Soup :: 1098 Countdown: Ducati’s Red Rocket Launch :: 01-08-2007

25 Фев 2015 | Author: | Комментарии к записи Soup :: 1098 Countdown: Ducati’s Red Rocket Launch :: 01-08-2007 отключены

Kyalami was the perfect place to the limits of the 1098. It paid to be on the 1098.

Turn two begins a of sweeping lefts that are very quick. Both and apex points are critical to a lap and, in this location, the map doesn’t do justice to the circuit’s layout. In this section, the speed and agility transform double-apex bend into two lefts, with each its own identity on the map.

Turn two its approach descending into a in the top of fourth gear, and on its exit to climb, tighten, and actually into a progression of two more the first of which changes to an exit. Riding through the 1098 first dips, climbs, banks, apexes, brakes and apexes again, all within a high-speed and very period of time. Here, the exhibited stability, excellent clearance, and a willingness to turn.

In Soup’s loyal readers the of what the track map identifies as 11 but we respectfully negotiated as 15, it will to describe Kyalami’s technical as very demanding and affording the little time to rest. a 2.65-mile-long combination of second-, and fourth-gear corners; minimally straights; and no less than changes in elevation.

As you might expect on a busy with significant elevation Kyalami’s layout keeps the constantly up on the tank and focused. It an emphasis on establishing a rhythm and has the of each lap exacting high speeds, matched with a amount of limited but fairly braking for the hairpin and curbed

To work well here, the had to execute accurate entry required to intersect precise points, while also matching downshifts and aggressively directions. If we were to compare layout with racetracks of circulation notwithstanding—the tracks come to mind would be the old Point and Loudon (Bryar Park), as well as today’s Seca. One outstanding difference Kyalami and everywhere else is in elevation.

The South African may as well be nestled atop a as our introductory notes placed between 1,700 and 1,800 or 5,909 feet high. the age-old mathematical calculation on a measurement of five sandal-shod with feet moving a of one thousand paces (which was substituted for the approximated distance for a nag to plow an Englishman’s field requiring a nap, 660ft), numeric formula eventually in the distance being deemed a

Take the distance of eight and you have a mile. 5,909 by eight furlongs or 5,280 in a mile, and these Ducatis circulating Kyalami at over a above sea level—1.11 miles to be

Nothing, with the possible of a Sherpa, will function at a mile high, especially compared to performance at sea level, injected or not. Even Domenicali realized that the of oxygen here would an unequivocal factor, so he did two things; everyone that the standard-model we were preparing to ride not be anywhere near full and next, he told everyone each S version had been with the Performance-Accessorized full-open matching ECU, and high-volume air

In other words, the full-performance that would normally be supplied as original equipment on the model were fit on each S (you gotta love Here, the kit parts were to compensate for the unusual altitude and lack of oxygen.

Actually, the time we noticed an obvious of power from the standard was during our first session apprehensive riding had us spinning the well below any meaningful This performance deficit was apparent during our initial laps and was literally gone starting our second session. The in stock trim seemed to pull hard above rpm and had no trouble pegging the rev limiter at

Honestly, this tester the lack of air much more it seemed the engine did and the way these gained rpm, we suspect the rpm limit, perhaps with a revision to ignition programming permit much higher rpm even for the large 104mm pistons. (Much closer to Mr. Domenicali?)

Testing The Standard And Sampling The Performance-Accessorized S Model

the 1098 is heralded as ‘all-new’ the single-sided swing-arm has been on previous Ducati models. it’s back.

Each attendee was only permitted to the kitted S model for one session with Soup, it ended up the final ride of the day. The differences we noticed beyond the roar of intake and full-open was its inclination to wheelie on demand, the standard machine would not do ay Kyalami’s altitude. This was not a problem since everyone was not to wheelie—purely a safety-driven decision by track management.

Behave we admittedly only slipping-up The S machine also seemed crisper when accelerating and even more quickly the rev-range. We also found the two units we rode were as in handling as in their model and components. After riding the 1098 in four straight our expectations of the S version should had it behaving somewhat similar but it did not, as it seemed to turn quickly and with less

We suspect both characteristics of aggressive baseline geometry and in its Ohlins suspension’s heights and

For the 1098’s geometry, Ducati has the previous three-way tank-seat-rider as well as variable steering adjustability, all attractive features on the The new machine now settles on a fixed angle of 24.5 degrees and feels like an ample of trail, now 97mm. At Kyalami, our was plenty quick turning, yet it a fair amount of input at the bar to place the motorcycle where you it, especially in the higher-speed corners.

turning effort was most when driving towards the of Kyalami’s turn eight, a fast flat left you approach near the top of fourth The entry here is straightforward, your arrival speed helped by completing two up-shifts descending a steep hill originated with a the drive the second gear plateau turn seven.

It was primarily in corner that a sensitive feel and noticeable front wear on the Pirelli’s Dragon Pro confirmed that the new Ducati has no of front weight. Although we pushed this tire, and feedback told us if it were to anywhere in South Africa, the to turn eight would been the place.

Here, in an effort to reduce load once turned and at the apex, instinct had us consciously the throttle again after entry. At least for us, this is a technique, but we liked using it far than the possible consequence of the apex under a more neutral or trailing throttle and counting on the left knee should the demand for traction be too great. As with Kyalami’s one and two, the run into and around eight is a serious but awesome

As in the past, when using the conservative geometric configuration steering head angle, superbikes are known for their The 1098 now takes surefootedness a further with its massive new swingarm—a component that 10mm to the wheelbase. Combined, the rear arm and greater front due to a more-forward engine placement are made possible by shorter compact top-ends.

The desired are better overall handling and more front weight to the Testastrettas stronger acceleration and to transfer weight more

Weighty Subjects

Virtually shared aspect of both is lighter. Starting with the is the now-unseen all-magnesium front housing, dash and fairing Here, this front saves 2.6 lbs from atop the

The trademark ALS steel frame, stiff, has been strengthened by 14% the use of thinner-walled 34mm diameter an increase from the earlier down tubes. Savings on the new is also 3.3 pounds. The engine critical internal reciprocating by some 3.3 pounds and, with additional reductions in internal and external parts, the engine loses a whopping 12

Next comes the exhaust where tubing diameter to 57mm, but wall thickness is shaving 3.75 pounds. All the overall machine’s weight are down to an impressive claimed 381 (dry) for the Standard and 377 pounds for the forged-wheel 1098 S.

Ducati 65 S
Ducati 65 S
Ducati 65 S
Ducati 65 S


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