When presentation of the Ducati MotoGP team in Neuchâtel, in addition to Claudio Domenicali, the big boss, and Gigi Dall'Igna, the MotoGP project manager, two technicians spoke, one about aerodynamics, the other about engines.
In this last area, Ducati has always shown an advantage, and it is rare for an engine manager to come and speak in public.
However, this was the case with David Barana, Technical Director Ducati Corse, who, even with very general comments, confirms the supremacy of the desmodromic distribution of the Italian V4 and its constant increase in power.
Tell us about the engine, since you're generally good at that.
David Barana : “Yes, this has always been a strength of Ducati since the start of the MotoGP project. And we have always increased the power of the engine, except of course when the regulations reduced the displacement.”
How did you achieve this?
“This accomplishment is the result of several factors. Firstly, I would say that passion for our work is key when we talk about engines. But it's not just passion, it's also the possibility of counting on an exceptional group with very high level professional talents, coupled with a wide range of leading development tools. I'm talking about test benches, laboratories, and engineering programs. We must also add to this our technical heritage, based on a long tradition, coupled with an innovative and positive approach to the development process.”
Can you tell us a little more about how you work in practice?
" OK. Basically, the process is as follows: at the beginning we start by correcting the ideas of the development team. We put them on the table and try to better evaluate them with the main software and simulation software. The most promising ideas move on to the second phase, where they are put into drawings and begin to interact with the manufacturing of the parts. When the part finally arrives to us, we can bench test it for reliability and performance. Then of course, if everything goes well, she goes to the track for the final adjustments.”
Ducati is synonymous with desmodromic timing, right?
“Yes, we call it Desmo and it’s an example of how our values can also be found in a technical solution. Distribution is essential to find performance in an engine. It generates all the movements of the valves. The most common system used has cams and springs. The cam produces the opening of the mechanism while the spring takes care of the closing. But as competition engines run at very high speeds to deliver their power, the springs are no longer able to maintain this movement, and they can sometimes even break. So with the Desmo, we have an equivalent means which allows us to solve the problem by doing without springs, thanks to a 2nd system, symmetrical to the one facing it (opening of the valves) and which works with it. The idea is very simple, but of course it's not that simple (laughs). It takes a lot of work to make it work in such an extreme environment. I can summarize by saying that the Desmo is an example of how an alternative approach can pay off. Of course, this requires self-sacrifice and a never-give-up attitude. But once you get it, you definitely have an advantage.”
We are not going to give a lecture on desmodromic distribution in this article, but for those interested in the reference to simulation software, here is a concrete example of how Ducati works, as quickly as possible and with the least amount of testing required. (PDF file, here on a crankshaft).
Find the words of Luigi Dall'Igna
Find the words of aerodynamicist Eduardo Lenoci
