Dr. Sairu, however, confirmed that the public demanded more flexibility and a better power delivery at lower rpm, in the best tradition of Ducati’s V-twins. With the stroking option rejected, Dr. Sairu and his team took on the over-boring challenge. With the bore increasing from 112mm to 116, the most significant move is an appropriate increase in valve size to keep overall efficiency at the same level reached with the smaller version. But in this case, that principle of efficiency was sidelined and Sairu’s technical team focused on optimizing fluid dynamics to obtain the best possible cylinder filling over the broadest possible range of revs using the 1199’s 46.8mm inlet and 38.2mm exhaust valves. Valve lift is also unchanged, with 16mm inlet, 14.3mm exhaust. The result? A massive increase of torque starting at low rpm, and a solid horsepower increase with only a marginal loss of less than 300 rpm at the top end. It’s a terrific result that translates to significantly improved tractability and torque at all rpm. Just what the ultimate Ducati V-twin demands.