP4RR M4 32/36 calipers with a PR19/18 radial grasp cylinder. On the rear, the P34 caliper acts on a single disc unit 220 mm in diameter and 5 mm thick with a PS13 grasp cylinder. Groups also can select to equip their bikes with an optionally available rear brake management positioned on the left handlebar, which the rider can use as a substitute for the pedal one.
The braking system is provided by Brembo and is sized for the particular necessities of the Ducati MotoE. On the entrance, it’s composed of a double metal disc 338.5 mm in diameter with a thickness presently within the choice section between measurements of 6.8 and seven.4 mm, which has fins on the interior diameter with the intention of accelerating the thermal alternate floor space and enhance the cooling of the disc in circumstances of maximum use on the observe. Two GP4RR M4 32/36 calipers with PR19 x 18 radial grasp cylinder function on this double-disc. On the rear, the P34 caliper. Groups can buy an optionally available rear brake management positioned on the left handlebar, which the rider can use as a substitute for the pedal one.
Roberto Canè, Ducati eMobility Director: “I bear in mind the start of the MotoE undertaking and each section of the composition of the work staff properly, with the involvement of Ducati Corse colleagues and the seek for contacts throughout the Volkswagen Group who might give us ideas on find out how to develop this undertaking. To make this bike we adopted the identical process that we normally observe on a manufacturing bike. We began by defining the design of the bike and in parallel, the technical workplace started to design the assorted automobile parts. The preliminary temporary was to create a racing bike that revered the minimal efficiency traits required by Dorna. As a matter of reality, this undertaking has made and is making the entire staff concerned fall in love and is pushing us to create a motorbike with higher traits than initially requested by the organizer “.
The event means of the Ducati MotoE additionally concerned the Ducati Corse check staff led by Marco Palmerini, who labored on the observe making use of the identical methodologies utilized in MotoGP, thanks additionally to the assist of the riders Michele Pirro, Alex De Angelis, and Chaz Davies. By the work on the electronics, the intention was to acquire a throttle response like that of an endothermic unit and a response from the digital controls (similar to Ducati Traction Management, Ducati Slide Management, Ducati Wheelie Management, and throttle/engine brake maps) indistinguishable from that of the racing bikes that Ducati riders are used to.
The opportunity of making use of the event and check technique already utilized in MotoGP, with a exact sequence of assessments to be carried out on the assorted parts to maximise the efficiency of every day on the observe, was achieved additionally due to the effectivity of the cooling system, which has lowered charging occasions to a minimal, thus permitting for a really important continuity of use for an electrical motorbike. The event work concerned a particular studying and coaching course for all of the personnel concerned, exploiting the information shared throughout the Volkswagen Group, to make sure the overall security of the rider and technicians.
The truth that Ducati belongs to the Volkswagen Group, which has made electrical mobility a necessary aspect of its “New Auto” 2030 technique, represents the perfect prerequisite for a rare alternate of experience within the subject of electrical powertrains. Ducati is in shut contact with the Group’s centres of experience and with the Centre of Excellence (CoE) at Salzgitter in Germany, but in addition with different manufacturers of the Group similar to Porsche and Lamborghini.
The work plan of the Ducati MotoE undertaking has already reached a complicated stage of growth and is continuing at a speedy tempo in the direction of 2023, the yr wherein Ducati will tackle the position of sole provider of the FIM MotoE World Cup with 18 electrical bikes on the observe each weekend. The subsequent goal for the Bologna-based producer is to make the most of participation in an important racing competitors on this planet for electrical bikes to experiment with modern applied sciences, practice new abilities and research find out how to create, as quickly because the know-how will permit, a Ducati electrical automobile that’s sporty, gentle, thrilling and in a position to fulfill all fans.
Extra photos and knowledge on the Ducati MotoE can be found on Ducati Media Home. #DucatiMotoE
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