Ducati right now dropped a minor bombshell with the press launch under, saying testing for its prototype MotoE racer had already begun. For these unaware, Ducati is about to change into the only producer for the MotoE World Cup beginning in 2023, changing Energica, whose contract as the only – and to date solely – producer for MotoE expires on the finish of the 2022 season.
We can see that the general form and design of the bike aren’t far off from the design sketches first proven again in October when Ducati made its preliminary MotoE announcement. To these eyes, the nostril part isn’t too dissimilar to the Energica Ego Corsa race bikes getting used presently.
Behind the nostril, the remainder of the carbon fiber and composite bodywork reveals apparent affect from Ducati’s personal MotoGP racer, with angular “fuel tank” shapes and a sculpted carbon fiber tail/subframe part which seems to be one built-in unit.
Details on the mechanical bits of the Ducati MotoE prototype – code-named “V21L” – like battery, motor, and controller structure, are understandably scarce, so we’ll must glean info from the photographs and what Ducati does inform us in its press launch. Ducati admits the first problem of growing an electrical bike, particularly one meant for racing use, is managing measurement, weight, and battery vary.
With that, we are able to take a guess the “21” within the code title could possibly be a reference to the battery capability – as in, 21kWh. Since the beginning of the MotoE sequence, Dorna has been insistent that the bikes should final your complete race distance with full energy. This means operating a big battery (probably significantly bigger in capability than mandatory) to make sure the present and bike efficiency stays thrilling from the primary lap to the final. When I rode the Energica Ego Corsa MotoE racer in 2019, Energica CTO Giampiero Testoni admitted the battery capability was “over 20kWh, nominal.” The following 12 months, Energica’s highway bikes elevated battery capability to 21.5kWh. Feeling as if they don’t must reinvent the wheel so far as battery capability goes, it is sensible for Ducati to additionally use a 21kWh battery.
The draw back to a battery that giant is weight, and except Ducati has made large strides in solid-state batteries, it stands to cause V21L could possibly be on the flawed facet of 500 kilos (or 227kg for our metric pals). However, the Volkswagen group, Ducati’s dad or mum firm, has invested closely within the electrification of its autos. Maybe Ducati is borrowing a few of that R&D? So, the ultimate phrase on V21L’s battery tech is much from settled.
The secondary problem plaguing race bikes – inner combustion or electrical – is warmth administration. One manner electrical bikes handle warmth is to drop efficiency, typically radically, to make it to the tip. This clearly isn’t acceptable for MotoE, and certainly Ducati acknowledges warmth administration is a serious focus for its electrical racer. To that finish, you may see the massive radiator positioned in its typical location, presumably used to chill each the motor and the battery. Look nearer and also you’ll additionally discover the huge quantities of tape blocking a lot of the radiator, with solely a tiny sliver nonetheless seen. This tells us the ambient temps for this primary check journey have been in all probability cool. The use of rain tires would additionally point out the climate was chilly. Ducati check rider Michelle Pirro additionally admits the bike was working at 70% of its efficiency degree as to not stress its techniques an excessive amount of on this preliminary shakedown run.
Not surprisingly contemplating the bike’s race bike standing, top-shelf suspension and brakes are used from Öhlins and Brembo, respectively. We think about rotor measurement to be 330mm on each side contemplating the burden of the bike. Marchesini solid wheels at each ends assist to maintain rotating mass to a minimal and assist in dealing with.
The most fascinating bit (in my view) is on the rear of the bike. The swingarm is a really stylized piece. Usually, race bikes use far more generic shapes for swingarms, so long as it meets the stiffness parameters the producer (or rider) is in search of. Something this stylized is mostly reserved for manufacturing bikes. This could possibly be a part that the long run road bike – and sure, there’ll ultimately be a road bike – might carry over.
Look nearer and also you’ll see the Öhlins TTX shock seems to be positioned in a extra typical location. This permits Ducati engineers to not compromise rear suspension geometry. The Energica Ego Corsa MotoE racer has its shock offset to the best of the swingarm, mounted immediately with out a linkage. This introduces a number of geometry and setup compromises however was essential to accommodate the packaging of the battery and motor as near the middle of the bike as potential.
This then begs the query: How is Ducati packaging the battery and motor? We don’t precisely know, however we are able to see a triangular construction jutting ahead from the body’s downtube, reverse the rearsets. This seems to be a mount for the motor. Leaving us to guess the remainder of the area is primarily occupied by the battery. An ordinary measurement rear sprocket suggests the motor could use a gear discount earlier than sending energy to the again.
After that, it’s troublesome to actually infer far more concerning the Ducati MotoE prototype. It will should be as quick, if not sooner, than the present Energica Ego Corsa MotoE racers. That a lot is for certain. But in contrast to Energica, who created a highway bike first and tailored it to go racing, Ducati has gone the opposite manner. The V21L is being designed for racing first with the long run manufacturing bike leaning closely on the race bike’s tech.
We’ll publish extra information as we get it, however till then you may take a look at the pictures your self and make your individual conclusions. Ducati’s personal press launch is under.
Begin press launch:
The Ducati MotoE bike took to the observe for the primary time on the Misano World Circuit Marco Simoncelli, proper the place the settlement with Dorna Sports was introduced in October. In reality, ranging from the 2023 season, the Borgo Panigale bike producer would be the sole provider of bikes for the FIM Enel MotoE™ World Cup, the electrical class of the MotoGP™ World Championship.
The electrical bike prototype, code-named “V21L”, is the results of the joint work of the Ducati Corse workforce and the Ducati R&D engineers, led by Roberto Canè, Ducati eMobility Director, and was taken out on observe by Michele Pirro, skilled rider and Ducati check rider since 2013, who evaluated the technical traits and potential of Ducati’s first electrical bike.
Roberto Canè, Ducati eMobility Director: “We are experiencing a truly extraordinary moment. I find it hard to believe it is reality and still not a dream! The first electric Ducati on the track is exceptional not only for its uniqueness but also for the type of undertaking: challenging both for its performance objectives and for its extremely short timescales. Precisely for this reason, the work of the whole team dedicated to the project has been incredible and today’s result repays us for the efforts made in recent months. We are certainly not finished yet; indeed, we know that the road ahead is still very long, but in the meantime, we have laid a first important ‘brick’.”
Michele Pirro, Ducati check rider: “Testing the MotoE prototype on the circuit was a great thrill, because it marks the beginning of an important chapter in Ducati history. The bike is light and already has a good balance. Furthermore, the throttle connection in the first opening phase and the ergonomics are very similar to those of a MotoGP bike. If it weren’t for the silence and for the fact that in this test, we decided to limit the power output to just 70% of performance, I could easily have imagined that I was riding my bike.”
The most vital challenges within the growth of an electrical racing bike stay associated to the scale, weight and vary of the batteries. Ducati’s objective is to make electrical bikes which are high-performance and characterised by their lightness out there to all FIM Enel MotoE™ World Cup contributors. The focus of the venture are, along with higher efficiency, the containment of weight and the consistency of energy supply throughout the race, obtained because of the eye within the growth of a cooling system appropriate for the target.
Ducati’s expertise within the FIM Enel MotoE™ World Cup can be a elementary help for product R&D. The objective is to create, as quickly because the know-how permits it, a Ducati electrical car for highway use that’s sporty, mild, thrilling and in a position to fulfill all fans.
Become a Motorcycle.com insider. Get the newest bike information first by subscribing to our e-newsletter right here.