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GAMMA 2008 DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE The dream of a true GP replica has finally come true and the Desmosedici RR is the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati’s experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6. The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today. This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use. Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert rider, someone who is always looking for extreme sporting performance, as well as being an exclusive, esoteric, reliable product that is more than capable of track racing. The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics package which is aimed at achieving maximum speed and excellent handling. The bike is totally inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the Desmosedici GP7. Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7 project. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. The wide screen allows the rider to read six values at the same time and to scroll through and select from various menus by handlebar-mounted switch gear. Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data (approximately 3.5 hours). The system records several channels of data including: vehicle speed, engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders are able to compare, analyse and get an inside view of the Desmosedici RR performance. The bike’s development could not have been made possible without the significant collaboration of Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours of track time have made a fundamental contribution to the evolution of the project. For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6. This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to the red frame is the rear seat support in high temperature resin type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being extremely lightweight but exceptionally rigid. The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy swingarm. The geometry and the technology of this component derive directly from the MotoGP bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb stiffness-to-weight ratio. In the suspension department the Ducati Desmosedici RR features the most advanced technical components. The rear suspension geometry and layout is the same as that of the GP6, with the rear shock attached above the swingarm and to a rocker, which is hinged to the crankcase. The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated sliders. The forks, which come directly from competition use, as well as being pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and compression. The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and hydraulic preload adjustment. For the first time ever, this Ducati production motorcycle features Marchesini forged and machined magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung weight and inertia, all the while improving handling and suspension response. With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed special tyres for the Desmosedici RR. The tread pattern, construction and profile are being specially developed and produced by the Japanese tyre manufacturer. The numerous racing components of this high-performance machine also include its Brembo brakes. Up front the Desmosedici RR features a new pair of radial ‘monoblock’ callipers with four 34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper stiffness to be increased, thus improving braking response; the front brake system is completed by a radial master cylinder, with hinged lever and remote ‘quick’ adjuster that enables the right brake lever position to be found during the ride. The pair of front brake discs are two semi-floating 330 mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed disc and a calliper with two 34 mm pistons. The Desmosedici RR’s new exhaust system has been specifically developed to deliver the best power and at the same time to ensure road riding pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that uses 42 mm diameter tubing with wall thickness of 0.8 mm (.030 in) AISI 309. The new exhaust system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars. The Desmosedici RR is available with a special race kit that includes a 102 dB racing exhaust, a dedicated CPU, bike cover and paddock stand. Two versions of the RR are available: 1) Desmosedici RR - painted in ‘Rosso GP’, with a white number plate on the tail section; 2) Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’, and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike. For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR owner can benefit from a three-year warranty and three years of scheduled maintenance, free of charge. Engine With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision. Bore and stroke measurements are the same as those on the D16GP6 – 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine. As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine. As is the tradition at Ducati, the 90° angle between the cylinders is maintained. This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch. The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials. The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components. A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight. Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine. The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5. The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance. The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves’ separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement. Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole ‘microjet’ above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration. Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role. This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP. With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards. (*) Data obtained with exhaust open. For the technical data, please, get the pdf file from here
THE GENESIS OF THE DUCATI DESMOSEDICI PROJECT: FROM TRACK TO ROAD
2003 would see the Italian manufacturer make a spectacular return to the Moto GP with a project that had begun two years earlier and which had been developed by the Bologna manufacturer’s racing department. While still fully committed to Superbike racing, Ducati was also embarking on this exciting new challenge, taking part in the MotoGP World Championship for four-stroke prototype machines with the Ducati Marlboro Team. “The philosophy of the Ducati Desmosedici project,” declared Filippo Preziosi, Ducati Corse Director General, “is best expressed as total integration between engine, chassis and rider. This basic concept has been our philosophy from the very moment that we decided to tackle this new challenge. The bike represents an important evolution over the Ducati Superbike and is the result of new design techniques that have allowed us to integrate ‘virtual’ modelling and analysis with our considerable racing experience. This has speeded up design and development time and enabled us to immediately obtain surprising results. Ducati is fully committed to this project, which has allowed us to grow quickly and transfer new technology to our streetbike product range, which as a result has become increasingly reliable, thrilling and high-performance.” At first, Ducati’s MotoGP technicians (a group of passionate engineers with an average age of 28) had considered the possibility of creating a MotoGP ‘super-twin’, a latest-generation V-Twin prototype, taking advantage of the regulations that give twin-cylinder machines a considerable weight reduction over four, five or six-cylinder bikes. However, detailed analysis, including numerous computer simulations, indicated that a twin-cylinder engine would just not have been able to produce the required amount of power (more than 230 HP), without excessively increasing the number of revs. A Twin would have had to rev at over 17,000 rpm, but this would require a very short stroke and a very large bore, as a result producing possible combustion problems. Ducati therefore opted for a brand-new V4 engine, which continued the traditional layout of its 90° L-Twin engines, together with desmodromic valve control. This marriage of tradition and innovation proved to be the path to follow. The engine was called Desmosedici because its 16 valves were controlled by the desmo valve train system, a key factor in Ducati’s numerous successes on the track. The tried and tested V-90° layout offers a number of advantages that have contributed to Ducati’s success on the track and allowed the Desmosedici project to achieve major results. The layout of the cylinders guarantees perfect primary engine balance, an important characteristic for an engine that is required to rev up to 17,000 rpm with minimum vibration, thus improving mechanical efficiency and reliability. The desmodromic system, designed for Ducati by the legendary engineer Fabio Taglioni, uses rockers both to close and open the valves, and this allows the engine to function with extraordinary precision at all rpm. For the first 2002 tests, Ducati Corse produced two versions of the Desmosedici engine, one with a regular firing order, and the other with paired cylinders firing simultaneously (Twin pulse). It soon became clear that the latter version put the engine components through excessive strain, so it was decided to use the first configuration. Subsequently, starting from the 2004 Dutch TT at Assen, thanks to the evolution of the engine, the irregular firing Twin pulse version was used which gave better driveability. Ducati has also always aimed at excellence in performance through courageous and innovative choices, such as the chassis of its bikes. While other manufacturers race with different versions of an aluminium box frame, the Desmosedici has a tubular steel trellis structure, similar to the one used with great success in World Superbike. In May 2004, during the spectacular World Ducati Week, the mega-meeting held every couple of years that attracts Ducati enthusiasts from all over the world, Ducati made an announcement that many had been eagerly awaiting: The development of the Desmosedici Racing Replica, a road-bike version of the Italian MotoGP contender that has fired up the enthusiasm of fans around the world, was now underway and would soon be available for sale. Thus began the Desmosedici RR project and, once again, in keeping with that tradition and spirit that has always marked every decision, Ducati wanted to share this significant and exciting moment with its fans and its public. Orders started to flow in immediately and keen interest from Ducati fans made it clear that the initial company forecast of three hundred motorcycles would be surpassed with extreme ease. Before long, the project had started to take shape and just five months later, the new L-four desmodromic engine was sitting on the test bench at the Ducati R&D department for its first reliability and durability tests. Thus the new engine was put through the first “in motoring” and “in firing” tests, designed to assess the duration and strength of the various components in view of the stresses generated by such a powerful engine. With the contribution of Alan Jenkins, the designer of the MotoGP Desmosedici, work began on the aerodynamics and the livery - which, also from an aesthetic viewpoint, is absolutely identical to the bike used on race tracks. The definitive version was presented at Mugello on the eve of the 2006 Italian GP. At the unveiling, the aggressive, streamlined design and the applied technical solutions stunned everyone: the first ever road-going motorcycle to offer the stunning performance of a MotoGP machine! In the meantime Vittoriano Guareschi, the official test rider of the MotoGP Desmosedici, continued with on-track evaluation, giving the development team a valuable helping hand in putting the finishing touches to this gem of technology and style. 2007 would see the debut of the Desmosedici GP7 – characterised by revolutionary changes to race rules that limit cylinder capacity from 1000 to 800 cc; yet 2007 would also see the Desmosedici RR hit the track. It made its debut at Misano in front of 50,000 Ducati fans from all over the world who formed the very heart of the fifth edition of World Ducati Week. The first few laps were rightly notched up by Vittoriano Guareschi, who opened up the throttle and let the mighty L-four really roar – to the absolute delight of the public, diehard enthusiasts, and the over 1000 purchasers who had already ordered this esoteric motorcycle. All of the latter, in fact, had been invited to witness this first official outing and see and touch the object of their desire for themselves. In the meantime, an assembly line exclusively dedicated to the Desmosedici RR has been set up at the Borgo Panigale factory. Everything is now ready for production (which will begin in October) and for delivery of the first bikes. The Ducati Desmosedici RR is the first and only true MotoGP replica, destined to celebrate this prestigious race category’s era of maximum engine size (1000 cc) and establish a new milestone in terms of Italian technology, components, performance and style. DUCATI MONSTER
The Monster – the original ‘naked’ motorcycle. Launched to rave reviews in the early 1990s it introduced a new way of motorcycling and has become an icon of Italian design. Today, more than ever, it is the bike of choice for top designers, Hollywood stars and Formula One racing drivers. The Monster is a ‘street fighter’ that offers outstanding sport bike performance together with a style that has often been imitated but never equalled. The Monster family offers a choice of air or liquid-cooled, 2 and 4 valve Desmo engines. All models boast Superbike-derived Trellis frames, fuel injection and race-worthy braking and suspension systems. Meeting the demands of a new rider as well as the most experienced veteran, there is a Monster to satisfy everyone The Ducati Accessories catalogue, which is included with each bike, is bursting with ideas to customise your bike and improve its performance. From beautifully formed carbon fibre parts and accessories machined from solid aluminium, to high performance exhaust systems and hundreds of special components, the Ducati Accessories catalogue has something to make each and every Monster unique. Every Monster is built with quality throughout. Every 2008 Ducati requires maintenance less often and with fewer parts during servicing, dramatically reducing maintenance costs – by as much as 50%*. The Monster family welcomes all riders with the easy to own and ride 695. Moving to the larger capacity SR series of Monsters, the S2R uses 1000 cc power and essential design to produce a thrilling road experience. For the ultimate in Monster performance, the S4R and S4R S, with race-like performance for the street and aggressive SR styling, stand at the leading edge of Monster technology and design. And now for 2008, a Special Edition Tricolore S4R S makes its debut appearance at the head of the family.
MONSTER S4R S Testastretta This true masterpiece of technology and styling cannot fail to take your breath away. Its superbly-balanced lines exquisitely engineer the magnificent “Testastretta” powerplant into a state-of-the-art Trellis frame. The character of this top of the range Monster represents the true hallmark of all Ducati Monsters. The headlamp fairing, the dual, vertically stacked silencers and the racing stripe that characterises all the naked bikes in the ‘single-sided swingarm’ family, is now enhanced by several pure racing features that underline its thoroughbred looks. For 2008, a Special Edition Tricolore S4R S makes its debut appearance at the head of the family. It combines the Tricolore colour scheme of the tank, tailpiece and headlamp fairing with the gold Trellis frame and y-spoke wheels. The S4R S is characterised by a Ducati Trellis frame and black swingarm, a front end derived from the 999, and by the Y-spoke wheels. There are many more details taken directly from the Ducati race division that would normally go unnoticed on a faired bike, but are exposed for all to see on this Monster street fighter. Such as the triangular oil cooler and numerous carbon fibre parts, including the silencer cover, front mudguard, cam belt covers, exhaust system heat shield, radiator covers and the side panels. As proof of the painstaking attention to the tiniest details, even the cooling circuit ducts are now forged in aluminium rather than moulded in rubber. Two attention-grabbing vertically stacked silencers in aluminium, complete the overall super-aggressive but beautifully styled statement of performance and technology. The same attention to detail was dedicated to the cockpit which is equipped with the same instruments as the S2R 1000 but with dedicated model graphics. Two different colour schemes for the tank and headlamp fairing are Ducati red and pearl-white. All schemes are distinguished by the racing stripe (white for the red tank, red for the pearl white, and grey for the black) that slashes the machine from fore to aft and is located in a more central position and wider than that of the previous SR machines. The end result of the S4R S Testastretta is nothing short of stunning, and that’s before you even have a chance to experience its astonishing performance. Chassis One of the most beautifully engineered components on the most powerful of all Monsters is the super high strength steel tube Trellis frame. Stiffened still further on this model the frame is combined with the same single-sided aluminium swingarm that is found on all versions of the SR family. The main differences are to be found with the suspension and brakes. The front end is equipped with parts taken from the Superbike, starting from the Öhlins 43 mm upside-down forks, with low friction TiN treatment to reduce sliding resistance, which are fully adjustable for preload and damping. Two 320 mm discs and radially mounted calipers represent the top of the range front brake solution fed from radial master cylinders mounted on variable section aluminium handlebars. An Öhlins rear shock, fully adjustable in compression, rebound, and preload and Y-spoked wheels with exceptional rigidity and low weight complete the chassis set-up. Engine The previous S4R model was billed as a machine at the top of its class in terms of performance but the S4R S Testastretta raises the bar much further by producing a massive 130 hp. This engine needs no introduction, it has won fame and respect on the circuits of the World Superbike Championship and in so doing represents the technological expression of Ducati genius: a twin-cylinder engine able to beat the power of its massive rival four-cylinder competition. For the S4R S the engine was given a dedicated oil cooler designed to offer optimum performance on a naked machine. Further details designed specifically for the powerful Monster can be found in the airbox and throttle bodies with IWP 189 injectors. The exhaust system with catalytic converter brings emission levels to within Euro 3 regulations, a pretty impressive feat for a 130 hp. MONSTER S4R Testastretta
Founder of the SR family, the S4R takes on a very important role alongside the ‘S’ version which is the current performance and equipment leader of the Monster range. Equipped to catch the attention of the most performance hungry ‘Ducatisti’, the S4R Testastretta is more than capable of fulfilling its important role in the Ducati 2008 range. The new S4R Testastretta is now available in two colour schemes, Titanium with central black stripe, and traditional Ducati red with central white stripe. Both colour versions have a red Trellis frame with black swingarm which matches the new Showa front fork sliders. The black component colour scheme is continued with headlamp mounts, fork clamps, handlebar risers, footrests and radiator side covers. Chassis The fully adjustable Showa upside-down forks provide a perfectly balanced front-end while the rear is fully adjustable with a Sachs piggy back reservoir shock. A vitally important feature of the rear suspension system is the ability to adjust rear ride-height independent of spring pre-load, enabling the rear-end to be adjusted to an exact ride-height set-up without changing the shock’s other settings thanks to the adjustable push–rod. Radially mounted Brembo front brake calipers provide world-class stopping power while giving the front-end a decidedly race-orientated look. Engine The S4R has a power of 130 hp of the Testastretta and continues to feature twin-stacked silencers, aluminium Trellis single-sided swingarm, sporty headlamp fairing, exclusive paint schemes and high quality suspension. The addition of the powerful deep-sump Testastretta engine represents a milestone in the development of the Monster S4R.
MONSTER S2R1000 The S2R 1000 completes the 2008 SR range. For this Monster, Ducati developed an advanced version of the chassis, designed to enhance the sports performance of a truly superb engine. The main style elements are taken directly from the SR versions, starting from the racing stripe, which has become a hallmark feature of the entire SR Monster family. But in a bike that combines bare essential style with a host of exclusive details, many components have become responsible for the overall aesthetic appeal of the machine. This category inevitably includes the twin vertically stacked silencers that emerge from the right-hand side of the bike and the beautiful single-sided swingarm in an aluminium tubular structure that characterises all SR Monster machines. Chassis The S2R 1000 Monster allows the rider to get the most from the power and flexibility of the twin-cylinder two-valve engine thanks also to a chassis designed specifically to maximise rideability and safety. In this context, a series of components have been used on the basic set-up shared by all models in the ‘single-sided swingarm’ family. With respect to the 800cc version, the 1000 features a more powerful braking system: a pair of 320 mm discs on the front, with four-piston calipers and a PSC master cylinder with separate reservoir, and a 245 mm disc with two-piston caliper on the rear. The Showa upside-down forks with full adjustment of preload and damping is also tailored for this specific version of the Monster, while the rear monoshock is made by Sachs and is of the same type installed on the 800 cc model. Fully adjustable handlebar levers enable a lever-reach to suit all riders. Engine The L-Twin engine of the S2R 1000 is the same powerplant used on the SportClassic family. The 95hp dual spark engine is even more flexible and generous in all riding conditions. For this engine the twin exhausts features a specific layout designed to emphasise the already superb torque output readily available from surprisingly low revs. Also, the manual choke of the earlier versions has been replaced by an automatic valve designed to make cold starts even faster, even in the coldest of climates. The air-cooled Desmo engine has been integrated with a series of solutions to keep exhaust emissions to incredibly low levels. Thanks to these new exhaust features, the S2R 1000 has been the first Monster machine to obtain Euro 3 homologation. Another record for an engine that has been widely acclaimed for its characteristics of flexibility and extended power delivery, which adapts effortlessly to all riding styles, mastering the road on unhurried cruises or turning heads with gut-wrenching bursts of acceleration. MONSTER 695
695 is not merely a name, a number or an engine size. 695 represents a most unique offering in the world of motorcycles and in the Ducati Monster family. It is a motorcycle that is welcoming to novice riders but, at the same time, is a Ducati delivering a level of performance that can even thrill more advanced riders. While remaining the entry point to the Ducati Monster family of motorcycles, the Monster 695 transforms a motorcyclist into a Ducatista, a member of a tribe of fans whose motorcycle looks, feels and sounds like no other. The Trellis frame and engine area has a ‘clean’ and uncluttered look, as electrical wires and connectors have been hidden, and the need for numerous wire ties has been eliminated. What’s left is the simple elegance of the Trellis frame surrounding the 695 engine. Three different colour schemes are available with the 695: traditional Ducati Red, with red frame and black wheels, aggressive glossy black, with red frame and black wheels and distinctive matte black, with matte black frame and black wheels. Chassis The Monster 695 takes full advantage of the confidence-inspiring road-holding and stability of the unique Ducati Trellis frame design. The Trellis frame is light, rigid and beautiful, and distinctively Ducati. The rider’s environment on the 695 is a perfect mix of sporting character and a confident upright rider position that allows optimal control and comfort. Every Monster 695 rider will feel perfectly at ease thanks to Ducati’s lowest seat height, 30mm lower than all other Monsters. The Monster 695 sports quality Marzocchi 43mm upside-down forks and a Sachs rear shock with adjustable spring preload and rebound damping. At the front, the 695 employs a Brembo braking system made up of two 300 mm floating discs, together with floating twin-piston calipers. The single 245 mm rear disc sports a fixed twin-piston Brembo caliper. As on every model in the Monster family, the electronic dash is multi-functional, allowing the rider to switch to either the oil temperature or clock readout even while riding. Engine This L-Twin has high levels of horsepower and torque, but maintains a smooth and fluid power delivery that ensures an exciting performance in all conditions. It has a power of 73 hp, an high output per cubic centimetre of air-cooled engines and a significant torque of 6.2 kgm. The Monster 695 takes full advantage of the Ducati exclusive Adler Power Torque Clutch, a unique system that makes the 695 even friendlier, safer and more comfortable. It provides an amazingly light clutch pull that is a true benefit especially in urban riding, where frequent stops require frequent clutch use. Another advantage of the ‘slipper’ clutch, typically found on race bikes, is that it reduces the destabilising rear wheel ‘lock-up’ or ‘chatter’ phenomenon when downshifting abruptly or aggressively. It also benefits advanced riders, and racers alike, for the very same reasons. MONSTER 696
The new Ducati Monster 696 is the next generation naked and the final word in urban excitement. Ride the Monster 696 around your favourite downtown routes in relaxed style or, when the spirit moves you, unleash its dark side to deliver more naked performance than ever before. Design Refined style and design are the clear motivations behind the new Monster and the continued perfection of the Desmo engine ensures that its ‘saint and sinner’ image will impress any rider. A comfortable and confidence-inspiring chassis combine with the famously smooth and powerful Ducati L-Twin engine to provide the most enjoyable riding experience. The balance of new technologies expressed in stylishly finished materials is shaped around the original cool Monster heritage. Maintaining its traditional Monster silhouette, the 696 now looks more muscular than ever. Its wide tank tapers to the thin waistline of a comfortable narrow seat ensuring sure-footed confidence when at the traffic lights. The large diameter Hybrid Trellis frame blends stylishly into an aluminium sub-frame and swingarm while minimalist instrumentation and simple controls at the front of the Monster contrast with twin, bold, Ducati-style mufflers at the rear to enhance its urban-ready image. With a fuel tank form created with ingenious removable outer skins that enable quick and easy colour swaps, changing the personality of your Monster has never been easier. The quickly removable rear seat cover makes it even easier to completely colour coordinate and, when removed, reveals a place for your favourite passenger.
The Monster cult
The Monster is the original ‘naked’ motorcycle. Launched to rave reviews in the early ‘90s, it immediately created a devoted following and became a cult motorcycle. With its fully exposed engine and ‘less is more’ minimalist attitude, the Monster delivers style and real sport bike performance. It has defined the ‘naked’ class and become the bike of choice for top designers, Hollywood stars and Formula One racing drivers alike while creating a unique motorcycle lifestyle that is accessible to everyone. Chassis The 696 ergonomics have been improved with subtle but effective changes to the riding position. A shorter reach to the bars and a slightly lower, more forward footpeg position, together with the lowest seat height of any Ducati and a reduction in weight, empowers any rider to become the master of this Monster. The chassis of the new Monster is made up of a new Hybrid Trellis frame with larger diameter tubes directly inspired by the 2007 World MotoGP title-winning Desmosedici GP7 machine. To this is attached a rear aluminium sub-frame. The front brake system is the envy of its class and becomes the new benchmark for the category with two 320 mm discs and four-piston radial calipers. At the rear, the dual-sided aluminium swingarm draws inspiration from Ducati Corse’s finest racing products in this area. The instrumentation is now totally digital and continues the tradition of all Ducati’s latest-generation hypersport models, guaranteeing lightness, ease of use and a wealth of information. The new exhaust system stands out for its re-routed downpipes that now give the underside of the Monster a cleaner appearance and terminate with twin, bold Ducati-style mufflers. The headlamp unit is characterized by a new triple arc main beam, while the rear light uses modern LED technology. The unmistakable tank boasts ingenious removable outer skins which makes it easy to change the personality of the Monster 696. In line with the latest-generation Ducatis, the new Monster 696 has undergone a weight reduction of 5kg from the previous model and now becomes the lightest bike in its category (359 lbs – 163 Kg).
Engine The engine of the new 696 is an evolution of the previous 695 version. Measuring 696cc it boasts a series of updates and refinements. Power output gets a 9% boost to 80 hp (59 kW) and an 11% increase in torque to 50.6 lb-ft. This new engine continues to have the best horsepower per litre ratio of all Ducati’s air-cooled units, and it ensures a smooth and powerful delivery for a relaxed but thrilling ride in all conditions. This increase in power has been achieved by the introduction of new cylinder heads, which are now similar to the ones on the 1100 2V engine fitted to the Multistrada and Hypermotard. Bore and stroke remain identical to the previous 695 model at 88 x 57.2 mm, but the pistons and combustion chamber have been revised to optimize the fluid dynamics of the new ports. The camshafts now rotate on bearing surfaces directly in the cylinder head and are supported by means of oil pressure. The elimination of the bearings has enabled the weight of this unit to be reduced considerably and the layout simplified. Furthermore the cooling fins of the cylinders and the cylinder heads have a new shape, and an improved casting process allows them to be produced closer to one another so as to increase their number and improve thermal exchange. Like its predecessor, the new Monster 696 has an advanced APTC clutch, which makes down-shifting safe and helps keep the clutch lever action light and easy, especially in urban riding where frequent stops require high use. Like every bike in the new range, the Monster 696 also has a new scheduled maintenance programme that reduces costs for the customer. For the technical data, please, get the pdf file from here DUCATI SUPERBIKEThe Superbike family for 2008 features two important changes: the introduction of a mid-engine size version, the light and nimble 848, and an extreme ‘racing’ version for all those who demand the maximum performance, the 1098 R version that will take part in the 2008 World Superbike Championship. The priority in every step of the new Ducati Superbike development has been performance first. Every system, every detail and every component has been studied, pared down to its essence and performance increased to the maximum. If it didn’t make our Superbike lighter, faster or deliver quicker lap times, it wasn’t considered. The 848 and 1098 are the lightest, fastest stopping, quickest lapping Ducati Superbikes in history. For the first time Ducati MotoGP and World Superbike technology have been combined to create premier sport bikes. The results are stunning. The look and stance of the 848 and 1098 were designed by the combination of race track technology, track-derived components and Ducati heritage. Their striking aerodynamic shape naturally embraces a riding position, configured by our racers and test riders for optimum speed and agility. The racing spirit takes form. The new Ducati Superbikes immediately strike you with their purposeful, no-nonsense attitude. Performance is first and foremost in every detail. Trademark Ducati features like the high tail section and compact front-end meld with twin under-seat silencers and single-sided swingarm to express aerodynamics and agility. Add the new Testastretta Evoluzione engine at the heart of the machines and you get all-out performance Ducati Superbikes that seem to be moving fast, even when at rest. A number of ‘firsts’ for Ducati and production sport bike design have been introduced. The 848 and 1098 are the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for their weight-saving single-sided swingarm. More ‘firsts’ for a road-going Ducati include the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the Desmosedici GP7. Furthermore, the 1098 is the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes. DUCATI 848
As agile and light as a Supersport, as powerful as a Superbike
The new 848 enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class. The words ‘agile’ and ‘refined’ aptly describe the 848. At 168 kg (369 lbs) the 848 is an amazing 20 kg (44 lbs) lighter than its predecessor, and a significant 5 kg (11 lbs) lighter than its larger capacity brother, the 1098. The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3 kg (6.5 lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1 kg (2.2 lbs) less weight, a much higher service life, improved clutch feel and quiet operation. With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134 hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999. The new engine
The new 848 Testastretta Evoluzione engine becomes the benchmark for the middleweight sportsbike category, benefitting from all the experience accumulated with the larger engine on the 1098. It successfully adopts the same design guidelines and the same compact cylinder and cylinder head layout, but introduces for the first time ever an innovative solution for the crankcase, which has been designed with a further weight reduction for this advanced engine in mind. The overall layout of this engine integrates a series of avant-guard solutions, confirming the close links with the experience of Ducati’s racing department. The 849 cc engine has bore and stroke values of 94 mm and 61.2 mm respectively, which produce a ratio that is only slightly inferior to the 1098 (1.54 compared with 1.61), while maintaining the highly ‘over-square’ layout typical of racing engines. Power output is an impressive 134 hp (98.5 kW) at 10,000 rpm and maximum torque is 9.8 kgm (96 Nm) at 8250 rpm. The power and torque values confirm the high performance level of this engine, especially when compared to its predecessor, the Testastretta-engined 749. The cylinder head has been modified in line with the characteristic bore and stroke of the engine in order 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 the same as the 1098 engine and diameter is 39.5 mm for the inlet valve and 32 mm for the exhaust. The technology used sees the application of a bi-metallic alloy that combines increased lightness with resistance and reliability required for these particular components. The desmodromic control system has also been designed with the weight and the inertia of the new components in mind, allowing extremely efficient valve lift during intake and exhaust phases. The excellent results achieved are confirmed by the engine’s power figures, producing outstanding performance thanks also to the use of MotoGP-derived elliptical throttle bodies, which have been fitted to the 1098 engine. The design of a dedicated elliptical throttle body for the 848 demonstrates the attention that Borgo Panigale engineers have devoted to the development of the Superbike range. The cross-section is reduced from the 60 sq. mm of the 1098 to 56 sq. mm so as to optimize fluid dynamics at every engine speed. Just like on the 1098, the new cylinder heads benefit from fewer components and include magnesium covers. For the first time ever, this Testastretta Evoluzione engine sees the introduction of a special technology for the construction of the engine crankcase: VacuralÒ casting. This is a forced vacuum die casting method that allows jet characteristics to be improved thanks to the absence of porosity, gas inclusion and oxidation. This allows extremely high measurement precision and greater ductility for aluminium alloy. Designers have been able to harness the benefits of this innovative process by redefining the shape and the wall thickness of the new crankcase by means of FEA (Finite Element Analysis) checks, which allowed the required reliability standards to be achieved, while simultaneously obtaining a significant weight saving of 3.5 kg. The 848 engine is fitted with a silent modular wet clutch, characterized by an exceptional resistance to wear that will lead to superior duration. This solution makes a useful contribution to weight saving, estimated to be around 1.6 kg, which is also due to the use of a different type of clutch cover. The high power figures achieved by this engine also come from the use of the same type of oil cooler and coolant radiator as the 1098’s engine, with an increased surface area assisted by lightweight, high flow electric fan assemblies. Finally, the 848’s exhaust system follows the same layout and uses the same innovative technology as the 1098. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the big bore 90° L-Twin. This power unit, just like all the other Ducati engines, has been designed to comply with Euro 3 exhaust emission norms. Chassis
Trellis frame Developed in cooperation with Ducati Corse, the 848 Trellis frame has a simplified tube layout featuring main section tubes increased in diameter from 28 mm to 34 mm, while being reduced in thickness from 2 mm to 1.5 mm. The result is a 14% increase in rigidity and a weight saving of 1.5 kg (3.3 lbs). Single-sided swingarm The 848, as all the Superbike family, is equipped with a unique single-sided swingarm. The engineers were encouraged to re-think the construction technique of this element. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component. Rear suspension Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848, the same as the 1098. Front suspension At the front the new 848 is equipped with fully adjustable 43mm Showa forks with radial mounts. This type of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps every rider to be more confident and in control. Control Brembo Monobloc calipers The 848 brake system is characterized by M4 calipers using four 32 mm pistons and two radial mounted pads. Matched to the calipers are two 320mm discs and the combination of these elements achieves spectacular braking power. Super lightweight wheels The new 848 also benefits from lightweight Marchesini Y-shaped spoke wheels. The weight saving of 250 gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 848’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1 kg compared with traditional Ducati single-sided swingarm fitments. Finally a 5.50” wheel fitted with a 180/55 tyre guarantees the maximum agility at the rear. DUCATI 1098R
The lightest and most powerful twin-cylinder bike of all time. Traction control fitted as standard for maximum track performance. The new 1098 R is the most powerful and lightest twin-cylinder bike ever produced by the Borgo Panigale factory, with the highest torque/weight ratio in the sportbike category. It is the jewel in the crown of the successful Superbike family and it represents the ultimate expression of racing technology applied to a production bike. Ducati Corse engineers and riders worked in close contact with the R&D division during the development of this project to produce a true racing bike, a masterpiece of incredible performance and innovation. The numbers speak for themselves. A total of 180 hp is on tap for this new hypersport machine, together with an amazing torque value of 13.7 kgm. The weight figure also confirms the racing origins of the 1098 R: 165 kg puts the bike at the forefront of this category. The 1098 R is supplied with a racing kit for track use. This is made up of a pair of “102dB” carbon mufflers and a dedicated ECU, which boost the already exceptional performance of this new twin-cylinder Ducati. With this kit the rider can also activate dialog between the ECU and the DTC (Ducati Traction Control) system, which is fitted to a production bike for the first time ever. This extraordinary electronic system, developed and perfected in conjunction with Ducati Corse, controls rear wheel spinning and as a result allows the rider to manage the incredible torque of the new Testestretta Evoluzione engine, in particular when cornering and in exiting corners. The way DTC operates is regulated by the rider, who can simply select one of eight different profiles on the instrumentation display depending on different tarmac conditions and rider ability. Once again Ducati has raised the bar for the hypersport bike category by transferring its MotoGP race technology experience to a road bike. The new engine The development of the Testastretta Evoluzione has now found its crowning glory in the new engine for the latest addition to the Ducati family: the 1098 R. Created after close collaboration between engineers from Ducati’s production and racing departments, this new engine is fitted with the same components powering the 1098 F08 that will take on the Japanese opposition in the 2008 World Superbike Championship. The R version of the 1098 has been boosted to an engine displacement of 1198 cc. A bore increase from 104 mm to 106 mm and a stroke value of 67.9 mm, producing a remarkable 1.56 ratio, complete the ‘over-square’ layout of the engine. The power output of 180 hp (132.4 kW) at 9750 rpm and a torque value of 13.7 kgm (134 Nm) at 7750 rpm place the 1098 R at the very top of its category. It is the most powerful twin-cylinder production engine in history and fitting reward to the continued ingenuity of Borgo Panigale engineers. Like the 1098, the ‘R’ engine again presents the revolutionary layout of compact cylinders and cylinder heads. Whether external or internal, every new development has been conceived to create a lighter, more efficient, more powerful and ultra-compact engine. The cylinder heads and crankcase are in aluminium and have been sand cast to guarantee high resistance and at the same time reduce the weight of the finished component. As a result of the excellent fluid dynamics of the 1098, in the new 1098 R engine the angle between intake and exhaust valves has been retained. This allows highly efficient, straight intake ducts and newly shaped combustion chambers that can contain sizeable valves (44.3 mm inlet, 36.2 mm exhaust) normally only found in powerful racing engines. The compression ratio achieved in this new layout is 12.8:1. The intake and exhaust valves have been redesigned and are now both in titanium, controlled by high-grade steel lash caps and retainers and titanium keepers. In this way it has been possible to guarantee the required resistance and inertia levels, making the most of the control precision of the Ducati desmodromic system. The camshafts are the same as the ones used in the Superbike engine and have the same valve lift. The rockers are also the same, and are produced in a special case-hardened steel alloy, with a super-finished surface. This treatment allows wear to be reduced to a minimum and system performance to be improved at higher revs. As on the 1098, the head covers are in magnesium and are die cast so as to ensure maximum wall thickness precision and minimum weight. The large-bore pistons have undergone considerable analysis and simulation to ensure the correct stiffness, resistance, blow-by control and oil consumption. The undercrown has been suitably strengthened with a double rib so as to resist the strong flow of gas loads and the inertia during operation. Considerable weight saving comes from the use of titanium conrods, 130 gr lighter than those in the 1098 version. The big-end and the small-end of the conrod are specially treated to guarantee maximum wear resistance. The gearbox has also been redesigned: with respect to the 1098 engine, the gears have a different ratio for the sixth and are produced in higher-strength steel. Component reliability is further increased by the application of a controlled shot-peening process on the teeth. The ultra-reliable slipper clutch design again limits engine braking transmission towards the rear wheel, thus improving the stability of the bike under heavy braking. As on the 1098, the throttle bodies are elliptically shaped and MotoGP-derived. With a 30% increase in air flow over conventional throttle bodies, the new shape makes a notable contribution to the record-breaking performance of this motor. The extreme performance of the Testastretta Evoluzione engine meant that modifications had to be made to the intake system: above all the cross-section of the elliptical throttle bodies has been increased from the 1098’s 60 sq. mm to 63.9 sq. mm; also, to guarantee sufficient fuel flow, it was necessary to use two injectors for each cylinder above the throttle body: a four-hole central injector and a twelve-hole side injector, which provide a greater fuel flow at maximum power. Carbon belt covers complete the fittings of this new top-of-the-range Testastretta Evoluzione engine. Total weight saving from the 1098 is 3.5 kg, a figure that is even more astounding when compared to its predecessor, the 999R engine, a reduction of 6.5 kg. Finally the exhaust system of the 1098 R is even lighter than the one on the 1098, with which it shares a symmetrical 2-1-2 layout that uses 52 mm-57 mm diameter tubing with wall thickness reduced by 30% to 0.8 mm. The system terminates with Ducati’s trademark under-seat silencers in steel and titanium, which deliver that unmistakable big-bore 90° L-Twin sound. This unit, just like all the other Ducati engines, fully complies with Euro 3 exhaust emission norms. ChassisTrellis frame This component has received the same detailed study and ‘performance first’ priority approach as the 1098. The goal was to achieve considerable weight saving while building-in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with value far greater than the sum of all its parts. In addition several modifications were required to allow it to be used on the racing bike in next year’s World Superbike Championship in view of the new, more restrictive regulations that will enter into force in 2007. The result is an extremely high strength/weight ratio, which is fundamental for racing activity. Single-sided swingarm For the 1098 R the single-sided aluminium swingarm, which equips the entire Superbike family, is painted black in order to underline the racing spirit of the bike. Rear Suspension The most significant innovation in the 1098 R’s rear suspension is the exclusive Ohlins TTXR single shock, produced with technology directly derived from Ohlins’s experience in MotoGP, and which is used for the first time on a Ducati production bike. This exclusive shock gives top-line performance during track use, coupled with comfort and safety in everyday road riding, and it also allows a considerable weight saving over components produced with traditional technology. In addition to a wide range of adjustments possible with the new Ohlins TTXR, the rider can also alter the rear ride height of the bike, making it easier to find the ideal set-up for all riding conditions. Front Suspension At the front the new 1098 R boasts the fully adjustable 43 mm Öhlins forks, which sport low friction Titanium Nitride fork sliders and respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts every rider in superior control. The Öhlins package is completed with a control-enhancing fully-adjustable steering damper. Control Brembo Monobloc calipers The 1098 R is also equipped with the Brembo’s Monobloc caliper racing technology. The M4 caliper uses four 34mm pistons and two large surface pads for maximum stopping power. Calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever. The big 330 mm discs, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter, their weight has not increased due to the use of racing-style narrow braking surfaces. The use of Monobloc technology combined with the legendary stability of Ducati’s Trellis frame and the 1098 R’s overall weight savings has made world championship level brake performance. Super lightweight wheels As for the 1098 S, the “R” version addresses this important area by mounting Marchesini forged and machined wheels, reducing weight by 1.9 kg (4 lbs). Both front and rear are super lightweight and their benefit is immediately apparent. The weight saving is further enhanced with the application of a carbon fibre front fender. The Racing gold scheme colour of the rims denotes the extreme racing status Fairing and finish The 1098 R and its ‘sister’ racing version have exactly the same profile as the 1098. Wind-tunnel development has enabled an excellent aerodynamic penetration to be obtained, which allows the rider to effortlessly take up a perfect racing stance. A number of fairing components are made in carbon fibre, highlighting once again the racing spirit of this powerful new twin-cylinder Ducati bike. The best example of this is the magnificent single-seat tail fairing showing off all the attention to detail with which Borgo Panigale engineers and technicians have applied themselves to the project. The new 1098 R stands out from the crowd for its ‘extreme’ look: note the number plate blisters on the front and tail fairings, the gold wheels rims and black anodized aluminium components, exactly like the F08 version that will race in Superbike. DUCATI 1098 – 1098S
Designed by the racetrack The look and stance of the 1098 were designed by the combination of race track technology, track-derived components and Ducati heritage. Carefully designed not only for aerodynamic efficiency but also to hug the sleek lines of the chassis, the 1098 enables the rider to blend effortlessly into the race-oriented riding position. The racing spirit takes form. Thanks to the forward thinking design and changeability of most components, the 1098 can quickly be transformed into a real race bike. The 1098 is the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. More ‘firsts’ for a road-going Ducati include the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the new Desmosedici GP7. The 1098 has the soul of a race bike, pure and simple. The huge 104 mm bore and all-new cylinder head design unite to produce an awesome 160 hp and an arm-wrenching 90+ lb-ft of torque. Developed together with Ducati Corse, the 1098 is a masterpiece of incredible performance and innovation. Power The Testastretta Evoluzione engine The Testastretta Evoluzione engine is the crowning glory of Ducati’s development and perfection of the L-Twin engine. World Superbike dominance for the last 15 years is the result of continual commitment to twin-cylinder technology and the 1098 Testastretta Evoluzione, one of the most powerful twin-cylinder production engines in history, is a fitting reward to our engineers’ continued ingenuity. The 1098 engine is immediately recognisable by its completely new compact cylinders and cylinder heads. Other 1098 innovations and revisions are less obvious as they reside inside the Evoluzione’s engine cases, but whether external or internal, every new development was conceived to create a lighter, more efficient, more powerful and ultra-compact engine for the new generation of Ducati Superbikes. The 1098 capacity is a result of a significant increase in the bore and stroke of the Evoluzione motor. Highly ‘over-square’, it now sports a big 104 mm bore and a relatively short 64.7 mm stroke. To optimise the benefits of the new, big Ducati Twin, the cylinder heads have been completely redesigned and, when combined with advanced MotoGP induction technology, enable even the standard specification 1098 to produce more power than the previous extreme Testastretta ‘R’ engine. The Evoluzione features a reduction in the angle between intake and exhaust valves allowing highly efficient, straight intake ducts and newly shaped combustion chambers that contain racing size ‘R’ valves (42 mm inlet, 34 mm exhaust), operated by radical ‘R’ derived camshafts. The new cylinder heads also benefit from fewer components and include magnesium covers to achieve a staggering weight-saving of over 3 kg (6.5+lbs). After optimising the Evoluzione cylinder heads, engineers then focussed upon releasing the potential of the new design by feeding them with MotoGP-derived elliptical throttle bodies. With a 30% increase in air flow over conventional throttle bodies, the new elliptical shape contributes an incredible 5 hp increase to the record-breaking motor. The Testastretta Evoluzione is the lightest Ducati Superbike engine ever, thanks to close scrutiny of every engine component. A total of 5 kg (11.1 lbs) has been saved by reducing the weight of many components, including transmission gears and the gear selector drum as well as the oil pump and primary gears. The Testastretta Evoluzione’s increase in power is protected by a highly efficient oil cooler with increased surface area and an advanced coolant radiator assisted by lightweight, high flow electric fan assemblies. The compact and intricate design of the cooling system integrates perfectly with the 1098’s wind-cheating aerodynamics and sleek lines. Finally, the 1098 is complemented by an all-new exhaust system. Significantly lighter, it has been engineered with a power-increasing symmetrical 2-1-2 layout that uses 52 mm-57 mm diameter tubing with wall thickness reduced by 30% to 0.8 mm (.030 in). The system terminates with Ducati’s trademark twin under-seat silencers, delivering that unmistakable signature sound of the big bore 90° L-Twin. Chassis The 1098’s chassis and suspension have received the same detailed study and ‘performance-first’ priority approach. The goal was to achieve considerable weight saving while building in strength and rigidity to manage the new high-powered Testastretta Evoluzione engine. Each and every component not only contributes to achieving superior road holding and stability, but when assembled, become a system with a value far greater than the sum of all its parts. Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 1098 and an incredible Öhlins shock for the 1098 S. A vitally important feature of the 1098’s rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions. The fully adjustable 43 mm Showa forks with special low friction Titanium Oxide-treated sliders on the 1098, and spectacular 43 mm Öhlins with low friction Titanium Nitride sliders on the 1098 S, both feature radial Monobloc caliper mountings. The unique look of these mountings further underlines the no-compromise racing specification of the 1098. Both front suspension solutions are professionally track-tuned and offer superior road holding, deliver superior feedback, and help every rider to be more confident and in control. That control is further enhanced with the use of a Sachs steering damper for the 1098 and for the S version the Öhlins package is completed with a control-enhancing fully-adjustable steering damper. Both the 1098 and the 1098 S use Brembo’s Monobloc caliper racing technology. The M4.34 caliper uses four 34 mm pistons and two large surface pads for maximum stopping power. Calipers are machined from a single piece of alloy, vs. the bolt-together construction of conventional calipers. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking, and therefore gives a much more precise feel at the brake lever. The 1098 also introduces for the first time on a Ducati, big 330 mm discs which, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter, their weight has not increased due to the use of racing-style narrow braking surfaces. The use of Monobloc technology combined with the legendary stability of Ducati’s Trellis frame and the 1098’s overall weight savings has made world championship level brake performance available for the road. The weight saving of 250 gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 1098’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Both the 1098 and 1098 S benefit from the lightweight Marchesini Y-shaped spoke wheels, but the ‘S’ goes even further by using machine finished forged-aluminium, a special process normally reserved for the production of race wheels. Another first for Ducati is the mounting of 190/55 rear tyres, our widest ever, and the new standard for traction and control.
Superbike ElectronicsDesmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7 project. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-outs is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch. With the purchase of the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, owners are ready to review and analyse the performance of the 1098 and its rider, and make comparisons between various channels of information. The DDA is available from Ducati Accessories, and is supplied as standard equipment on the 1098 S and on the new 1098 R. Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to your PC ready to compare, analyse and get an inside view of you and your 1098’s performance. Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians are able to do in factory teams. For the technical data, please, get the pdf file from here
The SportClassic family was launched at the end of the 2005. It recreates the original styles that came from the Ducati factory during the 1970s, motorcycles characterised by minimalist, sporting design with exposed frames and classic bodywork shapes typical of the ‘Café Racer’ era. To emphasis the unique style of these bikes, Ducati has applied modern engineering techniques and finishes to original component design, featuring plenty of chrome and polished finishes that literally mirror the beautiful features of the original motorcycles. The entire SportClassic family combines retro style with modern technology and uses the fantastic Desmo 1000 DS engine. Delivering impressive torque, this air-cooled 90° L-Twin is the ideal engine for the SportsClassic models. The cylinders, with their traditional cooling fins and classic L-configuration, remind us of the original design by Taglioni. The 1000 Dual Spark Desmo two-valve engine, which complies with the Euro 3 standards, has electronically controlled fuel injection to guarantee smooth, linear power delivery, reliability and thrilling performance.For 2008, the SportClassic family boasts three versions: the Sport 1000 biposto, with a removable rear seat-cover so as to retain that perfect Café Racer style, Sport 1000 S using a classically shaped half-fairing with central round headlamp in keeping with the 70s styling and the GT 1000. As well as its two traditional colours of red and metallic-black/cream, the GT 1000 is now available in a new two-tone livery of classic silver & smoke grey, which recalls the original designs of this Ducati grand tourer. SPORT 1000 biposto
In the 70s, the most sports-oriented motorcyclists modified their road bikes according to what they saw on the track. Including clip-ons handlebars, rear set footrests and aggressive colours, the aim was not just to make the bike look better but to enhance its performance also. And that’s how the Café Racer style came into being. The Ducati Sport 1000 elegantly captures the audacious look of the motorcycles of that era. The Sport 1000 biposto features raised clip-ons to make the riding position even more comfortable and retro style twin rear shocks. The removable passenger seat-cover, colour-matched with the bike, keeps the Sport 1000 biposto true Café Racer looks intact, but take it off and you’ll find a comfortable pillion seat underneath. The biposto version of the Sport 1000 embodies the same high quality and advanced technology as its monoposto counterpart. The classic wire-spoke wheels using lightweight Excel 17” aluminium alloy rims keep the overall weight of the front wheel assembly down to a minimum. High-performance Marzocchi 43 mm upside down forks up front and twin rear Sachs suspension units, which are fully adjustable for spring pre-load, and compression and rebound damping, take good care of the suspension duties. The twin rear shocks are fixed to a large 60 mm diameter tubular steel swingarm, which features a simple chain adjuster system, reminiscent of those used on bikes of the 70s. The front brake system consists of two Brembo floating callipers with 30 and 32 mm diameter pistons which are thermally insulated. The discs are semi-floating with a diameter of 320 mm and thickness of 4 mm. The rear brake system consists of a floating single piston Brembo caliper and a 245 mm disc. Finally, a new Euro 3 compliant exhaust system, which culminates in two symmetrical silencers on the right and left of the bike, completes the lay-out.The Sport 1000 biposto is available in two different colours. Featuring the characteristic stripe down the middle of the fuel tank and tail section the colours are burnt yellow with black stripe and gloss black with white stripe, all two contrasting against black Trellis frames. SPORT 1000 S
Following the ’70s trend for uncompromising individualism and enhanced performance, Ducati introduces the Sport 1000 S with a classic aerodynamic half-fairing which takes its styling cues directly from the ‘Race’ models of the era. It may be a biposto, but the Sport 1000 S retains all its hallmark Café Racer styling, with the added benefit that you can enjoy its impressive performance either alone or two-up. The colour scheme retains the characteristic white stripe, while offering red on red for the frame and fairing. The aluminium spoked-wheels, hubs, exhaust system and a number of other engine parts, are all black creating stark contrast with the red frame and fairing. This effect gives the new Sport 1000 S an attractive and decidedly aggressive look, without compromising its retro form and charm. The removable rear seat cover contributes to the typical Café Racer look of the Sport 1000 S, but take it off and you’ll find a comfortable pillion seat underneath. What’s more, the bike features an unmistakeable 1970s style upper fairing with the pronounced, rounded shape that characterised the great competition bikes. The Sport 1000 S was built with close attention to the quality of its components and to Ducati DNA. The race-bred Trellis frame and sports suspension give the bike outstanding road-holding. The Sport 1000 S mounts high-performance Marzocchi 43 mm upside-down forks with chromed fork caps, for a classic look, while rear suspension duties are handled by high-performance Sachs twin shocks, which are fully adjustable for spring pre-load, compression and rebound damping. This suspension set-up provides sure-footed handling characteristics for sports riding while ensuring comfortable rideability when riding two-up. GT 1000
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