2010 Ducati 848 Nicky Hayden Edition Photo
2010 Ducati 848 Nicky Hayden Edition Wallpaper
2010 Ducati 848 Nicky Hayden Edition MotoGP
2010 Ducati 848 Nicky Hayden Edition Best Picture
Showing posts with label Ducati. Show all posts
Showing posts with label Ducati. Show all posts
2010 Ducati 848 Nicky Hayden Edition Photos
2010 Ducati 848 Nicky Hayden Edition Photo2010 Ducati 848 Nicky Hayden Edition Wallpaper2010 Ducati 848 Nicky Hayden Edition MotoGP2010 Ducati 848 Nicky Hayden Edition Best PictureDucati Motorcycle
Motor is so strong and powerful by adopting desmocity engine machine and the yellow paint makes it so elegant and luxurious impression. Is equipped with an elegant exhaust and alloy wheels in both men kroom make this bike so special in its class. This motor is made from Italian state which country is the warehouse ducati motorcycles and where many talented drivers
Ducati Desmosedici GP9 Wallpaper
Ducati Desmosedici GP9 Wallpaper
Ducati Desmosedici GP9 Picture
Ducati Desmosedici GP9 & Casey Stoner
Ducati Desmosedici GP9 Moto GPDucati Superbike 1198 Wallpaper
Ducati Superbike 1198 Wallpaper
Ducati 1198 Best Motor Sport
Ducati 1198 Picture
Ducati Superbike 1198 Image
Ducati Superbike 1198 Best Performnace
Ducati Superbike 1198 Black
Ducati Desmosedici RR: Is It Only One In Indonesia?
Jakarta, December 20, 2008. Between believing and not at around 15:00Saturday (20/12) when the weather is overcast and drizzle between the SCBD Jaksel region, has been attending a motor racing "limited edition" that is DUCATI Desmosedici GP bike in 2006 (GP6).
Motor is known as a replica of a racing motorcycle from Ducati Team Course is used as MotoGP race in 2006 ridden by a racer Loris Capirossi and Sete Gibernau.
Manufacturer Ducati first introducedthis racing bike to the public in the area ski resorts in Italy in Madonna Campiglio. Figure DUCATI Desmosedici RR motorcycle known as a wild horse that has a 989 cc engine capacity.
This motor can be proved directly be the first champion dijajal by drivers from Italy, Loris Capirossi "Capire
x" in the first race diputaran MotoGp 2006 Circuit Jerez, Spain.
Info speknya said engine traction motor can be transparent with the 200HP engine 13.800RPM round.
This bike was so wild, in the 2006 MotoGP race at the Catalunya Circuit bad tragedy experienced by the Ducati Team C
Both drivers Loris Capirossi and Sete Gibernau touched and crashed. The most severe conditions experienced by Sete Gibernau until a broken hand.
The accident happened at the first corner afte
r the start is very unfortunate because Sete Gibernau braked very late. For questions, is this because the 200 HP engine power produced 989cc DUCATI Desmosedici motorcycle is too much?
Both drivers were absent at the next round in Assen Netherlands circuits. But lucky Capirossi could follow-up
on Bristih Grand Prix
Circuit, Gibernau However the still absent and replaced by the driver while Germany, Alex Hofman, and so on in the season at Circuit Czeeh.
Interestingly, in the last round of 2006 MotoGP race at Valencia Circuit, Course Team Ducati racer had to borrow Troy Bayliss recognized as champion Ducati rider SUPERBIKE class.
The good news is that given Troy Bayliss Ducati Team Course belief can eventually lead the race and became the first winner in the Valencia circuit, followed by Loris Capirossi who took the podium
two.
Winners 1 and 2 of the team champion with Ducati motorcycles DESMOCEDISI RR.
At the end of the race arena in 2006, the
Team Ducati Course could prove a big smile to the public if their motors,
DUCATI Desmosedici RR is indeed very tough and powerful.
At that time, t
he title of "The 2006 MotoGP Champion" is Nicky Hayden of Repsol Honda team because he
can excel through the acquisition of a number of each race in 2006. It is said that he was not consistent in the podium but could finish only consistent.
That's flashback about
the presence of motor racing DUCATI Desmosedici RR at dijajal ever MotoGP race of the year 2006.
The Legal Street Bike from MotoGP
Now, any manufacturer DUC
ATI venture to produce the MotoGP series motor and sold to the public. Initially in a limited number of 500 units and last in the year 2007, the motor was produced again for a total of 1500 units.
Each motor or DUCATI Desmosedici RR MotoGP replica motorcycle was produced in 2006 is limited. Made directly from the factory Ducati Borgo Panigale and the purchase must also be based on the reservation (reservation).
Reservations must be approved first through Official Ducati team that payment must be agreed
through a written agreement between the buyer with a Ducati. This is of course becausethe price of the motor is so expensive that consumers are asked to pay prior to commitment in the production of motorcycles.
Motor production version of the "limited edition" is a new one began in October 2007 and production units in which the number in 1500 was discontinued in December 2008.
So no wonder, if the motor racing DUCATI Desmosedici RR was only able to be present in Indonesia in December 2008.
What about the figure and the quality of this bike?
No doubt about it. It's hard to tell.
Only two days in the motorcycle showroom on the DUCATI Automall SCBD to "temporarily" used as a display.
According to reliable information, this bike will be delivered to the purchaser terimakan who have paid off payment.
So, do not ask again when you visit the showroom
on the DUCATI who are Automall SCBD owned PT Supermoto Indonesia, and found that the motor is not there anymore.
Has anyone bought bo! Hari gini Indonesia again want to say a crisis?
Hm .. cape de!
CHASSIS
Frame: Tubular steel Trellis hybrid
Wheelbase: 1430 mm / 56.3 in
Rake: 23.5 ° / 24.5 °
Front suspension: Ohlins FG353P forks 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders
Front wheel: travel 120 mm / 4.7 in
Front brake: 2 x 330 mm semi-floating discs,
radially mounted Brembo Monobloc calipers 4-piston.
Front Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6
Front tire: 120/70 R17 Bridgestone
Rear suspension: Ohlins rear shock, with re
bound, low / high speed compression adjustment and hydraulic preload adjustment. Aluminum swingarm.
Rear wheel: travel 120 mm / 4.7 in.
Rear brake: 240mm fixed disc, calliper with two 34mm pistons
Rear Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6
Rear tire: 200/55 R16 Bridgestone
Fuel tank capacity: 15L (of which 4L reserve) / 4 U.S. gal (of which 1 U.S. gal reserve)
Weight *: 171 kg - 377 lbs
Seat height: 830 mm / 32.6 in
Instruments Digital MotoGP derived unit displaying: Speedometer, 2 partial speedometers (Trip A and Trip B), trip fuel, rev counter, speed, clock, scheduled maintenance warning, engine cooling water
temperature, water temperature, battery status (in the menu), Lap time, warning light for low oil pressure, fuel level, fuel re
serve, lights, turn signals, neutral, over rev, vehicle diagnosis, engine diagnosis and immobilizer
Warranty: 3 years unlimited mileage
Body colors (frame / wheels) (Rosso GP - GP Red - Black) (Red with white stripe - GP Red - Black)
Versions Single seat
* = The weight excludes battery, lubricants an
d, where applicable, cooling liquid.
ENGINE
Type: L-4 cylinder, liquid-cool
ed, DOHC, desmodromic, 4 valves per cylinder, gear driven camshafts
Displacement: 989cc
Bore x Stroke: 86 x 42.56 mm
Compression Ratio 13,5:1
Power *: 147.1kw - 200hp @ 13800rpm (with 102 dB race pipe)
* Torque: 11.8 kgm - 85.55 lb-ft@10.500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet" with injectors over throttle, manual idle control
Exhaust: '4 into 2 into 1'vertical exit exhaust / silencer
Emissions: Euro3
TRANSMISSION
Gearbox: 6 speed Cassette type
Ratios: 1st 37/15, 2nd 30/17, 3rd 28/20,
4th 26/22, 5th 24/23, 6th 23/24
Primary drive Straight cut gears, Ratio 1.84:1
Final drive Chain; Front sprocket 16; Rear sprock
et 44
Clutch Dry multi-plate slipper clutch, hydraulically actuated
* = Data calculated using an inertia dyn
amometer clos
Ducati 1098, Newest Motor Racing
Monday, March 17, 2008
Ducati re-greet type of motorcycle racing through the newest release. Company home Bologna, Italy, is consistent with a large motor produces. Production is given the name of the latest Ducati 1098.
Ducati is the latest series has the capacity to 1098 cc L-Twin engine. Touch of a design typical Ducati still decorate the vehicle. Namely, the form of a sporty and aerodynamics. With the type of engine, the Ducati 1098 is able to produce around 160 (119 kW) to 180 (134 kW) times of horses.
With 6-speed transmission, this motor has a maximum speed of 186 mph (299 km / h). Rounds produced reaches 134 Nm. Although the maximum digeber, Ducati 1098 can still provide comfort to the rider. Specifically, the foot-feet that have a high level of security. Is visible in the election Suspensi, velg, tires, and the disc using disc standard Ducati.
At the foot of front-foot, sport bike is put on two semi-floating discs and 4-piston calipers. For tires, rubber material is selected with size 120/70 ZR17. While in the back of the foot, selected tire size 120/70 ZR17. System pengeremannya the brake disc and 2-piston caliper.
Ducati 1098 only around 173 kg weight. In addition, the distance axis rodanya only 1430 mm. With this form, agility Ducati 1098 this does not need to doubt. With a size of 820 mm, wheel motor system is the author claimed to have ergonomis high.
The fuel tank is able to accommodate up to 15.5 liters. Design changed from the design of Ducati 998. For this type, a red, white, and yellow. (dey / bs / KKN)
Ducati re-greet type of motorcycle racing through the newest release. Company home Bologna, Italy, is consistent with a large motor produces. Production is given the name of the latest Ducati 1098.
Ducati is the latest series has the capacity to 1098 cc L-Twin engine. Touch of a design typical Ducati still decorate the vehicle. Namely, the form of a sporty and aerodynamics. With the type of engine, the Ducati 1098 is able to produce around 160 (119 kW) to 180 (134 kW) times of horses.
With 6-speed transmission, this motor has a maximum speed of 186 mph (299 km / h). Rounds produced reaches 134 Nm. Although the maximum digeber, Ducati 1098 can still provide comfort to the rider. Specifically, the foot-feet that have a high level of security. Is visible in the election Suspensi, velg, tires, and the disc using disc standard Ducati.
At the foot of front-foot, sport bike is put on two semi-floating discs and 4-piston calipers. For tires, rubber material is selected with size 120/70 ZR17. While in the back of the foot, selected tire size 120/70 ZR17. System pengeremannya the brake disc and 2-piston caliper.
Ducati 1098 only around 173 kg weight. In addition, the distance axis rodanya only 1430 mm. With this form, agility Ducati 1098 this does not need to doubt. With a size of 820 mm, wheel motor system is the author claimed to have ergonomis high.
The fuel tank is able to accommodate up to 15.5 liters. Design changed from the design of Ducati 998. For this type, a red, white, and yellow. (dey / bs / KKN)
Ducati V-One – Twin to Supercharged Single Conversion
Ducati V-One - Supercharged single conversion
Some guys come up with really interesting engine modifications and Bart Crauwels is one of those guys. Bart is currently working on a project that converts a Ducati 1000 DS, a 2 valve air cooled twin, into a supercharged single, using the rear cylinder as the blower. The 498cc single has 15 HP more than the original twin putting out 102 HP at the rear wheel, torque is increased and it runs fine to 10,000 rpm, 2500 rpm over stock. It’s about 30 HP more than the well known Ducati Supermono. The Ducati V-One, as he calls it, is for racetrack use only and when things get sorted out he plans to build 40 of them for customers.
In recent years there have been some custom builders, Roger Goldammer comes to mind, who have replaced the rear cylinder on a V-Twin with a supercharger. Since the cylinder is already an air pump, Bart just used what was already there. Of course, the first question before doing this is whether the blown single will have more power than the twin it’s derived from and the answer, in this case, is yes.
Another cool feature is the air tank under the seat, limited to 40 bars, which is good for a 10 second burst of compressed air when acceleration begins after which the blower’s output kicks in. On deceleration, the tank is recharged. It’s hard to see everything that Bart has done by looking at the photos, I notice an intercooler in the plumbing, too, but overall, I like this a lot.
Big thanks to Hugo for the tip!
Link: MotoRevue (in French)
Link: V11LeMans.com forum with some discussion in English
More photos below:
Ducati V-One closeup
Ducati V-One schematic diagram
Superbike 749R
A SPORTS BIKE WITHOUT COMPROMISE
The 749R is driven by a mighty twin-cylinder Testastretta engine created especially for racing. The 121 hp at 10,500 rpm has been achieved through full race tuning, and shortening the piston stroke while increasing the bore to 94 mm, up from the 90 mm of the 749 and 749s, thus enabling the engine to run at higher rpm. The slipper clutch is also racing derived and prevents the rear wheel from locking during track style downshifting and heavy engine deceleration.
This Testastretta twin-cylinder engine has been created using the best materials: titanium valves, valve retaining collets and connecting rods, magnesium head covers and carbon fibre belt covers that feature a ventilation system to enhance belt cooling. The feather-weight crankshaft and high resistance aluminium alloy pistons complete the array of top notch components.
One of the unique features of this model is the rear suspension linkage, with flat rising rate as used on competition Ducatis, that is suited to extreme track use and a single-seat set up. The lower rising rate produces linear performance throughout the stroke with less rigidity at high ranges, typical of high-speed cornering experienced on the track. The suspension works in partnership with a fully adjustable Öhlins rear shock absorber, with a shorter stroke than in the standard version (down from 71 to 56 mm) and with a heavier spring, designed especially for this motorcycle and its unique rear suspension.
This model is exclusively available as a single-seater and is finished off with a numbered silver plate on the top yoke.
2009 Ducati 1198, 1198S
With the new 1198 and 1198S, Ducati are not only ready to take on Japan Inc., but also the likes of the BMW S1000RR, Aprilia RSV4 and KTM RC8 1190...
These are the first pics of the Ducati 1198, which replaces the 1098 in 2009. Like with the 1098, the 1198 also has a cousin – the 1198S – with both bikes getting the 1198cc engine which was earlier fitted on the 1098R. However, while this engine makes 180bhp and 140Nm of torque in the 1098R, here it only makes 170bhp and 131Nm of torque.
While both bikes are likely to have somewhat similar performance, the 1198S gets a full data logging system and a traction control system that’s controlled by software that comes from Ducati’s MotoGP and WSBK bikes. This system comes with all of eight settings to allow you to fine-tune the way it works, so now if you’re really brave enough, you can start opening the throttle that little bit earlier while exiting those 200km/h corners.
The 1198 looks hot as ever, and with 170bhp to play with, there should be no shortage of 'go'...
The 1198S also gets Öhlins suspension (the standard bike makes do with Showa bits), an Öhlins steering damper, seven-spoke forged aluminium wheels from Marchesini, and a carbonfibre front mudguard. Dry weight is 171 kilos.
With 170bhp at 9,750rpm and 131Nm of torque at 8,000rpm, Ducati’s 1198cc Testastretta Evoluzione L-twin fitted to both the bikes is likely to cause some worries for the latest four-cylinder litre-class tackle from Japan, and should be more than a match for bikes like the Aprilia RSV4, KTM RC8 and BMW S1000RR.
With 170bhp at 9,750rpm and 131Nm of torque at 8,000rpm, Ducati’s 1198cc Testastretta Evoluzione L-twin fitted to both the bikes is likely to cause some worries for the latest four-cylinder litre-class tackle from Japan, and should be more than a match for bikes like the Aprilia RSV4, KTM RC8 and BMW S1000RR.
2008 Ducati 848
There's no denying the all-new 2008 Ducati 848 is a looker, but there's more to a bike than looks. We kick the new Duc's tires around Spain's 2.6-mile Almeria circuit.
A middleweight Ducati Superbike is not exactly a new concept, so why is there so much buzz about the release of the 2008 Ducati 848 Superbike? At first glance the 848 appears to be a de-tuned and rebadged 1098. In fact, the new bike shares the majority of its basic architecture with the 1098, but at its heart is a purpose built L-Twin Evoluzione powerplant that purportedly puts out an impressive 134 hp and 70 lb-ft of torque. To put that into perspective, it's 11 hp more than the Testastretta-powered 998.
Surely you're eager to find out just how good the 848 is, so climb on because we're headed to Spain for the World Press Intro of the 2008 Ducati 848 Superbike. The 2.6-mile Almeria Circuit in southern Spain was the destination for a day of scraping pegs and destroying toe-sliders while getting a feel for what this machine is all about.
First of all, it feels exactly like a 1098. It's aggressive, hard-edged, and two dozen of them warming up in the garage simply sounds bad-ass - even though the rattling dry-clutch is noticeably absent from the 848 experience. The reach to the clip-on bars is low and the harsh angles of the tank give clues to the middleweight 848's racing heritage. The information system is the familiar flatscreen Digitek LCD that provides all the necessary data to keep a rider in tune with the bike's state of being. With a tug on the light clutch lever and dap on the shifter, the 848 is primed for a lap of the fabled Almeria test track.
Our lap begins at the end of a very long straightaway, which has the 848 pegged in fourth gear. The brake markers are a blur at the end of a steep downhill stretch, which dumps into the entrance of the ultra-fast right-hand Turn 1. Diving in hard on the brakes puts them through the wringer lap after lap and is an excellent test of this new set-up. Unlike the Monobloc-equipped 1098, a pair of less expensive two-piece radial-mount four-piston Brembo calipers and 320mm rotors adorn the 848, and they do an outstanding job of hauling the new Ducati down from speed. Braided lines and a Brembo master cylinder provide consistent, powerful stopping power lap after lap. Though this system is an excellent overall package it doesn't have that sharp initial bite of the 1098 brakes, which actually makes the process less intense.
After the apex of Turn 1 the track begins to climb up and over a blind rise with the intimidating Turn 2 lurking on the other side. Carrying speed over the crest takes a steady throttle hand, but the 848's chassis remains composed despite the dramatic change in attitude as the bike settles in on the backside. The smooth, linear power delivery takes the fear out of getting on the gas earlier lap after lap. Despite not being equipped with a steering damper, the 848 never wavers under conditions most likely to unsettle it while riding aggressively. Everything gets light over the T2 hill as the bike accelerates at the end of second gear, un-weighting the front just before it returns to the ground as the G-forces suck the suspension down. Ducati World Superbike racer Ruben Xaus came up with the settings prior to our arrival, so it came as no surprise the bikes felt great right out of the gate. After surviving the downhill bend there's a short straight that leads to the long, fast and flat Turn 3 - one of the few corners that will make you look and feel like a hero, even if you're not.
Surely you're eager to find out just how good the 848 is, so climb on because we're headed to Spain for the World Press Intro of the 2008 Ducati 848 Superbike. The 2.6-mile Almeria Circuit in southern Spain was the destination for a day of scraping pegs and destroying toe-sliders while getting a feel for what this machine is all about.
First of all, it feels exactly like a 1098. It's aggressive, hard-edged, and two dozen of them warming up in the garage simply sounds bad-ass - even though the rattling dry-clutch is noticeably absent from the 848 experience. The reach to the clip-on bars is low and the harsh angles of the tank give clues to the middleweight 848's racing heritage. The information system is the familiar flatscreen Digitek LCD that provides all the necessary data to keep a rider in tune with the bike's state of being. With a tug on the light clutch lever and dap on the shifter, the 848 is primed for a lap of the fabled Almeria test track.
Our lap begins at the end of a very long straightaway, which has the 848 pegged in fourth gear. The brake markers are a blur at the end of a steep downhill stretch, which dumps into the entrance of the ultra-fast right-hand Turn 1. Diving in hard on the brakes puts them through the wringer lap after lap and is an excellent test of this new set-up. Unlike the Monobloc-equipped 1098, a pair of less expensive two-piece radial-mount four-piston Brembo calipers and 320mm rotors adorn the 848, and they do an outstanding job of hauling the new Ducati down from speed. Braided lines and a Brembo master cylinder provide consistent, powerful stopping power lap after lap. Though this system is an excellent overall package it doesn't have that sharp initial bite of the 1098 brakes, which actually makes the process less intense.
After the apex of Turn 1 the track begins to climb up and over a blind rise with the intimidating Turn 2 lurking on the other side. Carrying speed over the crest takes a steady throttle hand, but the 848's chassis remains composed despite the dramatic change in attitude as the bike settles in on the backside. The smooth, linear power delivery takes the fear out of getting on the gas earlier lap after lap. Despite not being equipped with a steering damper, the 848 never wavers under conditions most likely to unsettle it while riding aggressively. Everything gets light over the T2 hill as the bike accelerates at the end of second gear, un-weighting the front just before it returns to the ground as the G-forces suck the suspension down. Ducati World Superbike racer Ruben Xaus came up with the settings prior to our arrival, so it came as no surprise the bikes felt great right out of the gate. After surviving the downhill bend there's a short straight that leads to the long, fast and flat Turn 3 - one of the few corners that will make you look and feel like a hero, even if you're not.
Essentially a lighter, not as powerful 1098, the 848 is a formidable track weapon, near indistinguishable from its larger sibling but available for three grand less.
With the front tire loaded through T3 for what feels like an eternity, it's nice to know that the Pirelli Diablo Supercorsa rubber is up to task. This is one of those spots where the rider is compelled to get on the gas early after burning a knee puck for such a long time. At the end you pick the bike up and snap it to the right side and here, during the transition from left to right leading into Turn 4, you really feel all the surfaces of the tank, frame and bodywork against the inside of your legs and arms. That raw-edgy assault on all your senses is just one of the allures of the Ducati superbikes and the 848 is simply another example of that experience.
Suspension action offered by the fully adjustable Showa units is very slick. Despite abrupt changes in motion facilitated by the technical track layout and on/off throttle input working against the fork and shock, the 848 remains composed and is very easy to ride fast. Combining high-speed stability with low-speed agility is a something that Ducati has managed to do well with this latest generation of superbikes and nowhere is this more evident than through these three turns. The Turn 5-6 combination looks like two distinct turns on the track map but the most rewarding way to tackle them is as a combination by keeping the bike on its side in one long, sweeping arc while the track straightens out and then turns back in at the start of T6. The T5 entrance taxes the brakes and the 848's ability to cope with trail braking while cranked over. Accelerating and braking at these angles showcases the bikes stability and ability to hold a line while totally under duress. Generally, trail-braking this much at these angles is not exactly my cup of Bellini but when in Spain...
Between Turn 7 and 8 is a little straightaway that is taken at the upper end of the revs in second gear. Here, the 848 wheelies easily, quickly even. Snap release the clutch and you too can evoke the essence of Xaus, who would occasionally pass by in a blur on one wheel while gnawing a biscotti, which encourages me to try to ride harder, faster. There's plenty of torque on tap, making the riding experience enjoyable even though it doesn't make that power quickly until the revs climb above seven-grand. After that it comes into its own and starts to feel like a proper little superbike.
With Turn 8 rapidly approaching it again requires seriously-heavy braking followed by a downshift or two with the motor spinning over ten grand. This is prime territory for a slipper clutch and the absence of it was as notable here as it was in the garage. By abandoning the trademark rattle of the dry clutch for a lighter and more durable wet unit, Ducati tips its hand. By admitting that this style clutch is more appropriate for a street bike, with durability and a slight weight savings cited as the reason for going this route, this is the one piece of the cost-cutting puzzle that will polarize opinions regarding the 848 among Ducati traditionalists. If you're willing to pay a bit extra for it, there will be a Ducati Performance accessory slipper clutch kit available soon. Whether or not it will be a wet or dry version has not been divulged at this time.
Suspension action offered by the fully adjustable Showa units is very slick. Despite abrupt changes in motion facilitated by the technical track layout and on/off throttle input working against the fork and shock, the 848 remains composed and is very easy to ride fast. Combining high-speed stability with low-speed agility is a something that Ducati has managed to do well with this latest generation of superbikes and nowhere is this more evident than through these three turns. The Turn 5-6 combination looks like two distinct turns on the track map but the most rewarding way to tackle them is as a combination by keeping the bike on its side in one long, sweeping arc while the track straightens out and then turns back in at the start of T6. The T5 entrance taxes the brakes and the 848's ability to cope with trail braking while cranked over. Accelerating and braking at these angles showcases the bikes stability and ability to hold a line while totally under duress. Generally, trail-braking this much at these angles is not exactly my cup of Bellini but when in Spain...
Between Turn 7 and 8 is a little straightaway that is taken at the upper end of the revs in second gear. Here, the 848 wheelies easily, quickly even. Snap release the clutch and you too can evoke the essence of Xaus, who would occasionally pass by in a blur on one wheel while gnawing a biscotti, which encourages me to try to ride harder, faster. There's plenty of torque on tap, making the riding experience enjoyable even though it doesn't make that power quickly until the revs climb above seven-grand. After that it comes into its own and starts to feel like a proper little superbike.
With Turn 8 rapidly approaching it again requires seriously-heavy braking followed by a downshift or two with the motor spinning over ten grand. This is prime territory for a slipper clutch and the absence of it was as notable here as it was in the garage. By abandoning the trademark rattle of the dry clutch for a lighter and more durable wet unit, Ducati tips its hand. By admitting that this style clutch is more appropriate for a street bike, with durability and a slight weight savings cited as the reason for going this route, this is the one piece of the cost-cutting puzzle that will polarize opinions regarding the 848 among Ducati traditionalists. If you're willing to pay a bit extra for it, there will be a Ducati Performance accessory slipper clutch kit available soon. Whether or not it will be a wet or dry version has not been divulged at this time.
The brand-spanking new 2008 Ducati 848 Superbike is proof that despite the proven Italian philosophy of excess, in some cases, less is more.
The majority of the technical elements of Almeria have been dispatched, only the faster pieces remain. Nothing really enlightening occurs while connecting T8 and T9 but the revs do drop pretty low at the apex of T9, so the fast uphill double left that follows presents an opportunity to feel how well the 848 accelerates through second and third gears. Since the track sweeps left, the bike is leaned over pretty far while rowing through the six-speed tranny as the speedometer becomes a blur of numbers that reaches about 140 mph before it all comes to a grinding halt a few moments later at the chicane. Toss it through here, crack open the massive elliptical throttle bodies and enjoy the Twin's growl before tipping into a pair of sweeping right-handers. These bends lead to the first of two long straights. The 848 is usually at the top end of second gear at the exit, which is where the Evoluzione mill is in its element. It tractors onto the straight and builds a good head of steam after clicking through three more gears using the shift lights to ensure every one is precisely timed to keep it in the meat of the power.
While watching the digital speedo on the Desmosedici-inspired dash build past 150 mph, the most pressing question that comes to mind is whether or not the 848 has the motor to hang with the four-cylinder supersports. Certainly the Evoluzione mill will keep it in the ballpark. It doesn't have the top-end rush of the In-Lines but it does have enough power to make it a thrill ride. However, if you're looking for arm-stretching torque, this isn't where it's at. The 849.4cc motor doesn't accelerate as rapidly as the 1098, but no one thought it would. Keep it in that top three thousand rpm and the bike feels really fast but it has a narrow powerband in racing terms. When considered from the point of view that this is first and foremost a street bike with its broad spread of L-Twin power and suddenly the 848 starts to make a lot of sense.
One of the most popular middleweight motorcycles that Ducati never made was known by bench racing wunderkinds as the 853. Based on the 748, the 853 was brought to life by stuffing bigger slugs into the Three-Quarter Liter mill and suddenly the lifeless bottom end had some balls. The top end didn't fall on its face and the absence of torque was no longer an issue, but the bike was still easy to insure and was an absolute blast to ride fast. Many felt it was the perfect bike. Ducati has taken that concept in reverse much to the same effect.
The Ducati 848 blends the rider-friendly, usable L-Twin torque and power delivery with an excellent chassis wrapped in the 1098's sexy Superbike skin. The most important element which the 848 shares with the 1098 is the confidence-inspiring feel and feedback at speed: The 848 needs to be ridden. During my time with the 848 a couple things became clear. The only things to complain about: The motor is as vanilla as the pearl white color scheme. Anyone interested in an 848 is not going to miss the extra couple hundred cubes and it's hard to find someone who doesn't like vanilla. Anyone who does have an issue with it can always buy the red version and pour some Ducati Performance love into the 848 to up the ante a bit but overall, they are going to love its all-around goodness. It's easy to ride fast on the track, should be equally fun on the street and while it's sitting on the sidestand outside the cafe or in the garage it will look like a million bucks, for $12,995. That is why we should be excited about the middleweight 848.
While watching the digital speedo on the Desmosedici-inspired dash build past 150 mph, the most pressing question that comes to mind is whether or not the 848 has the motor to hang with the four-cylinder supersports. Certainly the Evoluzione mill will keep it in the ballpark. It doesn't have the top-end rush of the In-Lines but it does have enough power to make it a thrill ride. However, if you're looking for arm-stretching torque, this isn't where it's at. The 849.4cc motor doesn't accelerate as rapidly as the 1098, but no one thought it would. Keep it in that top three thousand rpm and the bike feels really fast but it has a narrow powerband in racing terms. When considered from the point of view that this is first and foremost a street bike with its broad spread of L-Twin power and suddenly the 848 starts to make a lot of sense.
One of the most popular middleweight motorcycles that Ducati never made was known by bench racing wunderkinds as the 853. Based on the 748, the 853 was brought to life by stuffing bigger slugs into the Three-Quarter Liter mill and suddenly the lifeless bottom end had some balls. The top end didn't fall on its face and the absence of torque was no longer an issue, but the bike was still easy to insure and was an absolute blast to ride fast. Many felt it was the perfect bike. Ducati has taken that concept in reverse much to the same effect.
The Ducati 848 blends the rider-friendly, usable L-Twin torque and power delivery with an excellent chassis wrapped in the 1098's sexy Superbike skin. The most important element which the 848 shares with the 1098 is the confidence-inspiring feel and feedback at speed: The 848 needs to be ridden. During my time with the 848 a couple things became clear. The only things to complain about: The motor is as vanilla as the pearl white color scheme. Anyone interested in an 848 is not going to miss the extra couple hundred cubes and it's hard to find someone who doesn't like vanilla. Anyone who does have an issue with it can always buy the red version and pour some Ducati Performance love into the 848 to up the ante a bit but overall, they are going to love its all-around goodness. It's easy to ride fast on the track, should be equally fun on the street and while it's sitting on the sidestand outside the cafe or in the garage it will look like a million bucks, for $12,995. That is why we should be excited about the middleweight 848.
2007 Ducati 1098S
Former AMA SB racer turned MCUSA contributor, Alex Gobert, evaluates the racing potential of the sexy new Ducati 1098S at the Eastern Creek circuit in Australia.
Ducati's 1098 is going to be one to watch. It looks trick, has all the ingredients on paper to be a winner, and has huge expectations from almost every bike fan from around the globe. This bike might be able to take the Italian company back to the fame and success it once had in the streetbike market when the ground-breaking 916 was first released in 1994.
The 1098's official worldwide launch was held at Kyalami in South Africa back in early December, giving moto-journalists the first opportunity to swing a leg over the Italian work of art. The high altitude of Kyalami zapped the horsepower from the 1099cc Testastretta engine, meaning the test riders on hand couldn't quite get the ultimate feeling for the impressive 160 claimed horsepower that the 1098 releases.
My chance to ride Ducati's 1098 came at an Australian launch held at Eastern Creek Raceway, in Sydney, New South Wales - the venue for the Australian round of the World 500cc Grand Prix Championship back in the mid-1990s.
The model on hand at the Aussie launch was the 1098S, the up-spec version of the 1098. It features high performance 43mm Ohlins fully adjustable FG511 fork, Ohlins fully adjustable 46PRC shock absorber, Ohlins steering damper, lightweight forged and machined Marchesini wheels, a carbon fiber front fender, plus Ducati's all new DDA (Ducati Data Analysis) logging system.
All these features make the S model a very special machine, and Ducati claims the 1098S is the most powerful and lightest twin-cylinder superbike in history. The engine remains the same as the standard 1098, but the featured add-ons provide you with an unbelievable package on what is already a ground-breaking superbike.
The 1098's official worldwide launch was held at Kyalami in South Africa back in early December, giving moto-journalists the first opportunity to swing a leg over the Italian work of art. The high altitude of Kyalami zapped the horsepower from the 1099cc Testastretta engine, meaning the test riders on hand couldn't quite get the ultimate feeling for the impressive 160 claimed horsepower that the 1098 releases.
My chance to ride Ducati's 1098 came at an Australian launch held at Eastern Creek Raceway, in Sydney, New South Wales - the venue for the Australian round of the World 500cc Grand Prix Championship back in the mid-1990s.
The model on hand at the Aussie launch was the 1098S, the up-spec version of the 1098. It features high performance 43mm Ohlins fully adjustable FG511 fork, Ohlins fully adjustable 46PRC shock absorber, Ohlins steering damper, lightweight forged and machined Marchesini wheels, a carbon fiber front fender, plus Ducati's all new DDA (Ducati Data Analysis) logging system.
All these features make the S model a very special machine, and Ducati claims the 1098S is the most powerful and lightest twin-cylinder superbike in history. The engine remains the same as the standard 1098, but the featured add-ons provide you with an unbelievable package on what is already a ground-breaking superbike.
The 1098 has already thrilled loyal Ducatisti with its dramatic unveiling this summer. Seeing it in person, Gobert compares its racing lines to the spectacular, and also thrilling, Desmosedici RR.
The 1098 S is a further 4 lbs lighter than the standard 1098 as it weighs in at a purported 377 lbs, thanks mainly to the forged alloy Marchesini wheels, which feature a red pinstripe to signify their high-tech S-model status. The lightweight wheels help the bike steer easier and quicker on changes of direction, as the lighter wheels equal a lower inertia.
Upon arrival at Eastern Creek, I couldn't take my eyes off the 1098S. The bike looks sharp and small, while also having the racy look - just like the incredible road-going Desmosedici RR MotoGP replica.
For the 1098, Ducati has kind of gone back to the future in a way, as they reintroduce a bunch of features that made the ultra-successful Ducati 916 model so popular in the '90s. These features include the return of a single-sided swingarm and twin under-seat exhausts that sit under a high tail section at the rear of the bike, while the front end of the bike is compact with horizontal twin headlights that look stealth.
The simple, clean lines of the fairings are good looking, while also being efficient for aero purposes. They are drowned with Ducati's famous Italian red colors with just a few simple silver logos indicating the bike's brand and model.
Now's time to climb aboard and try this beauty out for myself as my excitement grows and the bike deeply growls upon start-up. Straight away I feel more comfortable than I ever have on its 999 predecessor. The 'bars have far less reach, allowing me to position my 5'5" height more comfortably on the bike with less strain.
The controls feel excellent, with perfect quality and plenty of adjustment on the front brake lever. The seat is comfortable as it angles you toward the controls while the narrow fuel tank gives plenty of room to help move around on the compact-feeling bike. The position of the 'pegs are also an improvement over the 999, with easy access to the gear-shift and rear brake lever.
Upon arrival at Eastern Creek, I couldn't take my eyes off the 1098S. The bike looks sharp and small, while also having the racy look - just like the incredible road-going Desmosedici RR MotoGP replica.
For the 1098, Ducati has kind of gone back to the future in a way, as they reintroduce a bunch of features that made the ultra-successful Ducati 916 model so popular in the '90s. These features include the return of a single-sided swingarm and twin under-seat exhausts that sit under a high tail section at the rear of the bike, while the front end of the bike is compact with horizontal twin headlights that look stealth.
The simple, clean lines of the fairings are good looking, while also being efficient for aero purposes. They are drowned with Ducati's famous Italian red colors with just a few simple silver logos indicating the bike's brand and model.
Now's time to climb aboard and try this beauty out for myself as my excitement grows and the bike deeply growls upon start-up. Straight away I feel more comfortable than I ever have on its 999 predecessor. The 'bars have far less reach, allowing me to position my 5'5" height more comfortably on the bike with less strain.
The controls feel excellent, with perfect quality and plenty of adjustment on the front brake lever. The seat is comfortable as it angles you toward the controls while the narrow fuel tank gives plenty of room to help move around on the compact-feeling bike. The position of the 'pegs are also an improvement over the 999, with easy access to the gear-shift and rear brake lever.
The Ducati 1098S is 4 lbs lighter than the regular 1098 in large part because of its wheels. The forged alloy Marchesini units on the S-model sport a red pinstripe to denote the difference.
The Desmosedici-style digital dash is spectacular. Derived from Ducati's new GP7 800cc MotoGP bike, it flashes upon engine start-up and flashes "SBK 1098" across the screen - a sure reminder that this bike has been developed from Ducati Corse's racing experience. The default readout shows rpm and speed, with the rpm displayed in a unique bar graph - much like racing superbikes. It also has the usual features such as warning lights, fuel level, tripmeters, etc.
I complete my first lap and the racing-width (190/55 ZR17) Pirelli Dragon Supercorsa Pro tires - the street version of Pirelli's homologated race tires - heat up quickly and provide almost instant grip on the hot summer day. In fact, the very cool temperature gauge on the dash tells me it's 90 degrees F to be exact! (How's winter going in the USA, guys!?)
As I get a feel of everything, it is very noticeable that the 1098S likes to fall into the corner quickly and precisely, while the L-shaped twin-cylinder engine has a heap of torque to pull out of any situation as I lag it around the track. Both the standard 1098 and the 1098S have the same engine, so the Creek test was a good place to find out what Ducati's new machines have to offer without the altitude of Kyalami.
The 160-hp Testastretta Evoluzione engine is quick, and as I get up to speed the extra 101cc over the 999 is rewarded with extra power - 20 horsepower more than the 999. The steep hills out of Eastern Creek's Turns 5 and 7 are no such trouble for the 1098S as the rear Pirelli begins to squirm under acceleration. The feedback from the tires and chassis are second to none on acceleration in third gear, while the engine is more than capable of doing big things as I shift up gears at around 10,000 rpm.
I complete my first lap and the racing-width (190/55 ZR17) Pirelli Dragon Supercorsa Pro tires - the street version of Pirelli's homologated race tires - heat up quickly and provide almost instant grip on the hot summer day. In fact, the very cool temperature gauge on the dash tells me it's 90 degrees F to be exact! (How's winter going in the USA, guys!?)
As I get a feel of everything, it is very noticeable that the 1098S likes to fall into the corner quickly and precisely, while the L-shaped twin-cylinder engine has a heap of torque to pull out of any situation as I lag it around the track. Both the standard 1098 and the 1098S have the same engine, so the Creek test was a good place to find out what Ducati's new machines have to offer without the altitude of Kyalami.
The 160-hp Testastretta Evoluzione engine is quick, and as I get up to speed the extra 101cc over the 999 is rewarded with extra power - 20 horsepower more than the 999. The steep hills out of Eastern Creek's Turns 5 and 7 are no such trouble for the 1098S as the rear Pirelli begins to squirm under acceleration. The feedback from the tires and chassis are second to none on acceleration in third gear, while the engine is more than capable of doing big things as I shift up gears at around 10,000 rpm.
Gobert appreciated the cornering capabilities of the Ducati superbike, with the 1098's new 1099cc powerplant producing ample torque.
As I come out of the tight right-hand Turn 9 and ease on the power, the front wheel begins to get light, hovering slightly above the asphalt before making my way around to the final corner on to the straightaway, and over a crest where the front wheel again gets light due to the massive torque of the engine. The 1098's power is impressive and is by far the fastest twin-cylinder superbike I have sampled.
The more compact size of the bike also allows me to move my body weight around more than the 999 as I look for every bit of help to get the 1098S around the track in the fastest possible time. Tucking in behind the 1098's windshield is much easier than previous models, and the complete overall comfort outshines the 999 by a long shot for me.
Later on in the afternoon I am up to speed and the impressive chassis can handle all the torture I can give it - almost. The 330mm discs and Brembo Monoblock race-inspired calipers provide brakes that are ultra impressive and require warning from Ducati Australia staff to be very careful when learning. Yep, they are super touchy and impressive to say the least. As I brake hard and deep into the corners, the 1098S remains stable and in line, pulling up quickly without much effort as I slam down through the gearbox.
Ducati's have a history of having to trust the front end, but the 1098S gives more feedback than the previous models and is much easier to adjust your line mid-turn - all while the bike is much easier to flick from side to side. The 1098S screams for lean angle, and I find myself with my knee on the deck more often than almost any other bike I have ridden - including various factory-supported racebikes spanning through my racing career.
Th
The more compact size of the bike also allows me to move my body weight around more than the 999 as I look for every bit of help to get the 1098S around the track in the fastest possible time. Tucking in behind the 1098's windshield is much easier than previous models, and the complete overall comfort outshines the 999 by a long shot for me.
Later on in the afternoon I am up to speed and the impressive chassis can handle all the torture I can give it - almost. The 330mm discs and Brembo Monoblock race-inspired calipers provide brakes that are ultra impressive and require warning from Ducati Australia staff to be very careful when learning. Yep, they are super touchy and impressive to say the least. As I brake hard and deep into the corners, the 1098S remains stable and in line, pulling up quickly without much effort as I slam down through the gearbox.
Ducati's have a history of having to trust the front end, but the 1098S gives more feedback than the previous models and is much easier to adjust your line mid-turn - all while the bike is much easier to flick from side to side. The 1098S screams for lean angle, and I find myself with my knee on the deck more often than almost any other bike I have ridden - including various factory-supported racebikes spanning through my racing career.
Th
The 1098 is more compact than its predecessor, the 999, and our test rider found it easier to move his body around in an effort to drop lap times.
e Thlins forks perform like they are on rails, working perfectly with the Pirelli tires and trellis frame, giving me the feel I have always looked for from a Ducati after witnessing World Superbike champ Troy Bayliss wrestle various Ducatis around so well for many years.
As I accelerate hard out of Eastern Creek's medium-speed Turn 3, the Ohlins rear shock gets a bit unsettled, causing the bike to buck in the windy conditions, providing a bit of a moment as the bike would try to steer wide under acceleration. It felt like the shock would get down in the stroke, while the fork would rise, as I tried to get every last bit of grip out of the Pirelli rear tire. This causes me to be extra cautious on the following laps as I explore the limits of the amazing machine. The guys from Ducati dial in a few changes on the suspension and the bike is improved immediately.
Ducati's on to a winner with this one, and more than likely the 1098 and 1098S will be remembered by all as yet another ground-breaking Ducati. Now, when are the World Superbike rules going to allow the 1098 in to competition? Hopefully soon, because I can't wait to see Bayliss get his hands on one.
Testastretta Evoluzione Engine
The new Testastretta Evoluzione engine is a result of Ducati's development of the L-shaped twin-cylinder engine that has been developed while the marque has dominated World Superbike racing over the past 15 years.The standard 1098 features the very same engine as the S I rode.
The 1099cc capacity stems from an increase in the bore and stroke of the motor, now featuring a big 104mm bore along with a short 64.7mm stroke seen on the top-of-the-line previous 999R model. Ducati has used advanced MotoGP cylinder head induction technology on the completely redesigned cylinder heads, giving the 1098 more power than even the 999R.
As I accelerate hard out of Eastern Creek's medium-speed Turn 3, the Ohlins rear shock gets a bit unsettled, causing the bike to buck in the windy conditions, providing a bit of a moment as the bike would try to steer wide under acceleration. It felt like the shock would get down in the stroke, while the fork would rise, as I tried to get every last bit of grip out of the Pirelli rear tire. This causes me to be extra cautious on the following laps as I explore the limits of the amazing machine. The guys from Ducati dial in a few changes on the suspension and the bike is improved immediately.
Ducati's on to a winner with this one, and more than likely the 1098 and 1098S will be remembered by all as yet another ground-breaking Ducati. Now, when are the World Superbike rules going to allow the 1098 in to competition? Hopefully soon, because I can't wait to see Bayliss get his hands on one.
Testastretta Evoluzione Engine
The new Testastretta Evoluzione engine is a result of Ducati's development of the L-shaped twin-cylinder engine that has been developed while the marque has dominated World Superbike racing over the past 15 years.The standard 1098 features the very same engine as the S I rode.
The 1099cc capacity stems from an increase in the bore and stroke of the motor, now featuring a big 104mm bore along with a short 64.7mm stroke seen on the top-of-the-line previous 999R model. Ducati has used advanced MotoGP cylinder head induction technology on the completely redesigned cylinder heads, giving the 1098 more power than even the 999R.
The Testastretta Evoluzione engine inside the new Ducati 1098 is the pinnacle of technology which has made the marque a dominant power in WSB. The V-4 Desmosedici RR aside, Ducati's L-shaped Twin is the signature powerplant from the Italian firm.
The Evoluzione has a reduction in the angle between the intake and exhaust valves, allowing straight intake ducts and newly shaped combustion chambers that contain bigger racing-size valves that are now 42mm inlet and 34mm exhaust. They are operated by racing-derived camshafts.
MotoGP-derived elliptical throttle bodies give a 30% increase in airflow over conventional throttle bodies. The new elliptical shape gives an incredible 5 hp claimed increase to the engine. All this is kept cool by a new oil cooler and an advanced coolant radiator.
A total of 11.1lbs (5kg) have been saved in the engine thanks to reducing weight of many components, including transmission gears and the gear selector drum, as well as the oil pump and primary gears.
Ducati has returned to a twin exhaust system, after using a single exhaust on the 999, as it's lighter and features a 2-1-2 layout that releases the famous rumble of a twin-cylinder Ducati.
Trellis Frame
Ducati's goal with the 1098's chassis was to achieve weight saving while also building strength and rigidity to manage to powerful 1099cc Testastretta engine. The trellis frame was developed in cooperation with Ducati's racing department, Ducati Corse, and has been designed with a simplified tube layout that features a fatter main tube from 28mm in diameter to 32mm, while being reduced in thickness from 2mm to 1.5mm. The end result is a 14% increase in rigidity and a weight saving of 3.3 lbs.
The Ducati 1098S comes standard with the new Ducati Data Analyser (DDA) data-logging system, which includes PC software, a USB-ready data retrieval card, and instructions for the DDA that is quite easy to use.
The DDA enables 1098S riders to download information off the bike of up to 3.5 hours and read it on their computer to study their throttle opening, speed, engine rpm, temperature, distance traveled, laps and lap times - all by a simple USB device.
The 1098 S is the first-ever production motorcycle to be released with data logging standard, while standard 1098 owners can purchase the DDA from Ducati Accessories.
1098 vs. 1098S
While the 1098S has a heap of upgraded goodies, the standard 1098 model is very similar and also an amazing package.
Instead of the Ohlins bits on the S, the standard 1098, it comes equipped with 43mm Showa fully adjustable fork, Showa fully adjustable shock, a standard steering damper with no adjustment, and Marchesini cast-aluminum wheels instead of the lighter forged units on the S. The DDA is an option on the 1098, while it comes stock on the S model.
MotoGP-derived elliptical throttle bodies give a 30% increase in airflow over conventional throttle bodies. The new elliptical shape gives an incredible 5 hp claimed increase to the engine. All this is kept cool by a new oil cooler and an advanced coolant radiator.
A total of 11.1lbs (5kg) have been saved in the engine thanks to reducing weight of many components, including transmission gears and the gear selector drum, as well as the oil pump and primary gears.
Ducati has returned to a twin exhaust system, after using a single exhaust on the 999, as it's lighter and features a 2-1-2 layout that releases the famous rumble of a twin-cylinder Ducati.
Trellis Frame
Ducati's goal with the 1098's chassis was to achieve weight saving while also building strength and rigidity to manage to powerful 1099cc Testastretta engine. The trellis frame was developed in cooperation with Ducati's racing department, Ducati Corse, and has been designed with a simplified tube layout that features a fatter main tube from 28mm in diameter to 32mm, while being reduced in thickness from 2mm to 1.5mm. The end result is a 14% increase in rigidity and a weight saving of 3.3 lbs.
Internal changes to the 1098's mill include an increase in both the bore and stroke for its 1099cc displacement, as well as larger inlet and exhaust valves.
Ducati Data Analyzer (DDA)The Ducati 1098S comes standard with the new Ducati Data Analyser (DDA) data-logging system, which includes PC software, a USB-ready data retrieval card, and instructions for the DDA that is quite easy to use.
The DDA enables 1098S riders to download information off the bike of up to 3.5 hours and read it on their computer to study their throttle opening, speed, engine rpm, temperature, distance traveled, laps and lap times - all by a simple USB device.
The 1098 S is the first-ever production motorcycle to be released with data logging standard, while standard 1098 owners can purchase the DDA from Ducati Accessories.
1098 vs. 1098S
While the 1098S has a heap of upgraded goodies, the standard 1098 model is very similar and also an amazing package.
Instead of the Ohlins bits on the S, the standard 1098, it comes equipped with 43mm Showa fully adjustable fork, Showa fully adjustable shock, a standard steering damper with no adjustment, and Marchesini cast-aluminum wheels instead of the lighter forged units on the S. The DDA is an option on the 1098, while it comes stock on the S model.
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