Friday, August 1, 2014
Dazzling display Ducati Hypermotard 1100 Evo SP
| Make Model | Ducati Hypermotard 1100 Evo SP |
| Year | 2010-11 |
| Engine | Air cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder. |
| Capacity | 1078 |
| Bore x Stroke | 98 x 71.5 mm |
| Compression Ratio | 11.3:1 |
| Induction | Siemens electronic fuel injection, 45mm throttle body |
| Ignition / Starting | Marelli electronic / electric |
| Clutch | Dry multiplate with hydraulic control |
| Exhaust | Lightweight 2-1-2 system with catalytic converter with twin lambda probes. |
| Max Power | 95 hp 69.9 kW @ 7500 rpm |
| Max Torque | 75.9 lb-ft 10.5 kg-m @ 5750 rpm |
| Transmission / Drive | 6 Speed / chain |
| Gear Ratio | 1st 37/15 / 2nd 30/17 / 3rd 27/20 / 4th 24/22 / 5th 23/24 / 6th 24/28 |
| Wheelbase / Rake | 1455mm / 24° |
| Frame | Tubular steel Trellis |
| Front Suspension | Marzocchi 50mm fully adjustable usd forks with DLC. 195mm wheel travel |
| Rear Suspension | Progressive linkage with fully adjustable Öhlins monoshock. Aluminium single-sided swingarm . 141mm wheel travel |
| Front Brakes | 2 x 305mm semi-floating discs, radially mounted Brembo callipers 4-piston, 2-pad. |
| Rear Brakes | Single 245mm disc 2 piston caliper |
| Front Tyre | 120/70 ZR 17 |
| Rear Tyre | 180/55 ZR 17 |
| Seat Height | 875 mm |
| Dry-Weight | 171 kg / 379 lb |
| Fuel Capacity | 12,4 Litres / 3.3 gal (US) |
With its higher ground clearance, higher-spec suspension, higher bars and less weight, the 1100EVO SP is truly a machine built for the edgiest of street riding, and of course the track.
Listening to feedback from riders in the Italian Ducati Desmo Challenge series, the Hypermotard 1100 EVO SP is designed around those two styles of aggressive riding.
Hypermotard 1100 EVO SP: The Desmodue Evoluzione Engine
The lightweight, L-Twin stands at the pinnacle of more than three decades of Desmo air-cooled development and its torquey power delivery has excited riders worldwide. The Evoluzione version is positively awesome and makes it the perfect engine to give its name to the Hypermotard 1100EVO SP.
The 1100cc Desmodue Evoluzione power unit uses a bore and stroke of 98 x 71.5mm, and its long list of refinements boosted its power to 95hp (69.9kW) @ 7500rpm with 76lb-ft (10.5kgm) of torque @ 5750rpm giving it outstanding power delivery, from grunting low rpms to the singing howl at redline.
The 1100s crankcases are vacuum cast using the same Vacural technology employed for the lightweight Superbike engines, a process that achieves significant weight saving and ensures consistent wall thickness and increased strength.
But the crankcases were just the starting point of the evolution. Apart from the magnesium alternator cover, the 1100 has a lighter crankshaft assembly by using an 848-style Superbike flywheel and the search for further weight reduction even went as far as using lightweight rare-earth magnets for the generator assembly. The result reduced the original 1100 power units weight by a staggering 5.2kg (11.5lb) and contributed towards making the Hypermotard 1100EVO even more agile.
Power gains have come not only from the new lightweight crankshaft assembly, but also from an evolution of the top-end of the Desmodue power unit. The cylinder head, not only improves lubrication and cooling performance, but also uses a redesigned inlet port shape for optimum flow and a modified combustion chamber shape for improved burn efficiency.
This improved efficiency is the result of a higher compression ratio and the change to a single spark per cylinder ignition managed by high-speed Siemens electronics.
Ensuring a sufficient feed to the higher compression set-up is a high-flow airbox intake duct and higher-lift valves for maximum volumetric efficiency.
The incredible valve performances of the Desmodue engine are only possible because of Ducatis unique Desmodromic system, where valve closure is activated mechanically. At high rpm it would be almost impossible for the valve to follow the steep closure profile of the cam lobe if it were relying upon a normal valve spring.
With the Desmo system, the valve is closed mechanically with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings. This system is used on every single Ducati power unit including their world-beating Superbike and Desmosedici MotoGP engines.
In keeping with its extreme character, Ducati continue to use the dry racing-style clutch for the Hypermotard 1100, the popular preference of thousands of Ducatisti the world over. The clutch and alternator covers are finished in gold for the 1100EVO SP.
Hypomotard 1100 EVO SP: Intense Suspension
Longer, black-bodied, fully adjustable 50mm Marzocchi forks have 30mm (1.2in) more travel and increase the SPs ground clearance by 30mm (1.2in), extending the SPs extreme cornering performance and providing a more track-oriented set-up.
Coated with a durable low friction, DLC (diamond-like carbon) black coating, the sliders enable the Hypermotard SP to respond effortlessly to every minute variation in the tarmac, improving on its already impressive road holding.
The advanced SP suspension is further enhanced with an Öhlins remote reservoir rear shock, renowned in racing as the ultimate performance choice. This incredible shock is fully adjustable for compression and rebound damping as well as spring pre- load, ensuring that the SP is readily adaptable to every riding style and road or track it challenges.
Hypomotard 1100 EVO SP: Superior Brakes
With a bike as extreme as the Hypermotard 1100EVO SP, superior stopping power is fundamental, so world- class braking performance is assured by using the same Brembo Monobloc calipers as on Ducatis top Superbikes.
Machined from a single piece of alloy, the calipers achieve a higher rigidity and resistance to distortion during extreme braking, which not only delivers incredible braking power, but also provides an enhanced and precise feel at the brake lever. The twin Monobloc calipers, each with four 34mm pistons gripping 305mm discs, guarantee spectacular braking performance.
Hypomotard 1100 EVO SP: Lightweight Wheels by Marchesini
Extreme riders know that one of the best ways to improve the handling and performance of a motorcycle is to reduce its unsprung weight by upgrading to superior lightweight wheels.
Even from a distance, the 5- spoke black Marchesini wheels with red pin-striping confirm the high performance of the Hypermotard 1100EVO SP.
Created from forged then machined alloy, both front and rear wheels are significantly lighter and create a lower moment of inertia and unsprung weight, resulting in improved acceleration and braking as well as quicker steering. Mounted to the lightweight wheels are Z-rated Pirelli Diablo Supercorsa SP tires.
Designed to deliver racing performance on the road, they give great feedback, are stable under severe braking and feature a sure-footed feel when braking or accelerating is applied at considerable lean angles.
Hypermotard 1100 EVO SP: Hyper Data
Supplied as standard equipment on the 1100EVO SP, the Ducati Data Analyzer (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables owners to review and analyze the performance of the bike and its rider, and make comparisons between various channels of information.
The system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance traveled, laps and lap times. It also automatically calculates engine rpm and vehicle speed data, enabling it to display gear selection as an additional channel of information.
At the end of a ride or track session, up to 4mb of data can be downloaded ready to compare, analyze and get an inside view of the performance of both the rider and the Hypermotard.
Hypomotard 1100 EVO SP: Performance Extras
The Hypermotard 1100EVO SP has serrated footpegs for increased boot grip during extreme conditions and a Teflon slider under each peg for protection in extreme lean angles. Ducati include a rubber insert with the bike for riders who prefer to cover the serration for increased comfort.
To enhance control, the tapered alloy handlebars have a 20mm longer bar-riser that effectively changes the riding positioning to enable greater leverage under extreme riding conditions.
The risers are finished in black along with the new Marzocchi forks, upper and lower fork clamps, footpeg carriers and pedals, exhaust guard, rear subframe and rear sprocket carrier.
A carbon fiber rear hugger is fitted as standard equipment, enhancing the SPs already extreme image and also providing protection for the Öhlins rear suspension unit. The advanced composite is also used for the fork protectors, timing belt covers, front fender rear section and tail side covers.
Hypomotard 1100 EVO SP: Advanced Control and Instrumentation
The entire Hypermotard family uses the electronic advances made in the compact and user-friendly switchgear and instrumentation first created for the Streetfighter.
The slim-line switch bodies house easy-to-use switches and buttons, and feature a unique weapons-like trigger catch that slides down to cover the starter button when the kill-switch is activated. Their minimalist design fits perfectly in the clean and essential lines of the Hypermotards sporting image.
Looking clean and purposeful, the display provides an extensive amount of data including speed, revs, time, oil temperature, battery voltage, A & B trips, fuel reserve trip and scheduled maintenance, while the warning lights illuminate for neutral, turn signals, high-beam, rev-limit, oil pressure and fuel reserve.
In addition, it can list recorded lap times by using the high-beam flash button as a stopwatch. The 1100EVO SP use a white back-lighting.
The instrument display also doubles as a control panel for the activation of the Ducati Data Analyzer (DDA) system, which is supplied as standard equipment on the 1100EVO SP. The DDA-intended USB connection port under all of the Hypermotard seats doubles as a charging point for a handy battery charger, which is available as an accessory from Ducati Performance.
Hypomotard 1100 EVO SP: Hyper Mirrors
Ducati pushed motorcycle design limits to find an innovative solution for the original Hypermotard mirrors and these are now used throughout the family. The challenge of maintaining a clean, racing look around the handlebar area motivated the design of the folding mirror concept which is based on the handguards typically found on off-road bikes.
Flipped out for high visibility street mode and easily folded in for a quick change to Hypermode, the mirror handguard assemblies also integrate the LED directional indicators for an even cleaner front-end.
Hypomotard 1100 EVO SP: Stylized Lighting
The headlamp uses a highly compact lighting shape which blends with the single piece nose fairing and front fender molding, while the rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece.
The same LEDs are intensified under braking. The front directional indicators also employ the latest in LED technology for illumination, and are ingeniously integrated into the handguards which support the foldable rear view mirrors.
The high intensity LED rear light assembly is molded into a unique tailpiece positioned high behind the seat. The supporting structure has been designed so that the under tray of the tailpiece is formed perfectly to offer a sturdy pair of pillion grab-handles.
This ingenious solution not only helps to merge the rear light into the Hypermotard styling but also provides a safe grip for the passenger.
Hypomotard 1100 EVO SP Colors:
The Hypermotard 1100EVO SP is boldly finished in a choice of red-themed or white-themed Ducati Corse livery to underline its competition intention.
The white-themed livery has a white tank with thin red stripe and red Ducati graphic, contrasted with a black knee-panel area.
The headlight fairing and beak section are also white with a wide red stripe along the centre of the beak and thin black striping around the fairing section. The tailpiece is white with a wide red stripe along its centre.
The red-themed livery has a red tank with thin white stripe and white Ducati graphic, contrasted with a black knee-panel area.
The headlight fairing and beak section are also red with a wide white stripe along the centre of the beak and thin white striping around the fairing section. The tailpiece is red with a wide white stripe along its centre.
Both color schemes have red Trellis frames with black wheels and the Ducati Corse logo proudly displayed on the Hypermotards beak section.
Friday, March 21, 2014
2006 Ducati Sport Classic Paul Smart 1000LE
Is this the best looking Ducati since the 916? Sound off!pretty useless. See, when straddling such a refined nostalgic distillate, a tool that seems to come straight out of a time tunnel, a moving monument to an event that happened some 30 years ago (Ducatis win in the Imola 200 race in 72), all objectiveness gets thrown out of the window and its really hard not to be extra sentimental.
Ducati has not invented the nostalgic "retro" formula, of course. In the last few years weve seen the "new Beetle" and the "new Mini" cars, and in the two-wheeled world, Triumph is having a ball with their "new twins" success. Some would add Harley-Davidson or Vespa to the list, but considering the fact that both never gave up producing their retro stuff theres no real comeback to talk about here. So in many ways Ducatis move was kind of expected and upon seeing the first photos of the "Sport Classic" series from Tokyos 2003 show I thought to myself: "Hmm. A bit predictable, aint it?" It just felt easy to blame Ducati on jumping on to the comfy nostalgia bandwagon.
Gabe wishes he looked this good naked.through -- you are going to find plenty to like in the PS 1000s spindly lines and sweet emptiness.
Thats enough with the philosophy. I drag the bike out of the downtown dealership, swing a leg over and before I even get to squeeze the clutch lever, I can hear myself cursing compulsively inside my helmet. Ill spare you the list of exotic locations to which I sent the mothers of various high-ranking people in Ducati in my cursing. I mean, you try to reach for the handlebar, bend, then bend some more all the while thinking, "Wheres the Candid Camera? This is a joke, right?" The bar height is just the beginning; I havent mentioned yet the fuel tanks length that simply stretches you inquisition-style over the whole bike. The combination of these two demonic dimensions means that the first few minutes of city riding it feels like hell has come down on earth. So you wanted to know what a real 1970s racer-on-the-road felt like? You dont need a PhD in bikeology to know that this thing doesnt mix with city dwelling. No, sir. After a short show-off spin in the city I park the Duc at home. I have it for the whole week, and its better to wait for a proper outing in the fast lanes.
Thursday, March 20, 2014
Ducati Multistrada 1200 2010 Review
However, after some gentle water-boarding of our “reliable source,” weve been able to get a bunch of exclusive details of the new Multistrada 1200!
After three years in development, Ducatis new “many roads” bike is armed with a 150-horsepower salvo to go after the lucrative adventure-touring/big-trailie market dominated by BMWs excellent R1200GS. No, the new Duc isnt intended for Dakar, but most GS owners rarely take their do-it-all steeds in serious off-road situations.
Weve got plenty more to tell you that the press release doesnt. First off, we can confirm the MTS1200 is powered by a variant of the 1199cc liquid-cooled V-Twin found in the 1198 Superbike. Its called “Testastretta 11°” in reference to the valve angle in the new cylinder heads that are said to aid combustion efficiency. A new fuel-injection system is controlled by Ducatis first-ever ride-by-wire throttle that is said to offer much better sub-3000-rpm fueling than the Superbike.
 Our reliable source tells us the new Multistrada 1200 looks very much like this development mule, minus the black duct tape. |
As is typical of Ducati, there will be an S version to go along with the base model. The standard bike will be suspended by a Marzocchi fork and Sachs shock, both fully adjustable. Brakes are, of course, by Brembo. Wheels look to be identical to the 1198s. An under-engine bash plate is standard equipment, as are hand guards.
A new three-piece frame underpins the MTS1200, using a new cast aluminum component around the swingarm pivot area to join with Ducatis traditional steel-trellis arrangement up front. Were told to expect a dry weight somewhere around the 425-lb mark.Behind an adjustable windscreen resides comprehensive instrumentation that will include displays for trip time, lap time, range to empty, and current and average fuel consumption. Dont be surprised if you see a form of keyless ignition similar to whats found on modern Harleys. At least one, probably two, 12-volt sockets will be part of the package. Anti-lock brakes will be optional.
The high-line S models will have all that and more. ABS and traction control will be standard, and a tire-pressure monitoring system will be offered. Like other Ducati S models, these will have Ohlins suspension. But these Ohlins pieces are rumored to include some sort of electronic control that can be adjusted on fly, similar in concept to the ESA system on some BMWs. It is believed that this system is also tied into the engine control computer. So, punching in, say, the enduro mode will dial in a stiffer suspension and softer throttle response.
Its possible that the S package will be divided into two sub-models, a sport and a touring version. If thats the case, expect the touring iteration to include saddlebags and perhaps heated grips and a centerstand.
 Gold fork tubes indicate the Ohlins fork on the 1200S, said to offer on-the-fly electronic adjustment. |
We anticipate the first shipment of Multi-12s to arrive at dealers in late Spring, but we may get our chance to ride it as early as March. Air-cooled purists will still be able to choose the old Multistrada from Ducatis 2010 lineup.
Wednesday, March 19, 2014
Ducati Diavel 2011 Review
Factory MotoGP rider Nicky Hayden Hayden rode the Diavel onto the LA Auto Show’s stage two days ago, culminating with a tire-smoking burnout. Ducati was there to share the spotlight with the AMG division of Mercedes-Benz, together announcing a new partnership that sees the high-performance AMG sub-brand sponsoring Ducati’s MotoGP team.
The deal includes sponsorship of Ducati’s GP team for two years plus an option to extend it, and the marketing effort will also encompass test rides/drives at each other’s events. And company reps hinted about the possibility of one day cooperating on future products.
“I’m pretty sure our AMG Performance Studio will be able to capture the spirit of Ducati in a very special AMG someday,” teased Ola Källenius, CEO of Mercedes-AMG GmbH, “but that’s something for another show.”
“Our engineers and our designers will have a lot of input from them, and vice versa their designers,” Gabriele del Torchio, president and CEO of Ducati Motor Holding S.p.A, told Motorcycle.com.
 A throng of auto journalists gather around the new Ducati Diavel. Ducati CEO Gabriele del Torchio stands next to his GP rider Nicky Hayden, while AMG and Mercedes brass enjoy the shared spotlight. |
The 1199cc V-Twin from the odd but successful Multistrada finds a new home in the Diavel, seen for the first time in North America at this week’s auto show. We were able to try it on for size shortly after Hayden warmed it up.
“I’ve got a Ducati 848 at home, but I might need to add one of these because it’s something different,” said the Kentucky Kid.
“I truly believe that we’re going to open a new market segment, as we did many years ago when we introduced the Monster,” del Torchio commented. “It was a new category in the market, and we think the Diavel will do the same.”
Ducati reps are cautious about describing their new creation as a cruiser, even if its long and low stance points it in that direction relative to something like an 1198.
“It’s very comfortable, very powerful and easy to ride,” related del Torchio, who has ridden the Diavel in prototype form.
 Ducati’s CEO Gabriele del Torchio astride his company’s bold new model while Mercedes-AMG CEO Ola Källenius wishes his CLS 63 looks as cool as the Ducati. |
Pulling the Diavel off its sidestand requires little effort, as the “Carbon” version we sat on (with forged-aluminum wheels and carbon-fiber accents) is said to weigh just 456 pounds – less than any 750cc-plus cruiser we can think of. And this is a 1200cc “cruiser” with a 162 galloping horses, enough, said del Torchio, to reach nearly 150 mph.
Further putting the cruiser label to rest is the Diavel’s cornering clearance. Del Torchio says it has up to 41 degrees of lean angle. To put that in perspective, consider that Harley’s raciest bike, the XR1200X, can achieve a 39- or 40-degree lean before touching hard parts.
Pirelli played a key part in the Diavel’s development, creating a wide (240mm) rear tire with a more rounded profile than fat cruiser rubber. Pirelli reps claim that it offers neutral turn-in response unlike anything this wide that was previously offered. If that broad bun fails to get your attention, the imposing stacked mufflers (that look big enough to fire mortar rounds) will.
Further adding to the Diavels high-end appeal are the presence of aluminum body panels rather than cheap plastic. The fuel tank covers and the tailsection are fabricated from the lightweight metal.
Pillion accommodations are cleverly unobtrusive – footpegs fold down from the tailsection on thin brackets, while a grab handle slides out from its stowed area above the taillight.
So, although we don’t really yet know how the Diavel will ride, we have some positive first impressions. It has a captivating presence in person, and despite its cruiser leanings, it looks every inch like a Ducati with its red trellis frame and sport-spec suspension and brakes. There is literally nothing quite like it.
And consider the Porsche Cayenne SUV, which was roundly scoffed at by sports-car purists. It went on to become the brand’s best seller, providing an outlet for those who desired a 911 but couldn’t reconcile buying one because of family or comfort concerns.
We can imagine a segment of two-wheel performance enthusiasts who have long admired Ducati’s racing legacy and Italian style but have been intimidated by the company’s hardcore sportbike lineup. The Diavel might be seen as an easier introduction to Ducati membership.
The standard Diavel will retail for $16,995 when it arrives in dealers early next year. The upmarket Diavel Carbon rings in at a spendy $19,995 for the black version; it’ll cost another $400 to get it in red. The Diavel’s performance bona fides will be put to the test early in February of 2011 during its press introduction. Stay tuned for the real review!
Wednesday, March 5, 2014
Ducati Streetfighter 2010 Review
We already got our ya-yas out on the high-end S model Streetfighter earlier this year when we hammered it around the marvelous Ascari Circuit in Spain at its press introduction. It certainly impressed us on the track, but what we didnt yet know is how well the new Duc works in the wide-ranging conditions on the street. We also needed to find out if the base Streetfighter is also worthy of our Italian bike rapture.
At $14,995, the standard Streetfighter retails for $4,000 less than the upmarket S version, and by doing so it goes without trick Ohlins suspension, Ducati Traction Control and some carbon fiber bits. Also, cast-aluminum wheels replace the lighter forged hoops on the S.
Once triggered into life, the liquid-cooled V-Twin emits a burly rumble through a pair of stacked muflers that portends near-Superbike power production. We brought our bike down to legendary tuner Carry Andrews Hypercycle Speed Center where it spat out 133.2 roaring ponies at 9800 rpm. Combined with a pavement-rippling 72 ft-lbs of torque, this is a contender for the most powerful naked sportbike on the planet. MV Agustas latest Brutale may come close, but we havent been able to test one yet.
Speaking of raised things, short people will dislike the Fighters 33.1-inch seat height. The bikes lack of a fairing forced Ducati engineers to find space inside the tail section for electronics, a battery and exhaust valve servo motor, and all this stuff jacks up the height of the seat. At the other end of the equation is a handlebar set lower than other naked bikes. This aids front-end feel and stability at speed, but it also places pressure on a riders wrists that impinges on comfort at normal street speeds.
However, the Fighters ergonomics work surprisingly well on the highway for a naked. The low grips force a more aerodynamic torso position, and the oncoming air pressure alleviates the amount of weight carried by a riders hands. A compact instrument cluster is just within eyes reach, with multiple displays for a variety of info. A handy low-fuel tripmeter counts up once the 4.4-gallon tank reaches its “reserve” level. The mirrors offer a decent view to check your Six for bogies, but their wide placement is an impediment to lane splitting.
We usually have good experiences with Showa suspension components, but the SFs shock initially confounded us with its stiffness. As delivered it had zero static sag, and it only had a slight amount even after dialing out almost all available spring preload, indicating the spring rate is too stiff for solo riders.
"...the SFs shock initially confounded us with its stiffness."
Once the PITA preload was lessened, we reduced rebound damping to match and also took out a few turns of the compression dampings 5.5-turn range to achieve a more compliant ride. The bloody knuckles were worth it, as the rear suspension was then well matched to the proper wheel control up front. It would be interesting to see how the S models Ohlins suspenders would match up in a side-by-side comparison.
No complaints whatsoever from the insanely powerful Brembo radial-mount 4-piston monoblock calipers and monster 330mm rotors up front. Fluid flows from a radial master cylinder through braided-steel brake lines to deliver incredible feel, and the rear brake requires a firm foot to lock the tire, which suits us perfectly.
Although the Streetfighter is equipped with a non-adjustable steering damper, Ducati imbued the upright naked with added stability by kicking out the fork from the 1198s position – with a 26.5-degree rake and 114mm of trail, its nearly a chopper in the sportbike world. A longer swingarm extends the wheelbase to a lengthy 58.1 inches, further adding stability. With more than 60 ft-lbs of torque available from 4000 to 10,000 rpm, ratcheting the throttle open at any speed will have you thanking the engineers for the bikes steering calmness as youre catapulted quickly into the next zip code and a more severe penal code.
On a twisty road, youll find plenty of leverage from the wide bars to overcome the relaxed chassis geometry, and the narrow Duc can be twisted to follow the direction of even the most serpentine backroad. Tossability is aided by a svelte 373-lb (claimed) dry weight. With torque out the wazoo, the traction control on the pricier S model can seem like a bargain.
Ergonomically, we were bothered by the exhaust heat shield that intrudes on right-side boot space when up on the balls of your feet. Slippery footpegs dont help matters. But the butt up and hands down position encourages a marauding charge through the twisties, and there is always a deep well of power on tap to devour the next straightaway. "With torque out the wazoo, the traction control on the pricier S model can seem like a bargain."
Lets be plain: This thoroughbred isnt suited for a casual or inexperienced pilot. A touchy throttle and a highly responsive engine give the SF an enthusiastic ready-to-romp feeling – perhaps harder than you are ready for. Truth be told, the humbler and cheaper Monster 1100 (our choice for Best Standard of 2009) makes for a better and easier street ride than the potent and uncompromising Fighter.
But Ducati has heard the clamor from power-hungry riders who have demanded a full-monty naked superbike, and the Streetfighter is exactly that.
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Tuesday, March 4, 2014
DUCATI 999 2003 Review
Here I am again exactly one year later, passing the same spot on the 999 and not even thinking about stopping at the roadside cafe where I nursed my aching wrists last year. I feel like gassing it some more for another hour or two. This 999 intruduces a new concept into sport bikes--riding position adjustabality. After experiencing the unbelievable change in feel, comfort and handling that the new Duc allows via its adjustable saddle/fuel tank unit and footpegs--the fixed riding position imposed by all other sport mounts feels plain dumb. Period. In my book, this is a mini-revolution.
Which leads us directly to the man who had to carry the hefty task of replacing an icon of motorcycling, Pierre Terblanche. For most people the connotation of a designer is of a guy drafting beautiful sketches across huge white boards, but a little-known fact is that designers are also the ones that have to resolve the so called MMI -- man-machine-interface -- and first and foremost Terblanche did just that.
When you produce a motorcycle that in (heavily) modified form can lap a track less than a second off MOTO GP pace (check out SBK vs. MOTO GP times at Assen this year), then there isnt much wrong mechanically speaking in the first place. And in various interviews Terblanche acknowledged the fact that in the remaking of Ducatis flagship, his main target was to improve upon "rideability," or even more precisely, that of allowing anybody between 6 and 54 to find his perfect riding position. This has been achieved by leaving the trusty tubular frame--the front portion at least--alone, and redesigning the rear part. By narrowing the rear subframe mounting tubes, lowering the rear shock mounting point by 1-1/4", and having part of the fuel tank under the seat, Terblanche transformed the early nineties arse-in-the-air ergoes of the 916 into something much more up-to-date and humane.What about those new curvy bits? My first impression upon seeing the 999 in early photos, like so many critics, was one of total unbalance between the huge surfaces of the front fairing and the vast emptiness under the seat. But the 999 is one of those cases where perfect side views dont do the real thing any favors. As I pull into the Ducati factory parking lot, the red and glistening 999 awaiting me does not fail to induce compulsive smiling. First theres the sheer compactness. Think of the narrowness of a two-stroke 250 roadracer in the critical tank/saddle junction and youre there. The rear part of the tank, next to your crotch, can be grasped between thumb and middle finger; try that on your CBR/GSXR/what have you. More important in the face of the design masterpiece the 999 replaces, is the fact that from standing height, the whole plot starts to make sense, quite a lot of sense. The lack of side panels lets you peer deep into the most intimate parts lurking inside, and the naked rear cylinder head becomes a beautiful, mechanical focal point. The huge fairing lowers somehow become a much less imposing, while the aggressively sculpted tank and tail urge you to get physical with the thing, right here right now. Then theres that face.
DUCATI SPORTCLASSIC BY REVIVAL
DUCATI SPORTCLASSIC BY REVIVAL
This SportClassic is the work of Revival Cycles, and it’s more heavily modified than most. The owner took it to the Texas workshop after the voltage regulator set the seat and wiring harness on fire. “It came to us a bit battered and bruised,” says Revival’s founder Alan Stulberg. “The owner is 6’5″ and loved the bike, but wished it would fit his tall frame a bit better—and of course, quit catching fire!”
Revival started work on a new subframe and seat, and began designing a stretched-out aluminum tank to match. “It was all downhill from there,” says Alan. “Why stop at tins and a tail section if you can customize everything else?”
The new rear subframe is over 6” thinner than the previous seat and tail, and Revival took care to get the geometry just right—since this is a mono-shock bike that places the full rear suspension load on only one side of the frame. The seat was moved back over 5″ and now fit its owner perfectly. Revival also relocated the steering damper to a less conspicuous spot, and de-tabbed the frame to the point that it could almost be fully hand-built.
Revival then CNC-cut an aluminum plate to allow them to use the factory fuel pump inside the new custom tank, minus the low-hanging sump of the stock tank. “This really opened up the frame, and gives it a much lighter profile.” New alloy fenders add to the visual lightness, along with a Motogadget Chronoclassic instrument that integrates with the factory sensors seamlessly.
Before assembly, the frame and swingarm were nickel-plated, and there’s a neat homageto the Ducati Paul Smart from the exposed aluminum stripe on the tank. The custom exhaust system is a work of art in its own right, with carefully sectioned and hand-welded stainless pipes that took many days to get right. “I like to say the bike sounds like it is about to kick someone’s ass in a bar fight,” says Alan. “The cops that pulled us over the other night for speeding said the same thing and let us off with a warning because they loved it so much.”
The wheels are Alpina carbon fiber items and there’s a full Discacciati braking system too, from JC/Pakbikes. The wheels are shod with Michelin Pilot racing wet-weather tires—“Simply because they perform amazingly well on dry roads, and look great.”
A custom ECU extracts the maximum power from the engine, and the bike has been rewired around a Motogadget M-unit. (“Every bike should have one. It makes planning and rewiring your custom bike almost too easy.”) The suspension also got attention, with full Öhlins front and rear, and custom triple trees. “I think that some people buy Öhlins for the great gold color they come with, but we instead decided to sand and polish the forks and the rear shock to go with the nickel frame and polished alloy bits.”
Without a doubt, this is Revival’s best build yet—and the highest-performance one too. It’s also passed hundreds of miles of testing without a flaw. “It sounds amazing, runs perfectly, carves corners like a race bike and stops on a dime,” says Alan. “It is hands down our favorite motorcycle we’ve ever built.”
Head over to the Revival Cycles website for more information on their projects, and keep up to date with the company’s news via their Facebook page. You can see our coverage of their previous work here.
Thursday, February 27, 2014
Ducati Multistrada 1200 Ducati Multistrada 1200 Review 2011 Ducati Multistrada 1200 for Sale 2011 Ducati Multistrada 1200 Top Speed 2011
Ducati Multistrada 1200
Das war nur eine sehr kurze Weile her, aber immer noch diese beiden Maschinen haben einen der Höhe außergewöhnlichen generiert Zinsen. Die wurde obwohl bei Honda VFR, TO eigenen Advertising, wenn es trocken, AOT did recht leben die hohen Erwartungen übertrieben, sie auf die wichtigen Punkten in Einigen nicht in seinem Bestreben, alle für alle Menschen werden fahrräder gehängt. Alles was es braucht, ist ein-schließlich Deal Leistungsschalter VFR wie der, TO unzureichend Tank-Bereich, und der Rest hört zu Materie.
Ducati Multistrada 1200
So hat der Fabrik-rausgerutscht Bologna? möchten Sie lieben die Ducati Multistrada, aber, Â ¶? Ok, keine Hänseleien, du, nur nach unten Äôll bis zum Ende scrollen Sowieso: MTS of the 1200 genau macht, was es auf der Verpackung steht. Es makellos TO nicht, aber es ist eine äußerst kluge und erreicht Motorrad zu tun of eher was the Honda VFR der hatte, ist in den ändern Motorradfahren nächsten zehn Jahren versprochen.
Ducati Multistrada 1200
Während of Fahrrad ist auf dem eindeutig dominiert Erlebnispfad ausgerichtet Marktsegment geschmiedet dann mit der von BMW GS-Baureihe, will sie mit sich bringen eine neue Ebene und ganz von Sportlichkeit hohe Leistungen zuvor nicht für möglich gehalten. Und es, nur aufgrund TO caption Entwicklungen von der Automobilelektronik, dass es möglich ist geworden. Verfügt über Das Bike comes grundlegende Betriebsmodi, die ich, Äôll beschreiben Näher separaten in einer Funktion: Sport, Touring, Urban und Enduro. Diese werden durch Verwendung des zu toten um ein Menü Indikators in dem der ausgewählt Teilbereich navigieren Rundschreiben High-Tech Armaturenbrett.
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Wednesday, February 26, 2014
Ducati Hypermotard Review
The all new Ducati Hypermotard takes the original concept of a bike that was made purely for fun and excitement and has now been greatly enhanced to not only continue to offer this but much much more.
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| Ducati Hypermotard 2013 |
Tuesday, February 25, 2014
Ducati 999 Superbikes
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| Ducati 999 Superbike Wallpapers and Ducati 999 Superbike Pictures |
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| Ducati 999 Superbike- 999 F05 Team Xerox-Ducati Sports bikes |
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Ducati 999LE-Limited Edition -Ducati 999 Super-bikes |
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| Red Ducati 999 Superbike Wallpaper |
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| Black Ducati 999 Superbike Rear Wallpaper |
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White Ducati 999 Superbike Wallpaper |