Back to the future for Ducati twin-pulse.

Next week at Assen will see the GP debut of Ducati's 'new' twin-pulse engine, a motor that the Bologna based company had actually planned to use from the start of their debut 2003 MotoGP campaign.

When deciding on the engine configuration for their MotoGP machine, Ducati initially considered creating a 'super V-twin'. Such a design would have been in accordance with the company's past history - including its title winning WSBK machines - and also take advantage of technical regulations offering two-cylinder bikes a weight advantage over four, five and six-cylinder machines.

However detailed studies, including numerous computer simulations, suggested that a twin would struggle to produce the immense amount of horsepower - around 220bhp even at that time - without excessive revs. Engineers predicted it would need to rev at over 16,000rpm, requiring an ultra-short stroke and a super-wide bore that could cause combustion problems.

Because of this, Ducati decided on an all-new V4 engine, mimicking their traditional L-configuration layout and incorporating the desmodromic valve operation.

The new engine was unveiled on February 4th 2002 and - as Crash.net reported - appeared with a twin-pulse firing order:

"Ducati today unveiled the design of the four-stroke engine they will use to power their bid for MotoGP honours in 2003. The four-cylinder 989cc 'L-shaped' engine has been designed by a team headed by Ducati Corse technical director Filippo Preziosi and baptised the 'Desmosedici twin-pulse'."

At the time, Ducati Corse managing director Claudio Domenicali described the reasoning behind engine and firing order as follows:

"In the preliminary study phase, we considered a twin-cylinder oval piston engine to be an excellent layout for the new regulations, but further analysis led us to decide that the best solution was a 'double twin'," he explained, while avoiding actually saying 'V4'.

"Therefore we designed an engine with four round pistons which, thanks to a simultaneous two-by-two firing order, reproduce the working cycle of a twin. This will generate the 'big bang' effect, making the rear tyre work in a way that extends its duration and improves rider feeling when exiting curves," added the Italian.

However, despite the known 'big bang' benefits and its spiritual likeness to a V-twin, Ducati would also develop an even-firing 'screamer' engine, with back-to-back tests of each powerplant running throughout the remainder of 2002...

"I've ridden the bike with both versions of the engine and all I can say is that for some reason the 'twin-pulse' really sounds like a Ducati, while the other one sounds more like a missile!" said Troy Bayliss at the 2002 Valencia Grand Prix, where the Desmosedici made its public debut with three demonstration laps. "We've got two different directions to go and it's only a matter of the stopwatch before we decide which engine configuration to use."

The stopwatch would ultimately point towards the screamer, with Ducati later explaining that the 'twin' also placed excessive stress on components. Thus it is an even-firing V4 that has powered the Desmosedici in all GPs to date.

But development has since moved on and - with the emphasis now switching away from ever greater horsepower to more usable power - the 'big bang' engine, previously seen in 500 GP, has been making a comeback in the premier-class (see three victories from five starts for Valentino Rossi and the 'big bang' YZR-M1).

Test rider Vittoriano Guareschi rode Ducati's 'new' twin-pulse (pictured) at Mugello on June 8 and, one week later, Loris Capirossi and Troy Bayliss put the revised firing-interval through its paces at Catalunya. Both tests were positive and the decision has now been made to race the engine for the first time at Assen.

"I had a good time testing the twin-pulse motor in Spain, so I'm looking forward to trying it at Assen," admitted Bayliss. "The new motor feels like I'm really back on a Ducati. It's a lot better and it makes the bike easier to ride."

"I can't wait to try the new engine at Assen," added Capirossi, who took pole position at the legendary Dutch venue a year ago. "I believe this engine has more potential, but of course it will take a little time to fully understand it, especially as far as engine setting and gearbox ratios go."

First qualifying for the Dutch TT, held on a Saturday, takes place next Thursday.