Why an automatic clutch – despite the quickshifter?
Despite excellent quickshifter technology, which is considered one of the best at Ducati, there are good reasons for an additional automated clutch system. Because when changing gears via quickshifter and blipper, ignition and injection have to be briefly interrupted – which costs time and efficiency. What’s more, precise clutch control is crucial, especially when starting, stopping or maneuvering. Optimized gear changes could also save valuable tenths of a second in the WorldSBK.
How the system works: Two circuits, one goal
Ducati’s system is based on a combination of hydraulic and electronic control. It works with two separate but interconnected circuits:
- Primary circuit (C₁): classic, manually operated via the clutch lever.
- Secondary circuit (C₂): electronically controlled via an electric motor and a TCU (Transmission Control Unit), which activates an additional master cylinder.
The highlight: both systems can be active simultaneously or alternately. The driver can engage the clutch as usual – or the electronics can take over unnoticed, for example when driving off or at low speeds. The control system automatically recognizes driving situations such as “start”, “stop” or “gear change”.
High-tech in detail: the adaptive control system
Ducati relies on a nested control concept – a so-called nested-ring principle:
- Inner control loop: Monitors the mechanical movement of the clutch actuator based on sensor values such as piston position. The aim is to control the clutch force with pinpoint accuracy.
- Outer control circuit: Controls the hydraulic pressure in the system. This part adapts to external influences such as temperature changes, wear or manufacturing tolerances.
The system can calculate the optimum piston position and keep the piston preloaded – this reduces the reaction time when clutching.
Three main modes for different riding conditions
In the patent, Ducati names three scenarios in which the system should particularly excel:
- Launch Control (M₁): Controlled start-up with high torque for maximum acceleration.
- Antistall mode (M₂): Protection against engine stalling at low speeds.
- Gear Shift Control (M₃): Clutch assistance when changing gear – including automatic clutch modulation and rev-matching when downshifting.
All three modes use parameters such as piston position, engine speed and pressure curves for optimization.
Comparison with Honda and Yamaha: Ducati goes its own way
While Honda offers a purely automatic clutch with the E-Clutch – ideal for city traffic, but less sporty – and Yamaha relies on a semi-automatic solution with the Y-AMT, Ducati takes a different approach: the system should work both manually and automatically, be sporty to use and even remain retrofittable. The focus is not on convenience, but on technical superiority and versatility.
Potential areas of application: Panigale, Streetfighter and Multistrada
The system could be used for both sporty and touring applications:
- Panigale V2/V4 and Streetfighter: optimization of gear changes under high load, reduction of chassis unbalance and load changes, for example when shifting at an angle.
- Multistrada V2/V4 and DesertX: Improved comfort when maneuvering and off-road, ideal for touring and adventure use.
In addition, Ducati could achieve homologation for WorldSBK and MotoAmerica by integrating them into road-legal models – a clever move in view of the FIM regulations.
Review: Ducati and the seamless gearbox
A few years ago, Ducati secured a patent for a seamless gearbox suitable for road use – a technology from MotoGP. This also involved faster gear changes without interrupting traction. Now the new automatic clutch could be the next step in this evolution.
→ This article is part of our comprehensive overview of patents and future technologies – find all developments in our Patents and Future Motorcycle Technology overview.
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