Restricted to Death — The future of Ducati’s 1199 Panigale in SBK World…

27 Мар 2015 | Author: | Комментарии к записи Restricted to Death — The future of Ducati’s 1199 Panigale in SBK World… отключены
Ducati 60 S

the future of Ducati’s New 1199 in SBK World Superbike

August 2013 — You’ve it at every race this season in SBK World Superbike as the dominate Ducati name has been left floundering in with their new Superquadro 1199 Panigale. Team Ducati factory riders Checa and Andrea Badovini been Qualifying and Finishing in behind the other factory and just in front of the privateers. World Superbike TV commentators Green and Steve Martin us each week the ‘New is still going through a development program.

That may be Dorna / SBK’s official — a difficult development as they try to pull as many in-line four cylinder as they can — hit hard by economic collapse, back the depleted World Superbike But for the Bologna manufacturer who’s passion for building winning has garnered them 17 World Championships in the 25 years of World racing, getting a new Superbike right, the first year, is not the — witness Carl 1995 title win on the new 2nd Generation Neil Hodgson’s 2003 win on the new 4th Generation 999 in 2003; and Troy 2011 title win on the new 5th Generation in 2008. Winning 17 world in 25 years shows Ducati how to design and develop winning right out of the factory front

Plus, in box-stock form, the Panigale is probably the best of the street legal Superbike on the with its light weight, handing, electronic controls and and power equal to the best of the from BMW and Aprilia.

Proving winning potential with the all new 6th 1199 Panigale was the simple that in the 2012 Superstock Championship the newest Ducati was in the of Eddie La Mara on the privateer Barni racing Team 1199 was able to take 5 2 Pole wins and 1 Race Win strong factory backed from BMW and Kawasaki. Only problems with the stock engine’s heavy steel rods held it back the season, rectified in 2013 by the to new lighter Titanium rods and in the 1199R model.

So why has Ducati an also ran in the 2013 World Class with the new 1199 which should be dominating with its all new short …, Superquadro engine? It all has to do with FIM SBK Book and the restrictions placed on V-twin bikes, while, the 4-cylinder bikes can run virtually Ignoring the additional weight (compared to the 1000cc 4-cylinders the Ducati 1098/1198 had to run in mid-way 2012 after Carlos won the 2011 World Championship for the bike, the 5th Generation Testastretta was always required by the FIM to run 50mm restrictors on its stock 63.9mm bodies.

The 5th Generation 1198R Testastretta has a 106 x 67.9mm bore x … and makes peak power of at 11,900 rpm. With its torquey powerband delivering of mid-range power and provided for rear tire grip, the FIM 50mm restriction of air flow at RPM wasn’t a big concern to be completive in Superbike.

But the new Ducati 1199 engine with its even … 112 x 60.8mm bore x (also 1198cc) was designed as a revving, higher horsepower to keep up with the horsepower in the marketplace dominated by BMW and Aprilia, et On the stock production bikes the horsepower RPM was raised from the power peak at 9,975 rpm to the at 10,775 rpm. We asked the Corse Press Department to us the powerband of a Corse prepped with its Superquadro’s even stock 67mm throttle with and without with the FIM 50mm restrictors installed, and declined to show or tell us any

We can assume though, that if the old Testastretta race engine it’s peak power at rpm, then the new Superquadro’s engine, in direct relation to street counterparts, needs to its peak power at 12,900 All at a sacrifice to that once Ducati mid-range power. with the FIM mandated 50mm installed, the new 1199RS can’t in any more air and breath at the higher rpm it needs to spin to say competitive 2013 race season.

The 1198 Testastretta engine stock with 63.9mm Bodies and was required byFIM to run 50mm intake restricters to power. The new 1199 Superquadro has massive new 67mm Throttle are bigger than on most car engines. But it still had to breath the 50mm Restrictors at the start of the race season, on an engine to make its peak power RPM higher.

The new engine now needs rpm x 1198cc more air per minute though those same 50mm restrictor plates that’s equivalent to 316.5 of air more per minute!

So the new 1199RS is only making the same peak horsepower as the old 1198RS, but now the loss of the old engine’s big advantage in power and traction. The new Panigale its narrower powerband, can’t out of the corners like the old bike, on the big straightaways its down some 30+ hp / 10 mph to the more powerful 230-240hp 4-cylinder superbikes.

Strike One: Effectively, shot itself in the foot the new 1199 Superquadro engine. on its own is an incredible engine. But In designing it to more peak power to completive in the Superbike street it gave-up the famous mid-range that Ducati enthusiasts

Strike Two: Then in SBK Superbike the 50mm intake have nullified its designed-in increase.

With Two Strikes it over last year’s engine, you can understand why the Superquadro is not this year in World No amount of development can help a engine design, that anticipate running in a restricted class, or needing to be highly beyond stock production

Now if you are watching the 1199S/R in SBK European last season and this the stock Barni and Alstare bikes have been completive against the stock BMW and Kawasaki ZX-10 machines. for stock, even with restrictors, the Panigale is somewhat in Superstock just as it was designed to be. The disadvantage for the new 1199 Superquadro in seems to be the higher RPM motor is not as on its rear tires as the old Testastretta … motor was, and now the end of a race, the tires are going off and lap are suffering.

But in the World Superbike where the 1000cc fours are to employ higher compression with more radical timing, and breath in as much air as as need to make even power. While the 1200cc bikes — the Ducati1199RS is even further to stock pistons, although all bikes are to make compression increases by the cylinder head surface.

it be the new Superquadro engine design is in that it can’t be modified much beyond stock to it competitive in WSBK against the bikes? That even the FIM Restrictors reportedly removed Imola in June (the FIM do not allow immediate complete only increases in size in 2mm and only after 3 Event / 6 Races).

We hear the 1199 even without Restrictors, picks up about 5-7 hp more increasing power output up its current 195hp restricted to 200hp. Not a significant power against their 240hp

According to the FIM rules (see if the restrictors started the 2013 at 50mm, they can only be in 2mm increases, and only after 3 of poor results. So Ducati could only go up from to 52 mm at Imola. So the current Ducati Superquadro engine design has a few years of losing races they can keep going up in and remove the restrictors entirely and run fully open 67mm bodies.

No one at Ducati Corse tell us if they have a Superquadro engine with compression and wilder cams, and won’t tell us what restrictors they are running on stock 67mm Throttle

And even with the change to rods and valves on the new production homologation bike this to allow them to turn 500 RPM and make more power, it the current engine specifications can’t turn the higher it really needs to make power.

Update — No

August 12, 2014 — We since learned, and without any announcement, the FIM and DORNA have the published Technical Regulations below) and allowed the Ducati Panigale Superbikes to now run open bodies with no restrictors at since the Imola Round the end of 2013.

The race results for Ducati at Imola, then by Moscow, still remained for the factory squad. Although at on the August 3rd-4th weekend, Ceca was able to put the 1199RS on the row with a 2nd place in Superpole. But in races the factory bikes down on top speed, and Badovini and fell back in both to finish in 8th -12th positions.

In race trim the 1199 now unrestricted, remains down in power agains the 1000cc bikes. And its peaky powerband is not on the Pirelli spec tires, the tires to overheat and loose towards the end of the races, and the bikes back in position. Effectively for in 2013, this year’s race season ihas a huge disapointment for the exciting new design.

Is there a solution for in World Superbike, and the Superbike

Should Ducati can’t plodding along with an engine in World Superbike at the of changing rule restrictions? Is a long term solution for current woes in World and in the market place?

Before that the current spec Superquadro 1200cc engine still be struggling to be competitive in Superbike even without FIM I’d have had the engine at Ducati testing a downsized Superquadro engine on the dyno Restrictors to see how much power it can — modified with compression pistons, race and unrestricted. Going smaller necessarily mean less

In GT2 Le Mans Sports Car Racing the Corvette team was required to run small Intake Restrictors on its big displacement 6.2 litter V-8 push rod engines. They found in by going to smaller displacement 5.5 V-8 engine with the same restrictors and air flow, they rev their smaller engine with the same amount of air and more peak horsepower and completive against the the DOHC Ferrari F430s.

The same be true for Ducati in going to a 1000cc V-twin Superbike they could probably more peak horsepower, they would be allowed by the to do away with the Restrictors all Then just sell 500 of a new 1000R Panigale next to homologate the smaller displacement for racing.

But for all the Ducati Superbike bemoaning the loss of mid-range with the new 1199 Superquadro Ducati might just be off to revert back to something the old 106mm bore x 67.9mm found in the old 1198 Testastretta which also produced the stock 195hp ratings as the new engine while running 50mm Restictors. And perhaps the removal of Restrictors on this 1199 longer … / engine, Ducati would have the peak power to up with the competition. One other though, the new Superquadro engine may not allow for a return to a longer crank and rod in its current design

Should a smaller displacement Panigale or a longer … still not prove power in dyno testing against the BMW and Kawasaki Superbikes, and the all new Honda derived V-4 Superbike coming fall, then it just be time to pull the V-4 Desmosedici engine out of the closet and homologate it for Superbike.

Either way Ducati not be at the mercy of FIM rules restrictions by a bigger displacement Superbike everyone else. In fact, I a letter outlining all this to CEO Claudio Domenicali back in May of I didn’t get a reply back, because he thinks I’m an or because they just may be on what I’ve suggested. probably have to wait for next big new product reveal at in November 2013 to see if Ducati has a new 1000cc V-twin or V-4, or a … 1200cc Superbike in the — Jim Gianatsis, Editor

The FIM SBK 2013 Superbike / Superstock Book

See the Complete Rule at: Air restrictors for 2 cylinders

Ducati 60 S

Application: Only the 2 cylinders will be fitted air restrictors. The initial air restrictor to be installed is equivalent to a Ø 50 mm area (1963,5 mm2). Air size will be adjusted (in equivalent to a change of 2 mm in diameter or circular area, upwards to 52 mm and then to no restrictor at all, to a minimum of Ø 46 mm), if during the Championship, as described in Art.

Definition: An air is a metallic device with a of constant controlled section and is placed in the induction tract the throttle body and the cylinder The length of the controlled tract be at least 3 mm. No air and/or air-fuel to the engine must by-pass the

No part of the fuel injection (injector, needle, slide, shall extend through the

The Manufacturer must supply the FIM 10 sets of plug-calibres (-gauges) to the diameter of the air restrictor when one of the prescribed sizes (Ø 52, 50, Ø 48, Ø 46 mm).

A may have a non-circular air restrictor, that the area of this is equivalent to the area of a nominal restrictor. In this case, the must supply the FIM with 10 of plug-calibres (-gauges) for measuring the during the technical verifications.

The FIM may request the Manufacturer to supply a cut of the air restrictor(s) in each of the prescribed Air restrictor adjustment

The air restrictor size is increased or in 2 mm steps in diameter of equivalent area, according to following

1. If the gap in the average value of ‘event calculated as described in Art. is more than 5 points in of the 1000cc 4 cylinder manufacturer, and If a of a 1000cc 4 cylinder motorcycle is the riders’ FIM Superbike World standings at that time:

the initial air restrictor size of all the 2 cylinder motorcycles will be by one size, to a Ø 52 mm (or the equivalent 2123.7 mm2), or as a last the air restrictor will be withdrawn.

2. If the minimum weight for 1200cc 2 manufacturers has reached the upper of 171 kg, and if the resulting gap of the average value of averages’, calculated as described in, is more than 5 in favour of the 1200cc 2 cylinder and

if a rider of a 1200cc 2 cylinder is leading the riders’ FIM Superbike Championship standings at that

Then, the initial air restrictor of the 1200cc 2 cylinder manufacturers be reduced by one size, to a Ø48 mm (or the area 1809.6 mm2) or, as step, to a minimum of Ø46 mm (or the area 1661.9 mm2).

If the air size is not updated, then the of three more events be considered and the best manufacturers for engine configuration will be considering the sum of points of the best two from each selected over six events and so on, over of three events. A new average of the ‘event averages’ will be over six events and so on, over of three events, until the gap of the average value of the ‘event from the last minimum update is higher than 5.

The FIM Technical Director will all the teams about the possible air size adjustments, within 24 from the end of the last event last meeting of the International where the average value of the averages’ was calculated. The new air restrictor adjustments must be applied the first following event.


• For 1000cc 3 and 4

Pistons may be altered or replaced those fitted to the homologated

• For 1200cc 2 cylinders

piston or the piston kit (*) must be (*) The piston kit must have the price as the standard one and must be in the current racing parts of the Manufacturer and be on sale for customers. 90 days from the order, the must receive the piston kit

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