Showing posts with label ducati. Show all posts
Showing posts with label ducati. Show all posts
Wednesday, September 18, 2013
Ducati 848 Nicky Hayden Edition
The 849cc engine has bore and stroke values of 94mm and sixty one.2mm respectively, that turn out a ratio thats solely slightly inferior to the 1098 (1.54 compared with one.61), whereas maintaining the highly ‘over-square’ layout typical of racing engines.
Power output is a formidable 134hp (98.5kW) at 10,000 rpm and most torque is seventy one lb/ft (96Nm) at 8250 rpm. the ability and torque values ensure the high performance level of this engine, particularly compared to its predecessor, the Testastretta-engined 749.
The cylinder head has been changed in line with the characteristic bore and stroke of the engine so as to optimize the fluid dynamics of the intake (straight and plunging) and exhaust ducts and combustion chamber. The compression ratio is 12:1.
The valve angle is that the same because the 1198 engine and diameter is thirty-nine.5mm for the inlet valve and 32mm for the exhaust. The technology used sees the applying of a bi-metallic alloy that mixes increased lightness with resistance and reliability needed for these explicit parts. The desmodromic management system has additionally been designed with the load and therefore the inertia of the new parts in mind, permitting extraordinarily economical valve raise throughout intake and exhaust phases. the wonderful results achieved are confirmed by the engine’s power figures, manufacturing outstanding performance thanks additionally to the utilization of MotoGP-derived elliptical throttle bodies, that are fitted to the 1198 engine. The 2010 model year sees the addition of recent light-weight cam belt tensioner pulleys; improving performance whereas shaving weight.
The design of an avid elliptical throttle body for the 848 demonstrates the eye that Borgo Panigale engineers have dedicated to the event of the Superbike vary. The cross-section is reduced from the sixty sq. mm of the 1098 to fifty six sq. mm therefore on optimize fluid dynamics at each engine speed. a bit like on the 1098, the new cylinder heads like fewer parts and embrace magnesium covers.
This Testastretta Evoluzione engine sees the introduction of a special technology for the development of the engine crankcase: Vacural casting. this can be a forced vacuum die casting technique that permits jet characteristics to be improved because of the absence of porosity, gas inclusion and oxidation. this enables extraordinarily high measurement precision and larger ductility for aluminium alloy. Designers are able to harness the advantages of this innovative method by redefining the form and therefore the wall thickness of the new crankcase by means that of FEA (Finite part Analysis) checks, that allowed the desired reliability standards to be achieved, whereas simultaneously getting a major weight saving of three.5kg.
The 848 engine is fitted with a silent modular wet clutch, characterised by an exceptional resistance to wear that may cause superior period. This answer makes a helpful contribution to weight saving, estimated to be around one.6kg, that is additionally thanks to the utilization of a unique variety of clutch cowl.
The high power figures achieved by this engine additionally return from the utilization of identical variety of oil cooler and coolant radiator because the 1198’s engine, with an increased surface space assisted by light-weight, high flow electrical fan assemblies.
Finally, the 848’s exhaust system follows identical layout and uses identical innovative technology because the 1198. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the large bore 90° L-Twin.
This power unit, a bit like all the opposite Ducati engines, has been designed to suits Euro three exhaust emission norms.
Chassis
Trellis frame
Developed in cooperation with Ducati Corse, the 848 Trellis frame incorporates a simplified tube layout that includes main section tubes increased in diameter from 28mm to 34mm, whereas being reduced in thickness from 2mm to one.5mm. The results a 14 July increase in rigidity and a weight saving of one.5kg (3.3lbs).
Single-sided swingarm
The 848, as all the Superbike family, is provided with a novel single-sided swingarm. The engineers were inspired to re-think the development technique of this part. {the thereforelution|the answer} was to provide the most operational parts using individual aluminium castings so on guarantee strength round the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the development into one, superbly designed element.
Rear suspension
Highlighting the method during which individual parts are influenced by one another, the new light-weight Trellis frame and single-sided swingarm have enabled a a lot of compact and any weight-saving rear suspension linkage system to be used that includes separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ style effectively reduces stress round the linkage pick-up space of the Trellis frame. operating beside this highly economical linkage could be a totally adjustable Showa single shock for the 848, identical because the 1198.
Front suspension
At the front the 848 is provided with totally adjustable 43mm Showa forks with radial mounts. this sort of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps each rider to be a lot of assured and au fait.
Control
Brembo Monobloc calipers
The 848 brake system is characterised by M4 calipers using four 32mm pistons and 2 radial mounted pads. Matched to the calipers are 2 320mm discs and therefore the combination of those components achieves spectacular braking power.
Thursday, August 8, 2013
2011 Ducati Streetfighter motorcycle
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Thursday, July 11, 2013
Valentino Rossi Meets The Media As A Ducati Rider
MotoGP superstar Valentino Rossi was officially presented as a Ducati rider on Tuesday at the Wrooom Press Ski Meeting in Madonna di Campiglio, Italy.
Rossi meets the media as a Ducati rider Casey stoner
Now free from his Yamaha contract, Rossi was able to wear full Ducati Marlboro colours and talk publically about the 2011 Ducati Desmosedici, with which he will try to become the first rider in history to win premier-class titles for three different manufacturers.
"The Ducati is a real prototype, very different from the Japanese motorcycles that I know, " said Rossi, speaking at a press conference.
"It has to be ridden in a completely different way, but Im sure we will be able to make it work".
The seven time MotoGP champion was just 15th
fastest on his Ducati debut, in plain black, during
testing at Valencia in November - after which he
underwent surgery on the shoulder injury he had
carried since falling from a motocross bike in April.
Rossi warned that he is unlikely to regain full strength in the shoulder until this April.
"The shoulder is not as good as I had hoped, we need more time", he said. "I need five or six months recovery [after the operation] to be 100%, so around April or May is the most likely time".
"That means Rossi won ’t be able to make the most of the three pre-season tests, starting at Sepang on February 1" , "in Malaysia I will be at about 70%" - and will not be at full strength for his Ducati race debut at Qatar on March 20.
Rossi won the 500cc/MotoGP title in 2001 (Honda),
2002 (Honda), 2003 (Honda), 2004 (Yamaha), 2005
(Yamaha), 2008 (Yamaha) and 2009 (Yamaha). His 2010 title hopes ended when he broke his leg
during practice for round four, in Italy, whilst trailing
team-mate and eventual champion Jorge Lorenzo in the points.
After missing four races, Rossi returned to take one final Yamaha victory and finished third in the championship. Ducati has won the MotoGP title once, with Casey Stoner in 2007. Stoner has taken all but one of Ducati’s 24 race wins since the start of the 800cc era in 2007.
Friday, July 5, 2013
Ducati 900SS Review
The 900SS is simply the best street bike Ducati has ever built.Thats a provocative statement, considering the competence of Ducatis other recent releases, the 907 I.E. and the 851 Superbike, Its even more surprising when you consider the 900SS isnt all-new, and borrows many bits and pieces from other Ducatis. It doesnt even use the firms latest technology, such as four-valve heads. liquid-cooling, or fuel-injection. As with all great machines, its the right combination that counts, one that Ducati has taken nearly a decade to unlock with the 900SS.
On paper it’s the Ducati 900SS is a loser. In the real world the low down torque is pretty effective and modern motorcycles only pull away when revved hard. This makes the Ducati 900SS a deceptively quick motorcycle in experienced hands. Old technology with just two valves per cylinder and air cooling. V-twin like most Ducatis.
Desmodromics, the principle of positive valve control, came into its own in the period when mercedes-benz straight-eight Desmo engines dominated formula I racing. Unfortunately, when the prestigious german auto company retired from racing, it also effectively retired the desmo technology. At least for the moment. Ducati Engineers. However, fished it out of oblivion and, for the first time, applied it successfully to motorcycles. Desmo technology was first used in racing designs and then in a daring commercial venture, in Ducati street machines.
Tuesday, July 2, 2013
2011 Ducati Desmosedici
Still out there are talking about the debut Valentino Rossi, Nicky Hayden and his team, who use the Ducati Desmosedici, in welcoming the Grand Prix season 2011, but let it be news to fans of Rossi & Hayden, I am here just want a little coverage about the specifications of the 2011 Ducati Desmosedici, which is a rumor out there, what are the advantages of this motorcycle? The following specifications.
2011 Ducati Desmosedici Standard Specifications
Engine and transmission
Engine type: 4 cylinders, 4-stroke, 90° V4
Displacement: 799 cc (48.82 cubic inches)
Cooling system: Water cooled
Throttle: Cable operated
Valves
Valve train: DOHC, non-variable
Valves per cylinder: 4
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Fuel injection
Ignition type: Digital CDI
Engine mounting: Transverse
Gear box: Manual 6-speed
Clutch: Dry, multiple discs, cable operated
Final drive: Chain
Starter: Electric
Dimensions
Weight
Dry weight: 150 kg
Chassis and suspension
Frame type: composite, Trellis frame
Front Suspension: Cartridge - upside-down
Front Brake: Twin Disk, Ø320 mm
Rear Suspension: twin shock, Swingarm
Rear Brake: Disk
Other
ABS available: No
Top speed: 320 km/h
2011 Ducati Desmosedici Standard Specifications
Engine and transmission
Engine type: 4 cylinders, 4-stroke, 90° V4
Displacement: 799 cc (48.82 cubic inches)
Cooling system: Water cooled
Throttle: Cable operated
Valves
Valve train: DOHC, non-variable
Valves per cylinder: 4
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Fuel injection
Ignition type: Digital CDI
Engine mounting: Transverse
Gear box: Manual 6-speed
Clutch: Dry, multiple discs, cable operated
Final drive: Chain
Starter: Electric
Dimensions
Weight
Dry weight: 150 kg
Chassis and suspension
Frame type: composite, Trellis frame
Front Suspension: Cartridge - upside-down
Front Brake: Twin Disk, Ø320 mm
Rear Suspension: twin shock, Swingarm
Rear Brake: Disk
Other
ABS available: No
Top speed: 320 km/h
Wednesday, June 12, 2013
Tuesday, May 28, 2013
Ducati Multistrada 1200S Sport Specs News and Review
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| 2011 Ducati Multistrada 1200S Sport |
2011 Ducati Multistrada 1200S Sport ... The Ride-by-Wire (RbW) system is an electronic interface between the twistgrip and the engine which decides the ideal power response depending on the riding mode selected and according to the rider’s throttle input. The twistgrip no longer has a throttle cable connected directly to the throttle body butterflies, but instead delivers a signal to a control unit, which in turn operates the butterfly opening. The RbW system uses three different mappings to regulate the power delivery. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery suitable for touring and 100hp with progressive delivery for city or off-road use.
Ducati Traction ControlThe racing-derived Ducati Traction Control (DTC) is a highly intelligent system which acts as a filter between the rider’s right hand and the rear tyre. Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerably increasing the bike’s active safety and performance. The system offers eight ‘levels of sensitivity’, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed riding modes on the Multistrada 1200.
The system uses front and rear wheel sensors to compare speed differential and sense when rear traction is being broken (wheel-spin). DTC then decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources. The first soft stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engines torque.
If the DTC software detects that the first soft stage of system interaction is inadequate to control the wheel-spin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut. Red lights around the circular riding mode section of the instrumentation illuminate to indicate the interaction of the DTC system. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system.
The real innovative thinking behind the DTC system is how the various range of sensitivity levels decide precisely how to react to excessive wheel-spin by understanding the bikes exact dynamic situation. From slow mid-corner acceleration with considerable vehicle inclination to high speed corner exits while almost upright, this system intelligence is achieved by processing a mass of data in a matter of milliseconds.
DTC levels are factory pre-set in each of the four riding modes, but can be individually customised and saved to suit the rider by accessing the set-up menu within each riding mode. A ‘Default’ option is available to easily return all settings to factory pre-sets.
Ducati Electronic Suspension by Öhlins
The ‘S’ version of the Multistrada 1200 is equipped with the latest generation 48mm Öhlins forks featuring the innovative Ducati Electronic Suspension (DES). The new fork technology enables rebound and compression damping adjustments electronically controlled via the instrument panel. The top of the range Öhlins TTX rear monoshock is also adjusted electronically in both spring pre-load and rebound and compression damping.
The electronic suspension adjustment can be made easily by using the pre-set riding modes, which have been developed by Ducati test riders, or independent mode, which allows riders to use their own personal settings. Adjustments made electronically send a signal that initiates electronic actuators mounted on the suspension units.
In addition to the riding modes of Sport, Touring, Urban and Enduro, there is also an option to quickly change the suspension setting to suit ‘rider only’, ‘rider with luggage’, ‘rider and passenger’ or ‘rider and passenger with luggage’.
Hands-free ignition
The Multistrada 1200 ignition is not actuated with a normal key. Instead, an electronic key in the rider’s pocket communicates with the Multistrada when within a distance of approximately 2 metres (6.5ft), recognising the dedicated key code and automatically enabling the bike’s systems. Pressing the key-on switch then activates all systems to ‘on’ and the engine is ready to be started.
The electronic key, which internally consists of a radio circuit, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electronic locking device can be actuated on the steering simply by applying full steering-lock and pressing the ignition-off button a second time.
Instrumentation
The instrumentation has a large, high visibility LCD showing all main data and a dot-matrix circular LCD which displays the riding modes, additional data or set-up menus depending on whether the bike is stationary or moving.
The main LCD displays data for speed, rpm, gear, total mileage, trip1/trip2, engine coolant temperature, fuel level and time. When the motorcycle is in motion, the dot-matrix LCD displays the selected riding mode, remaining fuel/distance, current fuel consumption, average fuel consumption, average speed, air temperature, trip time, and ‘freezing conditions’ alarm. When stationary, it enters a setting menu from where adjustments to the various functions can be made including personalised DTC set-up and, on the ‘S’ version, suspension settings.
The Sport, Touring, Urban or Enduro riding modes can be changed while either stationary or in motion, as well as load settings for ‘rider only’, ‘rider with luggage’, ‘rider and passenger’ or ‘rider and passenger with luggage’.
Engine
Engine
Testastretta 11°: The ideal travelling companion
The heart of the highly complex and innovative Multistrada 1200 project is the engine and, as a prestigious model, the motorcycle had to be powered by the most advanced, evolved twin-cylinder engine to come out of the Ducati factory. The Testastretta Evoluzione engine that powered the world-beating 1198.
The challenge, however, was to produce an engine that would be enjoyable to use in all conditions and able to adapt to the rider’s character and not the other way around. Making the best ever L-Twin performance engine smoother and more user-friendly was a challenge, but Ducati’s innovative designers and engineers met the challenge by designing the revolutionary Testastretta 11° engine. Their achievement succeeded in harnessing the immense power of the Superbike engine, making it smooth and adaptable to suit to any occasion, a significant step forward in balancing performance with usability.
Why 11°?
For a motorcycle intended for touring, the smoothness and user-friendliness of the engine is key to achieving an effortless and comfortable ride and the main engine characteristic that enabled this configuration was the revision of the valve overlap angle.
The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.
On the Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to just 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions. Unburnt hydrocarbon emissions (pre-catalyser) are reduced by up to 65% and specific fuel consumption (and consequent CO2 emissions) by up to 12% (Euro3).
With its 150hp and 12.1kgm (87.5lb-ft) of torque, the Testastretta 11° sets a new standard for Ducati twincylinder engines. Fluid dynamics testing on ports and combustion chambers has resulted in a modified power delivery profile, specifically the torque. New intake and exhaust ports combined with a radical adjustment of the cam timing and slight reduction of the compression ratio have enabled Ducati to achieve a favourable torque curve at low rpm, which remains strong through a wide range. This particular characteristic considerably enhances the Multistrada 1200’s effortless ridability.
The gearbox and final drive ratios have also been optimised to enable reduced fuel consumption and achieve increased riding comfort by reducing vibration. If the 1198 Superbike reaches its top speed in 6th gear, the Multistrada 1200 is able to reach it in 5th gear and maintain it effortlessly in 6th.
The Multistrada 1200 features an oil bath clutch with ‘slipper’ function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like ‘slipper’ action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.
The Multistrada 1200 features an oil bath clutch with ‘slipper’ function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like ‘slipper’ action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.
The layout for the exhaust system, which is simple and minimalistic, uses two primary manifolds flowing directly into the triple chamber single silencer. Apart from carrying out the 2-1-2 compensator function, the silencer also contains the catalyser and sound-absorbent materials. The two compact and lightweight aluminium alloy end pipes depart in a low, lateral configuration to keep the overall weight to a minimum.
More strada between major services
Constant investment in quality by design, advanced materials and engineering techniques, has enabled the distance between major service intervals (valve clearance check) to be doubled to a highly competitive 24,000km (15,000 miles). This has been achieved partly by the introduction of a new valve seat material and partly by the improved combustion efficiency and temperature management designed into the Testastretta 11° engine.
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| 2011 Ducati Multistrada 1200S Sport |
USA MSRP - $19,995 USD
Chassis
- FRAME Tubular steel Trellis frame
- WHEELBASE 1530mm (60.2in)
- RAKE 25°
- FRONT SUSPENSION Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment
- FRONT WHEEL TRAVEL 170mm (6.7in)
- FRONT WHEEL 10-spoke in light alloy 3.50 x 17
- FRONT TYRE Pirelli Scorpion Trail 120/70 17
- REAR SUSPENSION Progressive linkage with fully adjustable Ohlins electronic monoshock. Aluminium single-sided swingarm
- REAR WHEEL TRAVEL 170mm (6.7in)
- REAR WHEEL 10-spoke light alloy 6.00 x 17
- REAR TYRE Pirelli Scorpion Trail 190/55 17
- FRONT BRAKE 2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment
- REAR BRAKE 245mm disc, 2-piston caliper
- FUEL TANK CAPACITY 20l - 5.3 gallon (US)
- DRY WEIGHT 192kg (423lb)
- INSTRUMENTS Na
- WARRANTY Na
- BODY COLOUR (FRAME/WHEEL) Red (racing grey / black) - Arctic white (racing grey / black) - Diamond black (racing grey / black)
- VERSIONS Dual seat, ABS as standard equipment, available in two packages: -SPORT (Cam belt covers, air intake and hugger in carbon fibre); TOURING (side panniers, heated grips and center stand)
- SEAT HEIGHT 850mm (33.5in)
- DDA
- DDA
DTC
DTC
Standard equipment
ABS
ABS
Standard equipment
Engine
- TYPE L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
- DISPLACEMENT 1198.4cc
- BORE X STROKE 106x67.9mm
- COMPRESSION RATIO 11.5:1
- POWER 150hp - 110.3kw @ 9250rpm
- TORQUE 87,5lb-ft 118,7Nm @7500rpm
- FUEL INJECTION Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies
- EXHAUST Stainless steel muffler with catalytic converter and 2 lambda probes, aluminium tail pipes
- GEARBOX 6 speed
- RATIO 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
- PRIMARY DRIVE Straight cut gears, Ratio 1.84:1
- FINAL DRIVE Chain 5.30"; Front sprocket 15; Rear sprocket 40
- CLUTCH Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
- STANDARD follows the US Federal Regulation
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