Desmo-why’s….ENG VERS

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Desmo-why’s….ENG VERS

di Giorgio

Pubblicato il 29 agosto 2012

I have always tried to the evolution of Ducati motoGP focus on news not of public on the web or in the press, most often successive development steps on problems encountered. I am not saying what Filippo Preziosi during testing in Jerez, you’re the only one to have us”, authorises me to claim but rather that I am a passionate and observer. I am not in a position to judge the created by an engineer considered by to be the genius of motoGP a few years a reputation earned himself by his concept of motorcycle different to the standards of the time, and who, the interview with Furusawa, is now in the collective imagination of many to be a child in kindergarten that from the lips of the teacher.

I do not share this view, I always reasoned along a line to explain Ducati’s and also suggest that to me, development delays of the gp12 mainly due to administrative issues of ownership)

rather than of ideas on behalf of the project Filippo Preziosi.

Proof of is the fact that during the season the following versions to track (in this order): gp 11 November 2010;

a gp12 bike made its track in April 2012 in Jerez

different design concept to the such as Yamaha/Honda type to subsequently use some of the gp12’s thus making the ex-gp12 the championship’s bike. To the same the 800cc engine was mounted and was gp11.1

to then become the

when carbonfibre was abandoned for the in favour of aluminium for the Aragon and subsequently in September during in Jerez the perimetral framed litre bike made its and then in November at Valencia with all the other new litre (the real gp12 its track debut only in 2012), and the gpzero, selected by and Abraham due to the frame’s superior with respect to Rossi’s

(three different frames tested in Valencia), which part in the November 2011 with the engine boosted to practically ready for the 2012

Question: after all the efforts during the 2011 season, new engine fusions and new frames, is it and credible that Ducati, for only made one new swingarm, a few new control software programs and internal engine modifications to a smoother power delivery?

is fact. My hypothesis as to why, I in my article.

Via several articles I to explain where Ducati was and where they were to with the successive project in order to adapt to Honda and competition, the survivors of the general crisis after Suzuki and abdicated.

It’s not easy to try to specific steps or choices by Filippo Preziosi. Logic obliged milestones undertaken by a perfectly aware of the in-house at their disposal and the path to in order to reach an optimal for a competitive bike.

Starting Preziosi’s declaration during the di Campiglio presentation of the gp12, in reality was not ready yet: we are about to face is very From the concept of a motorcycle to the race usually takes two our will instead be a path in with which we are confident to It’s a bold choice but not an one and Ducati have already we can do it.”

Nakamoto, the HRC boss, is of the that it takes three in order to obtain an optimally bike, but they were from an already winning which stepped up in engine while maintaining and improving all implemented.

And in order to reach result, obviously, they every component step by in order to obtain an assembly behaved in a specific way. We to engine design together all internal organs and their collocation, and include the frame together with the engine in of different stiffness parameters in to satisfy the response to rider’s All this has been established years of competition by Honda and in order to achieve and optimal relative to any specific moment.

We refer to winning bikes, years of experience both in and engine development.

What try to explain here may seem and banal but looking attentively at motorcycles, a geometrical “constant” to the engine collocation within the appears.

The words expressed by during his meeting with when he referred to his design of a “magic” triangle which was to be between ground contact and the centre of gravity, CoG, of the which was to lie within specific induced me to better understand concept.

Browsing through of Honda and Yamaha, even if I know where the CoG lay, me to note the previously mentioned In both bikes, Honda and it is apparent that the front and consequently the secondary drive is positioned almost exactly in the of the bike’s wheelbase, evidently that if the two Japanese manufacturers had to this position, this was a fixed sign of a good of the engine within the frame.

I discovered hot water? No, I just a common detail.

Hrc rcv 213 sepang

Ducati no, Ducati has a different at least on the gp12.

It is known the Ducati is too loaded on the rear Uccio, in an interview to Mediaset 2 Rossi’s perception of the gp12 as the distribution feeling similar to a even though other had this type of distribution but we do not the real weight distribution the rider’s position and weight is an part of the final complex of the bike. (Problems relating to the contribution to the ride characteristics are important issue in terms of which play an important but the bike must first a good equilibrium in terms of distribution).

These photos this constant.

And this photo refers to the gp12.

Can Preziosi have got bike seriously wrong? No, I do not so, his choices according to my reasoning an adaptation to the existing material to investing in a new engine and frames.

is confirmed also by a recent to Burgess who claimed that a was made to fit around an existing the 4 cyl 90 L-configuration rotated backwards in order to allow positioning of the tank below the seat for the Japanese bikes. This was not the until the gp12 and gpzero had the engine positioned farther weight-wise with respect to the one.

The gp10 and gp11 had the cylinders far enough forward to the radiators to incorporate an adequate to accommodate the heads, and the bike respected the constant previously referring to the front sprocket midway or almost, along the In order to centre the weight it can be to work on the wheelbase by lengthening the but lengthening the wheelbase can have a effect on the manoeuvrability, and this Ducati has always suffered due to the occupied by the desmo engine has forced these choices.

worked with the “old” also because, as Burgess out, the frame was designed that engine and consequently, it has attempted to adapt it to the various parameters of a competition motorbike.

The fixed point which was was the front sprocket position, obviously has to lie at a certain height and a certain distance from the pivot. These compulsory ended up being restrictive as pointed out too.

GPzero VS posicion crankshaft

problems did Burgess identify? The to move the engine in order to balance, due to restrictions in front position with respect to pivot. The same situation with the carbonfibre chassis which required a differently chassis every time the geometry was to be altered when different settings, or lengthening the

Until the gp11 the swingarm passed through the engine another fixed point, could only be modified by different size concentric or by recasting the engine cases the new dimensions.

I think Preziosi real data before on a new project based on experience on the current gp12. In other prior to making a totally new in terms of shape and position, he had to the solutions. Once the problems been identified a new project can be starting from one and not from but with parameters obtained by the experience.

In the tests after the race, the updates included a new for the underseat tank and the repositioning of a few (electronic control units) on the bike, in order to modify distribution thus confirming it to be too far

Ducati 350 S Desmo

When weight distribution is modest (such as for Yamaha and for Ducati in Aragon 2010), of the swingarm and displacement rearwards of the by using different yokes is respecting the original wheelbase. refers to millimetre changes took the 2009 Yamaha to an balance which allowed the tyre to be warmed better, and the are known.

The relative article:

I this was the path which was during development, by the new ownership

wanted to know what/how/when/how will it cost. We are talking of euro, a careful analysis by on what can be done internally and should be outsourced, we are talking of experiences and reinterpreting regulations waiting for their approval. Why a new engine if it cannot be used in unless it is again, adapted? control units and 15,500 rpm and fixing of engine bore and

We are talking about electronics and injectors, where Marelli but where the Germans collaborate with Bosch, surely in the Italian technology. Will agree? It is not all hypothesis, there are and complex considerations before Preziosi finished.

The meeting Preziosi and Furusawa I interpret as a to compare ideas and not on how to make a The challenge for Preziosi is to leave the as an L-90 and to make it a winning this is the challenge and Furusawa it by slamming Preziosi’s door.

To change the L-90 into a V like Honda and the old Suzuki in to make it more positionable a frame would be like that Preziosi’s path was

desmo sedici capirossi

To switch from desmo to pneumatic valves as suggested by and Lucchinelli in 2003 claiming it to be What sense does make, if the desmo distribution the greatest Japanese manufacturers to their spring distribution in of pneumatic valves in order to the power of the desmo from It would also take of development of a new technology in order to it competitive.

I remember Honda was the of the Japanese manufacturers to switch springs to pneumatic valves and not problems. Engines also and the HRC technicians were forced to along the track picking up of pistons and other diabolical parts made in japan Hayden’s bike.

Even went to Mecacrome, for their valve head. Mecacrome was the that followed Renault’s development (who invented the valve scheme in F1) after officially left competition returning several years Do you remember Qatar of a few years with Hopkins kicking his Suzuki leaned against a

The challenge is to develop a concept distinguishes from others. a Ducati CANNOT NOT BE desmodromic and its is its L-90 engine.

Will manage to maintain this in the future? Rossi’s words regards to Ducati’s future that many things change within the racing Also Del Torchio’s words did not support Preziosi’s action and it as isolated and distant to company suggest dark clouds on the for the racing department.

I strongly they continue to have in Preziosi. The real gp12 has not finished yet and the various development that were meant to be to Laguna Seca unfortunately not been seen. What Dovizioso test? For sure the old and I think the new one with a new engine a new form including the double connected to the traction control, the competition, and of course a new frame.

The whole thing after established what does not on the current gp12 before into a multimillion investment. Sepang test 2013 if all along to plan. Making a new is not simple, it requires designing, testing tens of engines giving the green light and it must be an engine that that “karma” of equilibrium components that Ducati has entering that road no light.

When can you improve a When you see the defects of the previous Does a Ducati with an twin spar frame and engine, exist? No, it does and this is the base.

If I want to a bike better than the one I have to undertake the current one and corrective action. Have the already crossed this Yes, since years.

Ducati had no experience with a frame.


This is the point. All the rest that has done before (carbonfibre) has put aside and is not useful if a new and unknown is to be used (perimetral aluminium).

like to thank William for the translation

Ducati 350 S Desmo
Ducati 350 S Desmo
Ducati 350 S Desmo
Ducati 350 S Desmo

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