Ducati Corse general manager Gigi Dall'Igna has revealed that a new engine will mark the 'first step' for the 2015 Desmosedici MotoGP machine.

In an interview with Corriere dello Sport, translated by the official MotoGP website, Dall'Igna stated:

"The first step is the engine and we hope to have it for the post-Valencia race test [in November]. It will still be a 90 degree engine, but will be smaller, will allow for better set-up and for us to get more from the tyres."

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As well as Ducati, Honda also uses a 90-degree V angle. However Ducati currently uses its desmodromic valve system, rather than the pneumatic valves of the Japanese machines. Could that now change?

Ducati riders have long cited understeer as the main problem with the Desmosedici, which has not won a race since 2010. Dall'Igna joined Ducati, from Aprilia, at the end of last year.

Prior to the new engine at the Valencia test, Dall'Igna added that revised software will be available for the upcoming Sachsenring event with modified aerodynamics arriving at Brno.

Ducati is yet to confirm its factory team riders for next season. Andrea Dovizioso - who claimed Ducati's second podium of the season at Assen - is out of contract at the end of this year, while team-mate Cal Crutchlow must decide if he wishes to take up a 2015 option.

Due to its victory drought Ducati (like Suzuki next season) can race with the same concessions as the Open class until 2016, when a control ECU is introduced.

However three dry podiums will mean the race fuel for the Ducati riders is reduced from 24 to 22 litres - Honda and Yamaha Factory class riders are restricted to 20 litres - while if Ducati claims three wins they will also lose the softer rear tyre.

Engine changes and extra testing options will be unchanged regardless of results until 2016, when Michelin will also replace Bridgestone as exclusive tyre supplier.


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Come on guys, all these fanciful ideas.
If the motor is kept at 90 degrees there are only certain things that can done to shorten it.
1. Shortened con-rod, by placing the small end as close as possible to the piston crown.
2. Shorter exhaust valve which enables the cylinder head to be canted making the motor shorter on the (outward facing) exhaust side.
And that's pretty much it.
Pneumatic values are in no way more compact than desmo valves currently used by Ducati. The main factor affecting cylinder head dimensions is the length of the valves and whichever system employed to open & close them cannot circumvent this. From a size standpoint it would be better to shorten both sets of valves but this would have a significant power impact so the input valves are likely to remain the same but there is much less impact in reducing the length of exhaust valves.
If Ducati employ these techniques and then rotate the motor further back in the frame then they have (re)created the Honda RC213V!

Do road going Ducati riders make much of a point about the Desmo system? I can see some butt-hurt over this if they do drop it, and go pneumatic.

Would love to see a cross frame Guzzi style...tho may get in the way of lean angles and knee down.