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• 1A) Not just high speed Valvetrain timing.

• 1B) But also high acceleration Valvetrain rates; regardless of what weight/material the valve is made from.

Please note how;

• 1a) Most comparable Japanese (and some European) motorcycles using traditional valve-spring alternatives not only reliably rev higher than Ducati's desmodromic valve system, but also do so without loss of power when compared to Ducati.

• 1b) Several other Japanese and European motorcycles using both (i) the same 90 degree “L” and/or “V” twin engine configuration and capacity as Ducati, and (ii) traditional valve-spring alternatives; not only produce similar and/or more power than Ducati - but also do so quite reliably.

• 1c) Ducati’s desmodromic valve system employed in their earlier 900 SS models (that shared an almost identical engine 860cc design to their 860/900 GTS range) provided no real meaningful power/torque benefit over the their 860/900 GTS range - at least not one that could not easily be attained by doing the same (non desmodromic valve system) “delta” modifications to the their 860/900 GTS range.

Finally, I believe it is mostly for reasons of tradition, heritage, and marketing, that Ducati persist with their desmodromic system on their non MotoGP machines; as it provides very little real-world benefits in those guises.

Jim.

• (1A) Not just high speed Valvetrain timing.

• (1B) But also high acceleration Valvetrain rates; regardless of what weight/material the valve is made from.

Please note how:

1. :

• a) Most comparable Japanese (and some European) motorcycles using traditional valve-spring alternatives not only reliably rev higher than Ducati's desmodromic valve system, but also do so without loss of power when compared to Ducati.

• b) Several other Japanese and European motorcycles using both (i) the same 90 degree “L” and/or “V” twin engine configuration and capacity as Ducati, and (ii) traditional valve-spring alternatives; not only produce similar and/or more power than Ducati - but also do so quite reliably.

• c) Ducati’s desmodromic valve system employed in their earlier 900 SS models (that shared an almost identical engine 860cc design to their 860/900 GTS range) provided no real meaningful power/torque benefit over the their 860/900 GTS range - at least not one that could not easily be attained by doing the same (non desmodromic valve system) “delta” modifications to the their 860/900 GTS range.

Finally, I believe it is mostly for reasons of tradition, heritage, and marketing, that Ducati persist with their desmodromic system on their non MotoGP machines; as it provides very little real-world benefits in those guises.

1A) Not just high speed Valvetrain timing.

1B) But also high acceleration Valvetrain rates; regardless of what weight/material the valve is made from.

1a) Most comparable Japanese (and some European) motorcycles using traditional valve-spring alternatives not only reliably rev higher than Ducati's desmodromic valve system, but also do so without loss of power when compared to Ducati.

1b) Several other Japanese and European motorcycles using both (i) the same 90 degree “L” and/or “V” twin engine configuration and capacity as Ducati, and (ii) traditional valve-spring alternatives; not only produce similar and/or more power than Ducati - but also do so quite reliably.

1c) Ducati’s desmodromic valve system employed in their earlier 900 SS models (that shared an almost identical engine 860cc design to their 860/900 GTS range) provided no real meaningful power/torque benefit over the their 860/900 GTS range - at least not one that could not easily be attained by doing the same (non desmodromic valve system) “delta” modifications to the their 860/900 GTS range.

https://www.google.com.au/imgres?imgurl=http://www.motorcycleinfo.co.uk/resources/6795/assets/images/Ducati_MTS1200/how_to_faq/diagrams/Ducati_Desmodromic_Valve_parts.jpg&imgrefurl=http://www.motorcycleinfo.co.uk/index8762.html?fa%3DcontentGeneric.wuyjdrgpolhdvlck%26pageId%3D4952565&h=418&w=558&tbnid=3AECOK-ify4PtM:&docid=_43GlVlUgijjZM&ei=NWiDVsDEOKXdmAXfxaGoBA&tbm=isch&ved=0ahUKEwiAs4Pn6YLKAhWlLqYKHd9iCEUQMwgcKAAwAA

https://www.google.com.au/imgres?imgurl=http://www.formula1-dictionary.net/Images/desmodromic_valve.gif&imgrefurl=http://www.formula1-dictionary.net/desmodromic.html&h=395&w=323&tbnid=5pLCCbgwyadUDM:&docid=lKTmvnIJhpSHhM&ei=NWiDVsDEOKXdmAXfxaGoBA&tbm=isch&ved=0ahUKEwiAs4Pn6YLKAhWlLqYKHd9iCEUQMwgfKAMwAw

• 1A) Not just high speed Valvetrain timing.

• 1B) But also high acceleration Valvetrain rates; regardless of what weight/material the valve is made from.

• 1a) Most comparable Japanese (and some European) motorcycles using traditional valve-spring alternatives not only reliably rev higher than Ducati's desmodromic valve system, but also do so without loss of power when compared to Ducati.

• 1b) Several other Japanese and European motorcycles using both (i) the same 90 degree “L” and/or “V” twin engine configuration and capacity as Ducati, and (ii) traditional valve-spring alternatives; not only produce similar and/or more power than Ducati - but also do so quite reliably.

• 1c) Ducati’s desmodromic valve system employed in their earlier 900 SS models (that shared an almost identical engine 860cc design to their 860/900 GTS range) provided no real meaningful power/torque benefit over the their 860/900 GTS range - at least not one that could not easily be attained by doing the same (non desmodromic valve system) “delta” modifications to the their 860/900 GTS range.

2. Ducati’s desmodromic valve system's camshaft (timing and conjugate) designs are considerably more complex and therefore susceptible to change engine behaviour with wear; more than, say, other traditional valve-spring alternatives/designs exhibiting the same degradation.

3. Maintenance and servicing intervals. Take a look at Ducati's (real-world and much shorter) homolgated product line's servicing intervals to most Japanese (and some European) motorcycles using traditional valve-spring alternatives/design; and note also how much greater the crankshaft rotational speeds (friction/wear?) are of the Japanese counterparts that usually have greater servicing intervals.

4. Mercedes Benz whom (between them, Maserati, Ducati, and Austin, are often cited for inventing the desmodromic system) have a considerable racing/engineering success and history, and they were one of - if not the - first to use the desmodromic system in F1. Mercedes Benz didn't drop the idea of the desmodromic valve actuation because it performed better in ways that made the additional complexities worthwhile.

5. The desmodromic valve actuation system that Ducati have some patents for is considerably different than the first desmodromic valve actuation systems that were invented and aforementioned.

6. All currently working desmodromic valve actuation systems that offer timing diagram and other performance benefits over traditional racing and/or high performance valve spring Valvetrains must employ extremely aggressive (even by traditional racing and/or high performance standards) Valvetrain acceleration rates in order to make their advantages realizable over other options; and even then the cost effectiveness and the performance benefits of currently working desmodromic valve actuation systems are still debatable - hence their lack of popularity with the racing fraternity.

7. Rotary valves - when correctly implemented - are a far better idea than currently working desmodromic valve actuation and also other popular Valvetrain systems; that lost popularity and funding for to F1 and other decisions. Theoretically this (rotary valve) approach resolves many limitations of the poppet valve whilst also offering many other benefits.

8. The whole idea of any desmodromic system is to force the valves to remain utterly complaint with the Valvetrain/camshaft timing diagram as faithfully as possible. As such the way in which Ducati implement their desmodromic valve actuation in MotoGP means that (unlike pneumatic and traditional valve-sprung Valvetrain systems) there is no chance that the intake/exhaust valve - as it transcends through its line of theoretically allowed linear movement - can move in any other way than the timing diagram intends.

To be clear on point 8; conversely, pneumatic and traditional valve-sprung Valvetrain systems can often (and sometimes are actually designed {within 1/4 mile and/or engine power shoot-out contests} to) accelerate their poppet valves at rates that are faster and/or not entirely adherent to the camshaft and/or overall Valvetrain timing diagram.

2. Ducati’s desmodromic valve system's camshaft (timing and conjugate) designs are considerably more complex and therefore susceptible to change engine behaviour with wear; more than, say, other traditional valve-spring alternatives/designs exhibiting the same degradation.

3. Maintenance and servicing intervals. Take a look at Ducati's (real-world and much shorter) homolgated product line's servicing intervals to most Japanese (and some European) motorcycles using traditional valve-spring alternatives/design; and note also how much greater the crankshaft rotational speeds (friction/wear?) are of the Japanese counterparts that usually have greater servicing intervals.

4. Mercedes Benz whom (between them, Maserati, Ducati, and Austin, are often cited for inventing the desmodromic system) have a considerable racing/engineering success and history, and they were one of - if not the - first to use the desmodromic system in F1. Mercedes Benz didn't drop the idea of the desmodromic valve actuation because it performed better in ways that made the additional complexities worthwhile.

5. The desmodromic valve actuation system that Ducati have some patents for is considerably different than the first desmodromic valve actuation systems that were invented and aforementioned.

6. All currently working desmodromic valve actuation systems that offer timing diagram and other performance benefits over traditional racing and/or high performance valve spring Valvetrains must employ extremely aggressive (even by traditional racing and/or high performance standards) Valvetrain acceleration rates in order to make their advantages realizable over other options; and even then the cost effectiveness and the performance benefits of currently working desmodromic valve actuation systems are still debatable - hence their lack of popularity with the racing fraternity.

7. Rotary valves - when correctly implemented - are a far better idea than currently working desmodromic valve actuation and also other popular Valvetrain systems; that lost popularity and funding for to F1 and other decisions. Theoretically this (rotary valve) approach resolves many limitations of the poppet valve whilst also offering many other benefits.

8. It still requires springs to be implemented properly and reliably; defeating one of its most commonly considered benefits.

9. The whole idea of any desmodromic system is to force the valves to remain utterly complaint with the Valvetrain/camshaft timing diagram as faithfully as possible. As such the way in which Ducati implement their desmodromic valve actuation in MotoGP means that (unlike pneumatic and traditional valve-sprung Valvetrain systems) there is no chance that the intake/exhaust valve - as it transcends through its line of theoretically allowed linear movement - can move in any other way than the timing diagram intends.

To be clear on point 9; conversely, pneumatic and traditional valve-sprung Valvetrain systems can often (and sometimes are actually designed {within 1/4 mile and/or engine power shoot-out contests} to) accelerate their poppet valves at rates that are faster and/or not entirely adherent to the camshaft and/or overall Valvetrain timing diagram.