Ducati—Better Living Through Electronics

[Hugh Janus]

Riding the crop of 2023 Ducatis in Tuscany. (Alex Photo/)

The Futa Pass connects Bologna, Italy, home of the oldest institute of higher education in Europe, to Florence, the birthplace of the Italian Renaissance. On this ancient route between the City of Science and the City of Art, Ducati has long developed its production motorcycles.

It’s little wonder then that a Ducati motorcycle is so overt an expression of art and science. The art part is particularly plain to see; Ducati practically codified the defining traits of the Italian motorcycle. In the eyes of motorcyclists at least, the beauty of many of its racing and production machines merit a place next to Botticelli’s Birth of Venus in Florence’s Uffizi Gallery. There, if given a choice, Venus would no doubt ditch her gleaming scallop shell for a ride on a Monocilindrico 125.

The scientific expression—that is, Ducati’s pursuit of technical innovation—may be slightly less conspicuous to the general public, but is at the heart of the brand’s identity. Based in Borgo Panigale on the outskirts of Bologna, a city nicknamed La Dotta (The Learned One), Ducati has long leveraged the human capital of its renowned university. Since its inception, Ducati has been a company of engineers.

Ducati’s factory reception hall. Ducati points out that it was the first manufacturer to use the following technologies on production motorcycles: traction control, LED lighting, switchable riding modes, TFT displays, engine-braking control, D-air integrated airbag, slide by brake, front and rear radar, and extended cylinder deactivation. (Alex Photo/)

Claudio Domenicali, who began his career in the engineering ranks at Borgo Panigale in 1981 and for the last 10 years has presided as CEO, says: “Style, sophistication, and performance are our core. These values were born in 1995 and they’ve never changed.”

For the past decade and a half, electronics have transformed the capabilities of a Ducati motorcycle. Sophistication and performance have never been at such a high level.

To show its innovation in the field of electronics, Ducati invited me and a small group of international journalists to talk with engineers at the factory, ride the latest models, and spend the weekend at the Italian Grand Prix of Mugello.

In a windowless conference room adjacent to the Ducati Centro Stile, Andrea Ricci Iamino, electrical and electronic systems director, says: “Electronics help you in many areas. First of all in terms of safety: to give the rider the comfort of a more protected experience. Ultimately, the rider is still the rider, but electronics enhance the riding experience.”

Andrea Ricci Iamino, director of electrical and electronic systems, says his department has quadrupled in size over the last decade. The department is responsible for creating disruptive technologies and refining existing systems. (Alex Photo/)

To begin to explain the depth of Ducati’s investment and expertise in the field, Iamino takes us to the electronics laboratory. Splayed across a piece of plywood on a workbench, the motorcycle’s electronic innards—a brightly lit TFT display, CAN bus wiring looms, the little black box of the ECU, the compact inertial measurement unit, etc.—are subjected to technicians’ ongoing diagnostic testing. The hardware of the software, as it were, does little to impress visually, but its functions are as animating a force in the modern motorcycle as the engine. In fact, the engine has become a subordinate; electronics control engine management and ultimately translate the rider’s input at the handgrip to output at the rear wheel via a suite of rider aids called Ducati Advanced Vehicle Control (DAVC).

Multistrada V4 electronics. One area of great effort has been in the development of connectivity solutions that are compatible with iOS and Android systems. (Alex Photo/)

“The electronics are not off-the-shelf,” Iamino says. “There is a know-how behind the company in order to improve our products. By developing our own software we have a lot of freedom. We never give up on refining our solutions.

“Our journey started in 2008 with the 1098R,” he says. “That was the first production motorcycle equipped with traction control.”

In his evaluation of the 1098R in 2008, Kevin Cameron writes: “How do you smooth engine torque? For production bikes like this R-model—at least for the moment—the answer is what it was in MotoGP through 2003: a passively smoothed engine torque curve.”

Indeed, the 1098R’s eight-level DTC (Ducati Traction Control) system was lifted directly from the early generation of Ducati’s Desmosedici MotoGP bike, using, not just a similar, but an identical algorithm, with only settings tweaked to suit a production motorcycle. When the system sensed the rear tire spinning, ignition timing was progressively retarded to reduce torque output, and in more extreme circumstances, a series of spark cuts would bring things under control.

Unfortunately, this first iteration of DTC could only be used when the bike was fitted with the included race exhaust and ECU, or else unburned fuel from the ignition cuts could damage the catalyst. Nevertheless, the motorcycle world was stunned by its performance. Racing-spec and production-spec motorcycles had rarely shared such a strong link.

“That DTC compared to today is quite simple,” Iamino says, “but it was a real innovation 15 years ago.”

Cameron, again from 2008, says: “The new way [to smooth engine torque] is throttle-by-wire, in which torque maps keep the throttle butterflies fluttering, filling in the dips, planing off the bumps, and staying hooked-up. But that’s MotoGP’s way.”

As was beginning to be obvious by the first decade of the new millennium, Ducati’s way is MotoGP’s way, with only a slight delay. Ducati’s first ride-by-wire throttle system was introduced just two years later on the Multistrada 1200.

Luigi Mauro, head of vehicle testing, explains: “In the past, when the motorcycle used a throttle cable, turning the grip meant asking for a specific position of the throttle [butterflies]. Now, when you turn the handle grip, you just request some torque according to the map. So if the power delivery of the engine is not so linear, you can smooth it. When we want to decrease the torque there are many ways depending on the speed at which you need to decrease it and the amount you need to reduce. You can work on spark advance, you can work on throttle position. The more effective method is throttle position because it’s more precise than spark advance. You can also alter the ignition pattern but it creates a very rough torque delivery. When you need a strong intervention quickly you can use it.” (Ducati/)

After a full day at the factory, I jumped on Ducati’s flagship Multistrada V4 Rally. Leaving the factory, it’s only a few roundabouts and a handful of kilometers before we hit Ducati’s testing route and the Futa Pass, where generations of motorcycles have been developed. The road quickly narrows as its rough and twisty tarmac rises and falls through the mountains, passing meadows with blooming wild poppies and rustic stone homes gathered in clusters around inviting trattorias and tree-lined squares. There’s no scrubby underbrush, only picture-perfect fields of pastureland and forests of regal mature trees. Italy is a celestial garden, a paradise of curves for riding a motorcycle—depending on the motorcycle, that is.

We stopped for a quick espresso break and I said to one of my colleagues: “I adore my old 996, but it’s because of rough roads like this that I own new Ducatis. Can you imagine a worse motorcycle than a 996 or 916 to ride on these roads?”

“Other than the nonexistent steering lock, a hard seat, and a neck-craning seating position, I’m sure they were a blast,” he replied.

If Ducati testers did in fact develop the famous superbikes on the rough pavement and tight hairpins of these roads (OK, I’m sure most of the development happened on track), riding the latest Multistrada couldn’t make it more apparent how drastically their standards have changed over the years. It’s more than just the upright ergos and comfy seat that make the Multistrada V4 Rally seem so appropriate, so easy to use, on these roads.

June in Tuscany. The Multistrada V4 Rally uses extended cylinder deactivation to improve efficiency and thermal comfort. Adaptive cruise control, blind spot detection, and Minimum Preload and Easy Lift—which lower the bike to enable an easier reach to the ground—add previously unheard of convenience and comfort. (Alex Photo/)

Domenicali, who rode to dinner with us the previous evening aboard a V4 Rally, says: “Ease of use is mainly due to electronics. Because of them, not only can you use a bike that produces 215 hp, but in the case of the Multistrada Rally, you can change the character completely for off-road or on-road use. In the past you had to compromise suspension settings or traction control settings. Now, the big difference is how much you can adapt the bike.”

Not only does every Ducati have multiple preset ride modes, but each given parameter—wheelie control, slide control, engine-brake control, cornering ABS, etc.—are all individually adjustable. Not every manufacturer allows the same degree of customization. One of modern motorcycling’s pleasures is using the electronics to change the character of the motorcycle to fit the mood, environment, or application.

With coffee imbibed, I swapped the Multistrada V4 Rally for a Scrambler Icon, Ducati’s entry-level motorcycle and a tribute to its air-cooled past. Next to the Multi, the Scrambler feels like a bicycle. Its low seat height and peppy engine feel quite at home here. Rome has its Vespas; the Futa has the Scrambler. What it lacks in suspension and braking performance (compared to the Multistrada, anyway), it makes up for in lightheartedness. It’s the Aperol Spritz of motorcycles—quaffable, effervescent, and not without a certain depth of character.

Despite its perceived simplicity, the Scrambler’s electronic system absolutely puts to shame that of the ‘08 1098R (and for a quarter of the price!). Long gone are the days when traction control required the use of track-only exhaust systems. The Scrambler uses a ride-by-wire throttle, two ride modes, cornering ABS, a TFT display, LED lights, and a quickshifter (available as an optional extra). Amazingly, its Desmodue engine, which isn’t too far removed from Fabio Taglioni’s 1975 500cc Pantah V-twin, doesn’t feel laden by all this modern tech. It feels revitalized.

Ducati’s electronic innovations extend from the flagship Multistrada V4 Rally to the entry-level Scrambler. (Alex Photo/)

By dusk, we pulled into the courtyard of our Tuscan home for the next couple of nights, an 18th century villa visited by Pope Pius VII upon his return from Paris where he crowned Napoleon Bonaparte emperor. History lies close beneath the surface in Italy. Closer still, the religion of racing.

The next morning, we rode to Mugello for the Oakley Grand Prix of Italy. The crown jewel of the MotoGP calendar, videos simply don’t do the place justice. Curving mountain roads took us all the way to the gates, where we parked beneath a hill of fans revving chain saws with their bars removed while othersgroggily rolled out of tents hastily erected on the sloping ground.

If Ducati wanted to show off the level of its technical innovation, there could be no better place than a MotoGP race, especially in 2023. Ducati factory rider Pecco Bagnaia is the reigning world champion and currently sits atop the leaderboard. Ducati Desmosedicis have been dominant up to this point in the season.

Tribuna Ducati at Correntaio (turn 12) at Mugello. (Ducati/)

“In MotoGP it’s reasonably clear that we lead the direction of where to go,” Domenicali says. “Many bikes look similar to ours. Some teams are taking members of our team to improve their performance. That’s part of the business. It indicates the kind of leadership position we’ve taken in technology.”

As if to confirm the boss’ assertion, the race weekend concluded with Ducatis filling the top four places. Ducati Corse General Manager Luigi Dall’Igna called it “probably our best race ever.” The following week at the German round at the Sachsenring, Ducati locked up the top five positions; all eight Desmosedicis finished inside the top nine.

While critics complain that Ducati and Dall’Igna’s innovations, namely ride-height devices and aerodynamics, have made the racing too processional, too like Formula 1, the good news for bike fans is that it means it’s a time ripe for innovation.

“A lot of the technology found in MotoGP is back-transferred into the production bike,” Domenicali says. “Innovation comes from racing. There’s a lot of exchange between racing and R&D.”

Celebrating the Mugello victory in the pit garage. Francesco Bagnaia is flanked by Ducati Sporting Director Paolo Ciabatti, CEO Claudio Domenicali, and Ducati Corse General Manager Gigi Dall’Igna. (Ducati/)

“Ducati is not a very big company,” Luigi Mauro, head of vehicle testing, adds, “but we are very lucky because we have a racing department inside our company.”

Ducati Corse and the production R&D team are not only housed in the same building, they’re inextricably linked. There’s even a dedicated staff member, previously a data analyst in the racing department, whose job is to facilitate technology transfer between the two entities.

It’s apparent after a couple of days spent with Ducati employees that the link between racing and production runs deep. It’s not merely a corporate value, it’s of individual importance. Domenicali himself was previously the head of Ducati Corse. Beppe Gualini, who served as ride leader for our group, competed in dozens of African rallies, including the first Paris-Dakar rallies. In addition to being lead instructor at DRE academies, he’s part of Ducati’s development test team. Giulio Fabbri, head of product communications, is a former racer and was a mechanic for Luca Marini and crew chief for Fabio DiGiannantonio before they entered the world championship. The love of racing is thread from the top of the company to the bottom—from Domenicali to the workers on the factory floor who spend their spare time turning vintage Cagiva Elefants into modern rally bikes they can race on the weekends.

The Streetfighter V4 S’ performance is wasted on the tight turns of the Futa Pass, but switching into road mode made it manageable and still exhilarating. Sportier ergos and performance-oriented geometry translate to exceptional front-end feel. It’s the full Bologna, this one. (Alex Photo/)

As Bagnaia crossed the finish line to claim victory at Saturday’s sprint, the sky went dark and the heavens opened. I hopped on a Streetfighter V4 S to ride back to the villa. Producing a claimed 208 hp and shod in Pirelli Diablo Rosso Corsa IV tires with very little siping, the Streetfighter should be a handful in the wet, but it really isn’t. I put it in road mode for the smoothest power delivery, and gave it a handful of throttle to sample the electronic intervention. The bike accelerated smoothly, subtly—almost imperceptibly—reducing torque to prevent the rear wheel from spinning and to maximize acceleration.

For anyone who’s ridden a motorcycle with the latest generation of electronic rider aids, there’s nothing revelatory here. It’s common knowledge that Ducati makes modern high-tech motorcycles, right?

Not necessarily, according to Fabbri. “The perception of the brand for people who own a Ducati is that it’s the best bike in the world, but there are some people who think Ducati is not an innovative company.”

At the factory, Ducati uses robots to conduct stress tests. One such test repeatedly presses on the brake lever, actuating the brake light in order to test long-term durability. (Alex Photo/)

The reason for this, to paraphrase Italo Calvino, the great Italian postmodern author, is that a description of Ducati as it is today should contain all its past. Ducati, however, “does not tell its past, but contains it like the lines of its hand.” The 916, for example, was so groundbreaking that it changed the brand’s trajectory and persists as its heart line. Three decades later, its outsized impact continues to color people’s impression of the brand—for better or for worse. It lives as one of the most iconic motorcycles of all time and is as engaging and rewarding to ride as ever. Despite the well-deserved adulation, it’s also notorious for being inhumanely uncomfortable and demanding to ride—thus my espresso break quip at its expense earlier in the trip.

The 916 was an uncompromising machine built to win world championships. It was meant to be ridden hard at Mugello, tipped into San Donato corner with its tail squirming under heavy braking. The trouble with an uncompromising machine is that it demands compromise from the rider.

“Part of the perception of the brand was that the bikes were very fast but very masculine and sometimes difficult to ride,” Domenicali says. “The clutch was hard to pull, the engine shuddered, the seat was hard, and it was uncomfortable. That was the Ducati of 20 years ago. We’ve learned a lot in racing, because in racing you need to polish and polish to make the motorcycle easier to ride. The easier to ride, the faster.

“Even in kind of a bad moment like when we hired Jorge Lorenzo—bad, because we didn’t get what we wanted—we learned a lot because he was a kind of maniac for this smooth feeling. A lot of that is in our production motorcycle today.”

Fabbri adds: “Another thing that people think is that maintenance is very expensive, but it’s not like in the past. For example, the Multistrada V4 has valve check intervals every 60,000 kilometers (37,000 miles). Even many of the twin-cylinders have a valve check every 20,000 kilometers (12,500 miles).”

A Ducati engineer uses sulfuric acid to melt away the case of a tiny silicon chip. When the chip is exposed, it’s examined beneath a microscope to make sure it’s the identical spec used during the development of a component. Even a microscopic variation in a chip could have massive repercussions on a component’s functionality. (Alex Photo/)

Domenicali says: “We are in the business of enriching people’s lives through bikes with this kind of magical combination of technology and style. The design of a Panigale, for instance, has to make it a very nice object that you’d want to put in your living room, but [at the same time] it has to perform on the racetrack to make the stopwatch work. Ease of use is part of this magic combination.”

Raticosa, an intersection along the Futa Pass popular among bikers. Bologna is to the north and Florence to the south. On the far right, posing with the journalists, is Francesco Milicia, VP of global sales, who coincidentally rode through on his way to the race. (Alex Photo/)

After the grand prix of Mugello, I put the key fob of the Multistrada V4 in my pocket and went for one last spin on the Futa Pass on the way to hitting the autostrada. Using the Multistrada’s near-flawless adaptive cruise control was a fitting final display of how deeply electronics have come to define the modern Ducati. We returned to Bologna and stopped at the Ducati factory to say our farewells.

Calvino writes: “You take delight not in a city’s seven or seventy wonders, but in the answer it gives to a question of yours.” As it passes through Ducati’s past and present, the Futa Pass stops in Bologna, the City of Science, to give a clear account of its primacy in Ducati’s current identity. This is Ducati’s city. This is Bologna’s motorcycle. Technical achievements, born of the racetrack, developed for the real world, bring a level of performance and safety to riders that’s as plain to see as the great designs that make a Ducati worthy of a Florentine gallery. The Futa Pass has never seemed such a direct route between the two great cities.

World champions. (Alex Photo/)
Ducati conducts environmental tests of its electronic components. Here, a Multistrada V2 takes a shower. (Alex Photo/)
The hills of Tuscany. (Alex Photo/)

Source

[boboneleg]

The electronics are awesome on the modern bikes until.............................

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

they go wrong. Then it's game over for your average Joe (joanne) unless you want to be fleeced by main dealer prices