These Are Sort of the Ducati Desmosedici GP13 Tech Specs

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Very much a cloak and dagger affair, it is always fairly entertaining to read the information that the manufacturers release regarding their MotoGP machines. Despite the fact that these are some of the most drool-over motorcycles on the planet, by rule of thumb the factories publish only the most general technical specifications possible.

If a company like Ducati thought they could get away with it, the release for the Ducati Desmosedici GP13 technical specifications would read something like “a racing machine with possibly two wheels and an engine” when disclosed to the press and public.

Part of the subterfuge is disclosing misinformation, and despite the fact the Ducati Desmosedici GP12 possibly did not have a full-liter displacement, Ducati Corse listed the machine as having 1,000cc of displacement, quoting the same figure this year. So what is the big deal, right?

Well for starters in 2012, we saw Ducati admit to having a seamless transmission (DST), a quick-shifting gearbox of its own, which was not too dissimilar to the HRC unit that got outed at the start of the 2011 season, and was rumored to give an extra tenth of a second per lap at certain courses in shift times, not to mention the added ability of shifting gears while at full-lean.

For 2013, Ducati’s confessions are limited to an additional 5hp over the GP12, though the actual peak figure possible is likely much higher than the quoted 235hp, and varies from course to course. The suspension from Öhlins also seems to have advanced for this coming season, and is quoted in the press release as having a “new factory evolution damping system.” Lastly, the GP13 is also sporting three more kilograms of weight, per the new MotoGP rules.

Engine: Liquid-cooled, 90 degree V4 four-stroke, desmodromic DOHC, four valves per cylinder
Capacity: 1,000cc
Maximum power: More than 235hp
Maximum speed: In excess of 330 km/h (205 mph)
Transmission: Ducati Seamless Transmission (DST). Chain final drive
Carburation: Indirect Magneti Marelli electronic injection, four throttle bodies with injectors above butterfly valves. Throttles operated by the new EVO 2 TCF (Throttle Control & Feedback) system
Fuel: Shell Racing V-Power
Lubricant: Shell Advance Ultra 4
Ignition: Magneti Marelli
Exhaust: Termignoni
Final Drive: D.I.D Chain
Frame: Aluminum
Suspension: Öhlins inverted 48mm fork and Öhlins shock absorber, adjustable for preload, new factory evolution damping system
Tires: Bridgestone 16.5” front and rear
Brakes: Brembo, two 320mm carbon front discs with four-piston callipers. Single stainless steel rear disc with two-piston calliper
Dry weight: 160 kg (353 lbs)

Source: Ducati Corse



  1. “Carburation: Indirect Magneti Marelli electronic injection, four throttle bodies with injectors above butterfly valves. Throttles operated by the new EVO 2 TCF (Throttle Control & Feedback) system”

    So Ducati still haven’t learnt what every other manufacturer has: injectors above throttle butterflies = bad.

  2. ZootCadillac

    I’m unsure why this is cloak and dagger. These are the bike specs and they were released in the 01 GP13 Specs (EN) press release document on the 16th of January. How is any of this mysterious? it’s common knowledge.

    The displacement is as near to 1000cc as makes no difference and they don’t give a maximum HP and top speed because you’d only measure that down a salt flat where the figures would be meaningless. The numbers will vary by track and by set up.


    What makes you think that Ducati’s throttle body and injection system has issues? Do you really mean to suggest that they have an issue delivering fuel, or drive to the wheels? I think horsepower and response is hardly a problem when the looming issue of spec tyres remains.

  3. “Stoner could fix this mess.”

    He couldn’t last time.

  4. Chaz Michael Michaels

    I’m gonna tell Stoner you said that. Then he’ll fix this mess.

  5. @ZootCadillac:

    Putting the injectors above the butterflies means that small amounts of fuel can build up on them which then gets dumped down into the intake port next time the throttle is opened, giving a jerky throttle response, for example Suzuki GSR600. Now, what’s a big problem that Ducati’s riders have been having with the bikes lately…..?

  6. ZootCadillac

    @2ndclass I’m aware of this problem. Now, if you have evidence of it happening in a Ducati garage in the last few years I’d be interested to read it because it’s not been made evident to me, in the pit lane. I also have 2 Desmosedici RR’s which have the same arrangement. No issues there either. Ducati is not Suzuki.
    Just because some other teams have found it difficult to master does not mean that the system is flawed.

    You have my word that I don’t know what you are referring to with your last statement and you have my word that I ought to know. The last issue Ducati have right now is throttle response and getting drive to the rear sprocket. You are suggesting that the fastest bike on the grid has fuel delivery problems. You’d be wrong.

    The only problem Ducati have right now is that the bike tears the arse out of the tyres because we are no longer allowed to work with Bridgestone to develop tyres to suit the bike. Change the rubber rules and old-fashioned fuel delivery or not, the Ducati bikes would be able to compete near the front again, rider permitting.

  7. ZootCadillac

    In fact forgive me. I was directed to this place via I initially thought it was a big news outlet for the US. It appears I was wrong. its little more than a local blog with aggregation of stories from other sites and there is little conversation to be had in the comments which is what I enjoy. I can’t wait half a day for a response to a comment ( if it comes at all ) and still be waiting after 3 days for a comment to appear because someone can’t be bothered to check the moderation queue.

    Good luck and please continue to enjoy your motorcycling news but do try to do it at the sites that originally post them so as not to deny them advertising revenue.

    I’ll still be as ornery and argumentative especially with people who feel they know more than they actually do. I’ll just do it elsewhere. You know where to find me.

  8. I’m suggesting that the fastest bike on the grid has issues with overly aggressive power delivery, something it’s riders have said publicly, and is using a fuel injection setup that has caused the same issues on other motorcycles which was fixed by moving the main injectors below the throttle butterflies.

  9. ZootCadillac

    And I’m going to suggest the the ‘aggressive power delivery’ is a torque issue that has nothing to do with the problem you suggest, which would be irregular fuel delivery & response. “jerky throttle response” does not equate to “overly aggressive power delivery”. You seem to know what you are talking about but want to suggest that I don’t by throwing at me one perceived issue and suggesting it’s the cause of an unrelated one.

    I’ll say again. This could be easily sorted by Dorna allowing bespoke tyres again.

    I’m done. Sorry, I had email alerts for this one, your comment dragged me back.

  10. Ducati’s the only manufacturer suffering from it, and they’re the only one using that injector setup. Seems pretty cut and dried to me. No amount of rear grip is going to stop front end push from an aggressive initial power delivery.

    Also, the Ducati isn’t anywhere the fastest bike on the grid. Of the 18 tracks MotoGP is going to this year, Honda hold 11 top speed records to Ducati’s 4.

  11. ZootCadillac

    I rescind the comment “You seem to know what you are talking about”

  12. Says the guy who thinks an aggressive engine can be fixed with a better rear tyre.