The Trouble With The Ducati Desmosedici: An Exhaustive Analysis…

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The Trouble With The Ducati An Exhaustive Analysis

Submitted by Emmett on Mon, 2011-08-08

Valentino Rossi’s move to was a match made in marketing the combined selling power of the most famous motorcycle and the world’s most iconic brand would surely to be a veritable sales steamroller. Stoner had already proven the bike was capable of winning — though it clearly had a with the front end — and a seven-time MotoGP champion and the that helped him win those success would be quick to

If sales of merchandise are anything to go by, the move was definitely a success, circuits coloring red as Rossi stocked up on Ducati gear, the red tinged with Rossi’s yellow. But a look at the results tells a different story Though the Italian is 5th in the championship (and just 2 points off Rossi has consistently crossed the line between 25 and 30 seconds the winner took the checkered

So far, Rossi has taken a single podium — gifted to him, with Pedrosa being taken out by Simoncelli, and then Simoncelli punished with a ride-through and has found himself in the battle for 5th or By any measure, Rossi’s move to must be counted a disaster, the a massive disappointment to fans, and even fellow riders.

there has been fevered about the cause of the problems, and it is down to the rider, the bike, or the of the two. Rossi fans to his record, and the fact that he won a in October of 2010, even suffering with a damaged only fixed after the end of the

Yet Ducati fans, along a contingent of Stoner fans, out that Stoner was able to win on the incarnation of the machine (the the Australian raced last was very similar, with one or two to the GP11 which Rossi the season off on), and so there have been that wrong with the machine. postulate that it is not so much a factor, but rather that the of Rossi’s high-corner-speed style and the flaky front end that is to the Italian unable — or — to adopt Stoner’s aggressive corner entry which allowed him to tame the

So where does the truth What is really wrong the Ducati-Rossi combo? Is Rossi the hill, or did Stoner make the look good, or is Rossi not capable of adapting his style to the Desmosedici?

And if it is the bike, can Rossi’s veteran crew chief Burgess cure what the Ducati? We will go through the causes of the problem one factor at a but first, it may be helpful to identify where the problem lies.

Why is neither Valentino Rossi nor Hayden have been to get the Desmosedici to work? It all comes to one thing: front-end feel. The is in braking and entry, Rossi at Mugello. I don’t have feeling from the front for entry like I want.

The simply is not returning enough from the front tire to the nor providing enough grip the front Bridgestone tire. We a lot of problems to put enough temperature the tires, was Rossi’s verdict at where very cool prevailed.

At both Assen and Rossi had been forced to use the compound tire during which helped by coming up to a little more quickly, but as the front was only good for a few it was never going to be an option for the The hotter temperatures at Mugello a bit, giving more from the front, but still remained eight tenths of a slower than the leading

Summarizing both Rossi’s and descriptions of the problem over the half of the season, the front end of the feels vague and does not sufficient feedback, leaving Marlboro Ducati riders a lack of confidence in the front And the underlying cause of the lack of is the difficulty of getting the ultra-stiff tires up to temperature.

Is It The Rider?

The variable which has changed 2010 and 2011 is the departure of Stoner and the arrival of Valentino Though Rossi is now riding a modified machine (the as it has been dubbed, is a destroked of the 2012 Desmosedici, its capacity to 800cc to make it legal for the bike he rode until was not much changed from the Stoner left behind at in 2010.

The bike had a modified clamp, a slightly different and a slightly revised front The biggest changes have in the field of electronics, Rossi and his helping to provide a much user-friendly engine response introduced after Estoril.

So if made the Ducati work, surely the problem must be Rossi, right? Though might appear to be the logical that grossly oversimplifies a situation. Just 9 months with a weakened shoulder left him struggling, Rossi was capable of winning races and regular podiums.

He was poetry to flowing over the Yamaha M1 and to put it just about where he In the 11 races after returning the leg he broke at Mugello, and still with the shoulder injury he up in a training crash in April, was on the podium 7 times, including 1 Riders simply do not lose kind of speed over the break, not unless they a career-threatening injury.

From the moment he swung his leg the Ducati, Rossi was immediately off the pace. He ended the two-day 1.7 seconds off the pace of the fastest Jorge Lorenzo. Three earlier, in the race, Rossi’s lap had been just a few hundredths than Lorenzo’s. Worse Rossi looked nothing himself on the bike.

Several commented that it was as if someone had into Rossi’s motorhome, his leathers and helmet, walked in the back of the pits and onto the without anyone noticing he was not At that first test in Rossi looked like a riding the bike, someone far comfortable or able easing his way the track.

Rossi was not the only to undergo an overnight transformation. Capirossi jumped off the Rizla and onto the Pramac Ducati and nowhere, while Randy de has been transformed from the man who scored top 6 results on the LCR Honda to a who can barely make it into the top 10 on the Desmosedici. With the Ducati’s of destroying riders’ reputations along with their — Rossi is just casualty in the long list started with Marco

The startling difference between times from this and those from last is one clue that the problem is not the rider. At Laguna Seca, comparable temperatures prevailed the 2010 and 2011 events, was 14 seconds slower this than on the Yamaha. At the 2010 Rossi was still using the US round being only his race since returning breaking his leg at Mugello, some 8 beforehand.

But the key piece of evidence the problem is the bike and not the rider is the of Nicky Hayden: the American was 14 seconds slower at Laguna in than he was in 2010.

So it appears we can rule out the problem being the And if it isn’t the rider, the problem lie in the bike. Indeed, speculation and about where the problem have been more than ever this with everyone and their apparently having an opinion.

The around the Ducati’s shortcomings to fall into three of thought, two centering around the and another focusing on the engine, the theories about the chassis by far the most popular.

The favorite is the use of carbon fiber to build a the properties of the material being for the lack of feel in the front The layout of the chassis is the next among the pundits, the short which joins the steering to the engine being fingered as too to provide sufficient flex for the And the third, but far less favored is the layout of the engine, the characteristic 90 V4 forcing too much weight the rear.

Let’s go through options one-by-one, and examine how blame should be attributed to

A Brief History Of Motorcycle Design

Before we look at fiber, a quick word on chassis. Once upon a a frame was just some that held the engine in and connected the steering head to the As tires improved and engine increased, the forces involved in and accelerating started to overwhelm the steel chassis, and frame started to make their stiffer.

In the 1990s, chassis started to encounter the opposite as their frames got stiffer and the bike started chattering and making handling terrible, when leaned over, the suspension of a bike ceases to being in the wrong plane. And so the of flex was introduced, adding flexibility to allow the bike to some of the bumps while over, but still stiff to keep the chassis stable in a line and under braking. the late 1990s, and especially the four-… era began, a huge of work has gone into in exactly enough flexibility in areas, while retaining the in the planes where it is needed.

As flexibility has become increasingly the attractiveness of alternatives to aluminium has grown. Traditional aluminium has the of being light and easy to with, but as MotoGP chassis push the limits, they run into a few limitations.

Engineering in is a matter of designing chassis with a specific thickness and but the underlying properties of aluminium that at some point, the precise amount of flexibility means sacrifices strength. The way to get this problem is by making longer, allowing a mass the mass of the engine) to use the greater provided by a longer element as an engine spar connecting the to the main chassis beam) to the flexibility without sacrificing

When the rest of the world from perimeter steel frames to aluminium twin frames, Ducati took a but still ingenious approach. of wrapping the engine in aluminium box Ducati welded up short of light steel tubing to a trellis frame. The advantages that the chassis was relatively to tune, by changing the diameter and of the individual tubing sections and the load and the flexibility, and Ducati with the design for six years they dropped it in favor of fiber.

The downside to the trellis is that the trellis — a of joined triangles — the amount of space available for the All those short, straight meant the airbox had to be shoehorned in, the airbox in both size and Furthermore, the disadvantage of having the constructed from twenty or so sections of steel tubing is those twenty tubes forty welds to join all.

Getting weld strength to a tolerance is a very tricky art at and the more there are, the chance of variation. While at Ducati, Casey Stoner that even when he had setups on his two Desmosedicis, they never feel exactly the Paddock rumor suggests variation in stiffness between two identical steel trellis could be large — as as 15% — due in part to the problems of so many welds and so many to completely identical specifications.

Fiber — Too Stiff For Motorcycles?

Hence Ducati’s to go for carbon fiber (CF). The over steel trellis are as CF is a composite, it can be easily molded to whatever shape is required; its and stiffness can be almost infinitely using a combination of fiber and thickness; it is incredibly light, much greater strength metals; and the stiffness and strength can be to respond differently in different and directions, a more difficult with metals. Ducati’s reason for choosing CF was the combination of low weight and the ability to form the into the shape required.

The forward chassis section as a combined airbox and subframe: the is required to be light and strong, the airbox needs to be large to feed the Ducati’s bellowing as its 800cc motor spins at rpm. By carefully calculating the stiffness in the different planes and — stiff enough to stable under hard supple enough to flex side to side to provide suspension over bumps at lean, all the while resisting or the urge to twist — the combination of the number of layers of fiber weave and the direction in they are laid can be worked

Once assembled, the subframe can be in an autoclave and sent to the team. returned from testing can be integrated into the models to create the existing subframe and a new iteration produced in the same

The claims by many that fiber is too stiff to use in a motorcycle can be put down to a common misunderstanding. CF can be as stiff or as flexible as the designers it to be, by varying the thickness and direction of the in the weave. Its use is common in fishing and for a demonstration of just how flexible CF can be, out this video of a CF fishing rod tested to breaking point .

The is not that CF is too stiff, but that the it provides differs so completely conventional aluminium. The property often quoted is hysteresis, in this instance, refers to the at which absorbed energy is One of the benefits of CF is the fact that it can be to damp vibration, its hysteresis that the energy absorbed an input (such as striking a is released in a much more fashion.

Tap an aluminium tube and it like a bell; tap a CF tube and it a dull thud.

This is a that Ducati had hoped help them solve the of chatter (or extreme vibration bumps) but it had an unintended side Just as with the original at using carbon fiber for starting with the Cagiva in 1990, the damping also some of the feel from the end.

When used to swingarms — as Aprilia had doing for their 250cc for several years — damping helps remove vibration, but at the front of the bike, vibration also contains information. As Guy Coulon once to me on the subject of unconventional front systems, what is required of a motorcycle is that the information the tarmac should pass into the rider’s brain as little interference or loss of as possible.

Any system which or alters that information that the rider has to learn to the feedback almost from All of the experience gained in his many of racing is of little value in what he is feeling.

This is caused the Cagiva to fail in the early 1990s. The riders, up on a generation of steel and aluminium simply could not understand the they were receiving the machine.

And this seems to be at one part of the problem with the Desmosedici: the carbon fiber connecting the front forks to the of the engine may be damping the vibrations too reducing the amount of information from the front tire up the rider’s brain. Alternatively, it may be too much information, providing feedback than most are used to receiving. Filtering out new (and not necessarily useful) may be what is confusing the riders the feel.

As we said earlier, the problem of the Ducati is the difficulty the have in getting the front up to temperature. The stiffness of the CF chassis may not be the here, but the feedback from the could make it harder for the to push the tire hard to start working.

So is the choice of fiber the main cause of problems? Looking at the theoretical of the material it is hard to say that it is. could be an issue where the of a CF chassis is sufficiently different to aluminium that it is hard for with many years’ of metal frames to interpret and

But with Rossi known for his adaptability than for his rigid to a single style, this not seem like an insurmountable So let us examine the next candidate.

The — Less Flex A Twin Spar

If it’s not the perhaps it is the amount of material used. The major difference the Desmosedici and the Yamaha, Honda and is not so much the use of carbon fiber, but the use of the engine as a stressed member of the Where the Japanese machines long aluminium beams the headstock to the swingarm, the Ducati has a boxy section bolted on to the heads of the two banks of cylinders compose Ducati’s 90 V4.

The mounting is as as possible, with the mounting placed near to the headstock.

The of this construction is that it the stiffness of the engine casings as an part of the chassis, and allows the to be made much lighter. both the front subframe and swingarm attaching directly to the there is little superfluous around. This makes it to keep the bike very (there is no perimeter frame around the engine), as well as the stiffness of the engine to maintain under braking.

Again, by the airbox into the subframe, extraneous part can be discarded and the of the bike kept down.

of the design focuses on the shortness of the involved, and the complications that in obtaining the desired degree of The words of Masao Furusawa, the genius behind Yamaha’s M1, are cited, about the need for the to bend like a tree. chassis sections create a lever, and allow flexibility to be much more precisely.

To the argument, take a long, object — such as a or a wooden ruler — and try to by pushing down at both The object should bend a reed. Now put your hands a couple of inches apart and try to the object again: it’s impossible, at least not without the object.

The long engine spars on Yamaha’s M1 are a case in their length aimed at bumps while the bike is over.

The counter-argument to this is that the use of carbon fiber using longer chassis unnecessary. The very programmable of CF — the mixture of layers, resin and curing — that it should be possible to replicate the effect of a long chassis spar merely by the nature of the carbon fiber Long sections may make easier when building in aluminium, but carbon fiber with all that.

Though CF is an incredibly versatile material, may still be some merit in the Having such a short also means that the has to transmit a lot of the load. The engine is stiffer than the chassis it has, after all, to and dissipate 230-odd horsepower and it to the back wheel without itself apart. What means is that the entire assembly consists of two separate of completely different stiffness.

The flexible front subframe complete with engineered to aid in absorbing bumps at extreme angles — is connected to a engine with almost no at all. The central part of the has no flex, while the front and the rear swingarm do.

On a more twin spar chassis, the are carried from the front of the to the rear through aluminium connecting the headstock to the swingarm. The CF may be engineered to provide the same of flex as a traditional twin but the two ally beams on the twin flex much closer to the of the bike. Instead of having a center and a more flexible a twin spar chassis has a section which can flex in the of the bike.

Added to the different created by attaching the engine long front engine the feel of the Ducati will be different to a Japanese machine.

have been a host of recently that Ducati are working on an aluminium twin chassis for the GP11 — or the GP11.1 — after a lot of from Rossi and his crew Jeremy Burgess. A twin chassis could make its as early as Brno (though it is probable to make its first appearance at Valencia) with coming from several that big things are afoot at

But the twin spar may not be the panacea Rossi (and his legion of are hoping for. As team and test rider Vito pointed out to a gaggle of Italian and myself, building a twin frame means fighting the on their own territory. Both and Honda have nearly years of experience of building frames; Ducati has absolutely

Though a lot of the knowledge is already the devil — and the potential for — is in the detail, the final giving the last couple of that make the difference being competitive and running in 7th. Ultimately, Ducati with a lot of pressure from and from main sponsor — may feel they nothing to lose, and gamble it all on an twin spar chassis.

Will it help, though? a traditional twin spar may provide more feel at the and it may make the riders feel a lot comfortable on the bike. What it necessarily do is generate a lot of heat in the end, which brings us to the subject: Ducati’s sacred L4

The L4 — Bad Packaging And Poor Transfer

Ask anyone with a passing interest in motorcycling engine a Ducati uses and will tell you without that it is a 90 V twin, also an L twin, because the right between the two cylinders makes the look like the letter L. The factory has been building in this configuration for 40 years since switching from capacity singles to V twins at the of the 1970s.

So when Ducati to enter MotoGP, they attempted to retain the iconic design which has been a key point for so many years. Preziosi was quick to understand a twin would never be to produce the horsepower needed to in the series, and so concentrated instead on a four-cylinder engine, built to the 90 L twin as closely as possible.

as an act of penance for the extra set of cylinders, the plan was for the Desmosedici to use a twin or big bang firing order, the cylinders in each bank of firing simultaneously, to make the sound (and behave) like a twin. Problems the power such a configuration meant that Ducati had to to a four pulse or screamer order, each cylinder separately, but since then, the has oscillated between the two firing

The major benefit of a 90 angle the cylinders is primary balance, the motion of each piston in the V is against the other piston. As one reaches top … center, the is in the middle of its …, maintaining its and damping the change in kinetic as the first piston switches upwards to downwards motion.

The balance of the L configuration means it does not require a large shaft to damp the vibrations of the saving power. Balance cost power to drive.

But the problem of the L4 configuration is its size and In the modern era of MotoGP, much of the has been on keeping the mass of the as centralized as possible. The benefit of mass is that changing the of the bike — its weight rider position, suspension — can be more refined and predictable.

Knowing where all of the is makes it easier to calculate how to it around to achieve the desired at a particular track.

The main of mass centralization has been in layouts: Suzuki’s GSV-R a 65 V4 engine, Honda’s RC212V a 72 V4, and Yamaha’s M1 uses an inline 4 to the engine even more sacrificing a little bit of width for centralization of mass. Behind the gearboxes are stacked, the rows of transferring power from the to the rear wheel folded up a V to shorten the length of the gearbox and the mass even closer to the overall center of mass.

The engine layouts have a benefit as well: with the taking up less space, tanks have migrated to be underneath the rider’s seat, that mass (which as the fuel is burned off during the close to the center as well. A engine gives designers the to place other heavy — including the rider in a range of locations around the to help them achieve goals they may have set

And here’s where Ducati’s L4 down. The angle between the two banks makes the engine longer than its rivals, a large space between the banks which is filled with the throttle bodies and While the front cylinder protrudes through a cutout in the to almost touch the front the rear cylinder bank back and sits right Yamaha has its fuel tank.

The 90 between the cylinders forces the cylinders to be angled forward more than the narrower Honda. Visual estimates exact data involved is sensitive and impossible to obtain) that the front cylinder of the Ducati is at 70 from the vertical, Honda’s RC212V is at just 45.

means that the Honda can be moved much further and closer to the front wheel the Ducati, allowing the Honda’s designers more freedom in the engine. The 18 difference in V angle the Ducati and the Honda also to cylinder banks that are 15% further apart, making the correspondingly longer. Move the engine further forward, and you the front wheel; move it back and you drastically shorten the

The physical size of the Desmosedici — or rather, its rather layout — means much of the mass of the bike is back than its rivals, less freedom for changing distribution, especially at the design This difficulty in moving distribution is one of the prime candidates for the the riders have for getting the front tire up to temperature. the bike may feel fine and the distribution look good on the way the weight transfers under and acceleration is different, and this be what is preventing the riders getting heat into the

There are several major that this is exactly the problem is with the Desmosedici. their struggles with the Rossi and his vastly experienced and multiple world championship — crew have with some fairly changes to the weight distribution. At they raised the center of by 20mm, a vast amount in a where normally parameters are a millimeter at a time.

At Laguna they tried another shifting the weight further and leaving Rossi’s bike more like a chopper a racing motorcycle.

Indeed, the rationale behind the switch the GP11 originally fielded for the season and the heavily revised is that they could the center of mass much without making the rear a problem which the original with the top-brace swingarm from, and familiar to anyone who Casey Stoner coming out of on the GP9 and GP10 in previous years.

Works In WSBK Won’t In MotoGP

But if the L configuration is the problem, how it works in World Superbikes? has dominated the WSBK championship the years, and Carlos Checa is on his way to wrapping up another title for aboard the 1198R, fitted a 90 L-twin engine. So how can a design is ripping up WSBK suddenly be a disadvantage in MotoGP?

The answer to question is to be found in the underlying of the MotoGP machine’s problems: the The World Superbike series use as the spec tire, and the Pirellis are a different beast. The construction of the is much less stiff, generating heat in the tires a simpler task.

With a that sticks and provides the 1198 responds perfectly, and the L engine is much kinder to the tire than the four allowing Ducati’s WSBK to be competitive.

The Bridgestones, on the other have an incredibly stiff built to handle the stresses by Grand Prix machinery, the powerful engines, stiff and carbon brakes. Once the are up to temperature, they offer levels of grip and feedback, unbelievable performance. Outside of optimal temperature range, are much less forgiving, little feedback and making the of grip available difficult to

The L4 being used by Ducati is a candidate for the Desmosedici’s inability to get the Bridgestone tires up to temperature.

The is that Ducati’s early of the Bridgestone tires created a collaboration between the two parties. a lot of input into the development Bridgestone created tires worked well with the

But as other teams and factories to switch to the Bridgestones, Ducati’s became less important, and the spec tire was introduced, the from Ducati became one of the many data sources Bridgestone used to develop the With data from Japanese factories using a aluminium chassis and an engine taller and further forward in the than the Ducati, the Desmosedici’s design has become less to the Bridgestones.

This also exactly how important tires become since the introduction of the tire rule. By limiting the and construction of the available tires to two compounds (soon to be three but still), the room to modify the of the bikes using the tires has disappeared.

Right now, the key to a competitive MotoGP machine is to the characteristics of the spec Bridgestone and designing a motorcycle to suit exploiting their strengths and their weakness. This is a that Yamaha and Honda to have adapted to much quickly than Ducati

What About The GP12?

Filippo Preziosi suggested to Rossi that he could the GP12 to make it legal this year’s rules, jumped at the chance. When the GP12, Rossi felt the responded much better, and he had problems with the front he had with the 800. However, the GP11.1 (the GP12 and made legal for 2011) was at Assen, the old problems returned, still left complaining of a of feel in the front end.

How can be? How can two identical bikes, identical for the length of the connecting rods, the of the crank pins and the swept of the engines, behave so differently? The lies in the different ways in the 800 and the 1000 (or whatever capacity the happens to be) need to be ridden.

The MotoGP machines all need to as much corner speed as which means the bike is a lot of time at or near maximum This is exactly the point feedback from the front end is the ability to feel what the tire is doing. The GP12, Valentino Rossi and Nicky have said, can be ridden the torque more; corner is less crucial, and the available gives the rider more coming out of the corner.

The bike is less time on its ear, in critical zone where end feel is so crucial.

If the good is that the 1000 will be less time in its weakest the bad news is that the problem is there. The GP12 suffers a lack of front end feel as as the GP11 or GP11.1, it’s that it will be easier to around it. The new chassis, the bigger will not magically cure the ills.

The GP12 may not suffer as as the GP11, but it will still problems contending with the and the Yamaha.

Fixing The Ducati

While the world and their cousin-in-law on the Ducati’s use of carbon fiber and minimalistic subframe which as a chassis, the problem may lie elsewhere. If the are true, an aluminium twin frame could soon be on its way to the garage, possibly as early as

All of Bologna, all of Tavullia, all of the Valentino — and indeed, Nicky — fans around the will be praying that is the solution, and Rossi can start to once again. If it doesn’t, Ducati is in an even bigger than they are now.

all that I have learned in to engineers — or rather, and then shamelessly stealing ideas, for which they my eternal gratitude — problems are not fundamentally down to minimalistic chassis design, and only partially due to their use of fiber.

The concept of combining the two a small subframe made of fiber, tuned to provided flex — is basically though it clearly has a few problems. The being the feedback provided by fiber, is fundamentally and confusingly from that provided by an twin spar design.

If can learn to understand the information returned from the carbon chassis, and the engineers can design the CF to the desired feedback, then avenue could provide well worth exploring. It may offer Ducati’s best of competing, as any move to use a twin chassis leaves them of the twenty-odd years of experience the manufacturers already have.

The bigger problem, in my view, is the of the engine. It is physically large, the 90 L4 making the engine long, and the cylinder banks in awkward when packaging a racing The size and shape of the engine compromises on layout inevitable, and these compromises are what are the Ducati from generating the load in the ultra-stiff front tire, and leaving the front end of the feeling vague.

With no in the front end, neither Rossi nor Nicky Hayden nor indeed any of the satellite Ducati — can push the bike to the needed to be competitive.

Abandoning the L be the biggest step Ducati make towards becoming again. It would open up which the current layout it impossible to explore. The weight would be much more giving Rossi, Burgess and co. options to explore.

A more V or even an inline 4 layout turn around Ducati’s

Rossi vs. Ducati

Of course, means abandoning forty of history, and a layout which has part of the Ducati legend. If it to fail, Ducati would lost both its reputation as a of fast motorcycles, and sacrificed a key of its iconic brand identity. If it the question is whether the Ducatisti feel that sacrificing heritage is worth the return in

It all boils down to two simple Is Valentino Rossi’s failure on the more harmful to Rossi or to And would changing Ducati’s philosophy — potentially the iconic L configuration — Ducati’s long-term prospects than allowing Rossi to failing, and risk losing him to manufacturer?

To my mind, there is no Ducati’s exclusivity is built to a extent on sporting success. in MotoGP is simply not an option, the of all possible worlds.

If Ducati is to the strength of their own brand and especially the selling power of Rossi — they Rossi to be winning, or at least on the week in and week out. The bikes are seen as so far removed Ducati’s street machines the engine configuration — or for matter, the chassis layout is irrelevant. Using an L twin may be a big for Ducati’s World Superbike as there they are racing the that they are trying to

But exactly how many degrees the Desmosedici GP11’s cylinders are has no on the purchasing decisions of prospective customers. Having Rossi be is. If Rossi fails, Ducati leaving them either to another rider who can ride the Desmosedici’s problems, or pull out of altogether and focus on World

That final scenario is all too Ducati has survived in MotoGP to the generosity of Marlboro’s parent Phillip Morris. Hiring Rossi is exactly the kind of coup that the tobacco loves. Having him fail is exactly the kind of thing Phillip Morris hates.

If believes the Ducati project is flawed and that Ducati is unwilling or unable to fix it, they be gone, off to find another for the promotion of their brand. Yamaha without a title and a long history with the brand, Phillip Morris have no trouble in finding partner in MotoGP.

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


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