The [...]]]> Ducati Racing News Flash

After a positive first two days during the final round of the 2011 MotoGP season, the Ducati Team had an unfortunate and premature end to the Valencia Grand Prix, with riders Valentino Rossi and Nicky Hayden both being taken out of the race in a Turn 1 racing incident.

The American experienced pain and swelling in his right hand following the fall, but an X-ray in the mobile clinic didn’t reveal any fractures. Rossi and Hayden finish the season seventh and eight, respectively, in the final points standings.

A post-race test will take place at the Valencia circuit on this Tuesday and Wednesday.

Valentino Rossi (Ducati Team) DNF
“There’s really nothing to say about today, other than that I’m sorry beyond measure not to have been able to put on Sic’s T-shirt for the lap of honour. It’s truly a shame. I started well and all the conditions were in our favour for having a nice race, but we were unfortunate and received no points here either. We finish the season tied with Sic, with him ahead of me in the standings. I guess that’s my tribute to him!”

Nicky Hayden (Ducati Team) DNF
“I felt some riders coming up the inside really fast as we approached Turn 1. Then something happened and it was just the domino effect—race over in the first corner. I’m okay other than my hand being pretty sore. It’s unfortunate. One of our bike’s strengths is generating heat in the tyres, and that’s what you need on a cold, wet track like this. Already on the warm-up lap, the bike felt good. It’s easy to say now, but I honestly feel like we could have put up a decent fight today and had some fun.”

Vittoriano Guareschi (Team Manager)
“Today I’m particularly sorry to have to talk about a race in which once again, we weren’t able to capitalize on our potential. In practice, both Vale and Nicky demonstrated that they were able to ride this track well in the conditions that we had for the race, but after they both started well, they really were victims of a classic first-turn crash. It happens, but it hurt Ducati worse than the others. There’s not much else to say. Now we’ll focus on the work that’s about to start for 2012.”

The final minutes, when it was time [...]]]> The qualifying session for the French Grand Prix saw Valentino Rossi and Nicky Hayden finish with the ninth- and tenth-best times, respectively. The Italian had a decent session, working well with his crew and steadily improving his bike’s setup, as well as his pace with hard tyres.

The final minutes, when it was time to mount the softer tyres, were less effective, however, because he wasn’t able to mantain the second row despite improving his performance. Nicky Hayden, who had posted the fourth-best time on Friday and was fifth-best this morning, went long in a corner during what had until then been a very fast lap, and he wasn’t subsequently able to improve.

Valentino Rossi (Ducati MotoGP Team) 9th, 1:34.206

“Naturally, we’re not happy with our position: it’s not good, because I had hoped to start from the second row. I’m pleased with the way we worked, though, as well as with how I rode, because I was finally able to ride well. We solved some problems, and we understood that other aspects of the setup weren’t going in the right direction, so we changed them.

I think this was our best qualifying session since I’ve been at Ducati, because with just a few minutes left, I was inside sixth place. Unfortunately, when the moment to use the softer tyre comes, we don’t take a big enough step, so tomorrow I’ll have to start from the third row, behind some riders who had a slower pace. We have a couple more ideas to try in the warm-up though, and if they work, we can do better in the race.

Nicky Hayden (Ducati MotoGP Team) 10th, 1:34.227

“This morning wasn’t bad, but I hoped for more in qualifying, for sure. The bike was working quite well at the pace I’ve been running, but when I tried to cut those last couple of tenths, it was moving around a lot. It’s unfortunate after being fourth yesterday and fifth this morning. I was hoping to be up a few spots, but I don’t really have a lot of excuses. I had a couple of good, clear laps, but I just didn’t put down the lap time I needed to. I’m starting tenth, and as bad as that sounds, it’s my best grid spot of the year. Anyway, tomorrow is what counts.”

After starting from the fifth [...]]]> MotoGP: Riding with characteristic grit and determination, Valentino Rossi finished the Grand Prix of Qatar in seventh place.

The Italian rider dueled with Ben Spies for sixth place as long as the strength in his still-healing shoulder allowed, and he managed to maintain a good pace to the end.

After starting from the fifth row, Nicky Hayden rode a comeback race, steadily increasing his pace and finishing ninth after a series of nice passes.

Valentino Rossi (Ducati MotoGP Team) 7th
“For sure we’re not here to get seventh-place finishes, but there are also positive things from this race, starting with the times, because we were lapping pretty quickly. I had a great start, and that was a nice feeling because the horsepower that this bike has really helps it to launch. Then I made a small error in the first turn, which is a shame because I got stuck behind Barbera for a few laps. Otherwise I would have been closer to Simoncelli and Dovizioso, since anyway there was a period when I lapped with them. I wouldn’t have beaten them though, because at the end of the race, I’m no longer able to ride like I have to.

I’m not referring to the Ducati because even last year, after I hurt my shoulder, I had the same problems in the latter parts of the races, and since the two bikes are so different, it means that it’s really a matter of me not being physically right. It’s not just that. We also have to improve the bike because the others have clearly made a step forward since last year. Still, I learned a lot in this test and in this race, and we’ve already given very specific instructions about what must be done in the long term, in order to improve for the second half of the season for example. In the near term, on the other hand, we’ll work on the setup, we’ll keep gathering experience, and I’ll continue exercising and doing everything I can to recuperate physically.”

Nicky Hayden (Ducati MotoGP Team) 9th
“I got a bad start in the race, and then when De Puniet crashed, I just about ran over him and had to come to a complete stop. I’m happy I didn’t run into him, but that was a bad break, because I was dead last with a gap to the next person. I started picking my way through, and once I got into ninth, I got into a decent rhythm and started doing my pace. I was trying to catch Edwards because I thought it would’ve been nice to have a last-lap race with him, but I didn’t quite get to him. It’s been a tough weekend for me on and off the track, but everybody around here is working to the maximum. They’re the first ones in and the last ones out. I can’t be happy with the ride, but I came from dead last, and my fastest lap was my last one. We’ve got a lot of work to do, but it’s just one race, and no one can say we weren’t trying.”

Record: Casey Stoner (Ducati – 2008), 1’55.153, 168.193 Km/h
Best Pole: Jorge Lorenzo (Yamaha – 2008), 1’53.927, 170.003 Km/h

Although the usual work of preparing for the Grand Prix has begun at the circuit, the entire paddock [...]]]> Press Release

MotoGP: The MotoGP World Championship will start on Thursday at Losail International Circuit, with the first free-practice sessions planned for 6:00 p.m. for the 125cc class, 6:55 p.m. for Moto2, and 7:55 for MotoGP.

Although the usual work of preparing for the Grand Prix has begun at the circuit, the entire paddock is closely following the news on the terrible moment that Japan is currently experiencing. On Tuesday, the International Motorcycling Federation made the official announcement that the Motegi Grand Prix, originally scheduled for 24 April, has been postponed to 2 October. Every member of the Ducati MotoGP Team wishes the best for the colleagues of the paddock’s sizeable Japanese contingent.

For the team and for Ducati, tomorrow is doubly important because March 17 is when Italy will celebrate the 150th anniversary of Italy’s unification. Since January, the fairings of Valentino Rossi’s and Nicky Hayden’s Ducati Desmosedici GP11s have worn the official logo created for this event: three waving Italian flags representing the three Jubilees of 1911, 1961, 2011 , a link between generations.

VALENTINO ROSSI, Ducati MotoGP Team
“For the first practice session in Qatar, we’ll start with the settings that we found on the last day of the test, because our final lap time notwithstanding, they weren’t bad. In fact, I think I could have gone faster if the strength hadn’t left my shoulder almost without warning before I had even tried the soft tires. The race weekend has sessions of 45 minutes and one hour, so it should be easier from that point of view. Naturally, my shoulder isn’t the only issue: if we want to have a good race, we know that in addition to me being physically ready, we’ll have to find some solutions that will help us be faster and improve our pace. In any event, the debut with Ducati brings a lot of motivation, and Sunday will definitely be very emotional. A greeting to all the Italians who will be celebrating the 150th year of Italy’s unification tomorrow: we know there are a lot of you supporting us, and although we probably won’t yet be at our best by Sunday, we’ll give it our best effort. I’m also thinking of everyone in Japan who is living through this very difficult moment. What happened is truly frightening, but Japan’s people are very strong and capable of reacting. We’re all behind you.”

NICKY HAYDEN, Ducati MotoGP Team
“Well, it’s time to go racing now! We obviously wouldn’t have minded a bit more testing, but I’m looking forward to starting another season. We’ll have four days here for the race weekend, so there’s still time to check some more options. During the test, there were parts of the track where I was pretty fast, and a couple of long, fast corners where I was losing a pretty good chunk of time. Our focus will be to try and get the bike to steer a bit better through those spots. Hopefully as the track gets cleaned up more, it will help us a bit more than some of the others. Everyone is really tight on times, and I think that’s pretty cool. I like how competitive it is, and we know it’s going to be like that all season. Finally, I’d like to let everyone in Japan know the world is with them in this difficult time. I’ve worked with many Japanese companies over the years, so I have a lot of friends and fans there. Stay strong; we’re thinking of you”.

VITTORIANO GUARESCHI, Team Manager

“Tomorrow, practice starts for the Grand Prix, and we’ll try to apply everything we’ve learned during winter testing. With Valentino, we weren’t able to completely use all of the days at our disposal, and because of that, we still haven’t found all the solutions for an optimal setup for him. He still won’t be at 100% physically for a couple more months, but we know that when the starting light goes off, he’ll give everything he has and more! In the meantime, we’ll continue working without pause to improve the bike, because the others have made a lot of progress and the level is very high. Nicky is progressing and compared to Malaysia, he has found some promising solutions here in Qatar that we can work on for the race. Sunday will be very important and emotional for us and for all motorcycle racing enthusiasts—Italian and otherwise—and that gives us even more motivation and desire to do well.”

LOSAIL CIRCUIT RECORDS

Circuit Record: Casey Stoner  (Ducati – 2008), 1’55.153, 168.193 Km/h
Best Pole: Jorge Lorenzo (Yamaha – 2008), 1’53.927, 170.003 Km/h
Circuit Length: 5,380 km
MotoGP Race 2011: 22 laps (118,360 km)
MotoGP Schedule 2011 : 22:00 Local Time
Number of laps: 22
Total race distance: 118,360 km

PODIUM 2010: 1st Valentino Rossi, 2nd Jorge Lorenzo, 3rd Andrea Dovizioso
POLE 2010: Casey Stoner ( Ducati – 2010) 1’55.007 – 168.407 Km/h

DUCATI MotoGP TEAM’S BEST RESULTS AT LOSAIL
2010:  4th (Hayden)
2009:  1st  (Stoner)
2008: 1st (Stoner)
2007: 1st (Stoner)
2006: 3rd (Capirossi)
2005: 6th (Checa)
2004: DNF

DUCATI MotoGP TEAM – RIDER INFO

Age: 32 (born 16 February 1979 in Pesaro, Italy)
Residency: Tavullia (Pesaro, Italy)
Bike: Ducati MotoGP Team Desmosedici GP11
Racing Number: 46
First GP: Malaysian GP, 1996 (125cc)
GP Appearances: 240 (180xMotoGP, 30x250cc, 30x125cc)
First GP Win: Czech Republic GP, 1996 (125cc)
GP wins: 105 (79xMotoGP, 14x250c, 12x125cc)
First Pole: Czech Republic GP, 1996 (125cc)
Pole: 59 (49xMotoGP, 5x250cc, 5x125cc)
World Titles: 9 (1 x 125cc, 1 x 250cc, 1 x 500cc, 6 x MotoGP)

Rossi’s MotoGP track record at Losail
2010: Grid: 2nd; Race: 1st
2009: Grid: 2nd; Race: 2nd
2008: Grid: 7th; Race: 5th
2007: Grid: 1st; Race: 2nd
2006: Grid: 6th; Race: 1st
2005: Grid: 3rd; Race: 1st
2004: Grid: 23rd; Race: DNF

NICKY HAYDEN
Age: 29 (born 30th July 1981 in Owensboro, Kentucky, USA)
Residency: Owensboro, USA
Bike: Ducati MotoGP Team Desmosedici GP11
Number: 69
GP Appearances: 134 (134xMotoGP)
First GP: Japan, 2003 (MotoGP)
GP wins: 3 (3xMotoGP)
First GP win: USA, 2005 (MotoGP)
Pole positions: 5 (5xMotoGP)
First pole: USA, 2005 (MotoGP)
World titles: 1 (MotoGP, 2006)

Hayden’s MotoGP track record at Losail
2010: Grid: 9th; Race: 4th
2009: Grid:16th; Race: 12th
2008: Grid: 6th; Race: 10th
2007: Grid: 9th; Race: 8th
2006: Grid: 4th; Race: 2nd
2005: Grid: 8th; Race: 3rd
2004: Grid: 4th; Race: 5th

After a positive start, the progress was slower than what the team had hoped for, with Valentino Rossi and Nicky Hayden finishing the third day [...]]]> PRESS RELEASE

The Ducati MotoGP Team concluded the second Malaysian test with the knowledge that important work awaits them over the two weeks before the next outing, in Qatar.

After a positive start, the progress was slower than what the team had hoped for, with Valentino Rossi and Nicky Hayden finishing the third day 11th and 12th, respectively.

The Italian rider lost an entire day of testing, as he spent Wednesday in bed with a bad flu. Today he was back aboard the GP11, but despite hard work with his crew and lowering his best time compared to Tuesday, the necessary margin of improvement is still significant.

Nicky Hayden had similar difficulty making steps forward, despite his feeling with the bike improving steadily over the three days.

Next the team will meet with its fans on March 4 in Bologna.

After that, the riders will be back on track on March 13 and 14 at Qatar’s Losail International Circuit for the final winter test, prior to the MotoGP season opener at the same venue.

Valentino Rossi (Ducati MotoGP Team)

11th, 2:01.469 (59 laps) “We can’t be satisfied with this test because we didn’t reach our goals, which were to finish close to the top six and especially to reduce the gap to the front. Instead, we’re 1.8 seconds back, and our rhythm is also lacking. After the first day, we thought we could do it. We had started well and were able to make the bike work with the hard tyres, which is good. After that though, we didn’t take steps forward. Although we have some good ideas for the electronics that I’m optimistic will solve those problems relatively easily, I’m not as confident about the chassis setup.

We tried hard, but we haven’t yet managed it. I’m able to brake hard, but I’m still having trouble in mid-corner. It was definitely a disadvantage to only ride two days instead of three because we had to rush at the end and try many things in order to understand as much as we could. We were prepared for that possibility, but it started to drizzle, making it impossible to push. There could be some good solutions for the future, but we weren’t able to confirm them. This circuit hasn’t traditionally been favorable to the Ducati. The next test is in Qatar, where the track is different, so we’ll see if we can go faster there.”

Nicky Hayden (Ducati MotoGP Team)

12th, 2:01.469 (71 laps) “We’ve tested a lot of options over the course of this test, like different geometry and electronics. We’ve just been trying to improve the feeling and eliminate stuff that didn’t work, focusing mainly on finding a base setup that could work for this season. We’re still behind, not because of any major problem, but a combination of little details that prevented us from getting the results that we’d hoped for. I’ve got a good bike and team, and we definitely need to do better than this. We’ve got a lot more work to do, but we’ve made progress this week, and we’ve still got some options we can try at the next test. It’s going to be a competitive season, no doubt. A lot of guys are going fast and pushing hard. We’ll have to work hard to try to take full advantage of this bike’s potential. It’s been three long days, and our team—everybody from engineers to mechanics to tire guys to suspension guys—has worked really hard the whole time.”

APTC Clutch

The APTC ‘wet’ clutch gives a ‘slipper’ type action that prevents destabilizing of [...]]]> Ducati Naked essentiality 

When you choose to ride the Monster, you are not just choosing a bike, but an entire lifestyle. A desire to experience the exhilaration of naked power from an iconic motorcycle.

Ducati Monster 696 Features:

APTC Clutch

The APTC ‘wet’ clutch gives a ‘slipper’ type action that prevents destabilizing of the rear-end under aggressive down-shifting and also gives the extra benefit of a super-light feel at the lever, a great benefit in stop-start city traffic or during longer journeys.

The 21-plate oil-bath clutch (11 friction and 10 steel) represents a power-enhancing weight reduction over the ‘dry’ system as well as having a quieter operation and requiring less maintenance.

Lightweight Crankcases

The new crankcases hug the gearbox internals much closer to create a smaller and more compact outer profile and achieve considerable weight savings over previous cases.

Power & torque curves: The Monster 696 produces 80hp (58,8kW) @ 9,000rpm and 50,6lb-ft (7,0kgm) of torque @ 7,750rpm

Desmodue

The engine of the Monster 696 is the legendary Desmodue, 696cc, air cooled, Dual Spark L-Twin engine whose 80hp gives it that unmistakable Ducati sound. Developed for an incredibly flexible power delivery, the 696 Desmodromic engine provides enough torque to exit the most challenging of corners. The impressive torque, typical of the Ducati L-Twin engines, will excite with every twist of the throttle.

exhaust system

Providing a deep and rich exhaust tone within current noise and emissions regulations is no mean feat, but the Monster 696 definitely provides the L-Twin sound famous of Ducati. Its bold, high-level twin mufflers also make a striking style statement.

The exhaust system on the 696 has one Lambda probe dedicated to each cylinder, enabling precise fuelling for a smoother power delivery as well as complying with current emission regulations.

Equipment Features:

M696 ABS

For the first time since its debut, the Ducati Monster is available with ABS (anti-lock braking system).

Unlike the majority of motorcycle ABS set-ups, this system has the advantage of ensuring a more natural braking ‘feel’ for the rider.

The Monster 696 ABS is equipped with ABS, the single seat cover and the neat micro-bikini fairing.

Instrumentation

Visually simple digital instrumentation provides an array of data on command or, at a glance, just speed and revs. Information available at your fingertip include: scheduled maintenance warning, oil temperature, trip odometer, lap time, fuel reserve, warning light for low oil pressure, turn signals, over-rev warning, immobilizer and neutral warning light.

M696+

The 696+ is a factory-personalised model featuring some neat designer touches to help you stand out from the crowd. A beautiful single seat cover creates the clean look of a racing seat. The cover easily unclips to allow room for your favourite passenger while the neat micro-bikini fairing adds a custom touch to the front end.

Silencer Covers

The new silencer guards feature a longer shape and provide improved heat protection

Headlight

The triple-parabola headlight on the Monster utilises the latest optical technology and advanced construction techniques to provide an incredibly compact lighting package. In spite of its compact size, the headlight throws a broad and deep beam to provide excellent visibility and make night riding safer. Viewed from the side, its discrete silhouette mimics the radical shape of the fuel tank.

DDA Ready

The instrument display also doubles as a control panel for the activation of the Ducati Data Analyser (DDA) system, which is available as an accessory from Ducati Performance.

The bike has been built ‘system-ready’ for the data acquisition kit, which consists of special DDA software and a memory key that slots into a plug under the seat.

The same plug also doubles as the connection for a handy new battery charger available as an accessory from Ducati Performance.

Adjustable Levers

The new user-friendly brake and clutch with 4-point adjustable levers provide easy-to-reach control for all hand sizes.

LED Taillight

An LED rear light unit satisfies the minimalist, weight-saving design ethos found throughout the Monster 696. The specially designed strip of LED are enhanced by a special diffuser lens to deliver outstanding light clarity and incredible longevity.

For the Monster 1100^EVO, even the license plate light uses LED technology.

Stopwatch

The digital display is programmed with a stopwatch function that, when enabled, can be triggered by using the high-beam flash button and each recorded time stored in a memory. After your journey or track session, the times or lap times can be recalled from the memory and scrolled through by using the instrumentation buttons on the left-hand switchgear.

Chassis Features

Sachs rear suspension

At the rear, a Sachs monoshock unit with progressive linkage provide a wide spectrum of both spring and damping settings.

Aluminium Swingarm

The GP-style swingarm is chill-cast using aluminium in its most noble form. Gravity cast and heat treated, the component achieves the best mechanical characteristics as well as reduced final weight for improved handling.

Marzocchi Forks

Outstanding grip and unbeatable riding comfort are ensured by a 43 mm Marzocchi upside down stanchion fork, which provides 120 mm of suspension travel.

Ergonomics

The heavily tapered and deeply sculpted fuel tank cover allows maximum comfort and control. The narrowing of the bike’s ‘waist’ has the same effect as lowering the seat height, making it easier for more riders to get both feet flat on the floor.

The steering-lock is vastly improved with a useful 64 degrees of lock-to-lock steering travel. Incredible attention to detail has gone into maximising the effective steering-lock.

Brembo Brakes

Lightweight 3-spoke aluminium alloy wheels increase agility and reduce rider effort. The 3.50×17 front wheel wears a 120/60ZR tyre while the 4.50×17 rear wheel runs 160/60ZR rubber. By resisting the temptation to over-tyre the 696 for styling’s sake, the end result is light, predictable and confidence inspiring steering qualities at a wide range of speeds with truly outstanding stability.

Seat height

The riding position of the Monster 696 has been specifically designed to put you firmly in control. The seat height is only 770mm (30.3in), making it easier for get both feet firmly planted on the ground.

Lightweight Construction

Every carefully selected component of the Monster 696 has a net benefit to the overall light weight of the machine. The dry weight of 161kgs (355lb) has dramatic effects on not just manoeuvrability and ease of use, but also by contributing directly to increased performance, braking and acceleration.

The Concept behind the Monster 696 Naked Motorcycle

Less is Monster

The ‘less-is-more’ philosophy behind all Monsters underlines Ducati’s never-ending pursuit of genuinely compact, high performance motorcycles, but these new models have succeeded in being even more ‘pared down’ than their predecessors.

Every single component has been redesigned and redeveloped so now more than ever, form follows function. With any details detracting from the Monster concept being eliminated, ‘less-is-more’ also means ‘less-is-Monster’. Less weight plus more torque equals fun-filled riding.

Monster Story

In 1992 Ducati unveiled a new prototype that was to become an icon. Ducati’s creation awed the crowds and the world’s media of that year’s Cologne International Motorcycle show. The 900 Monster was a motorcycle that created a truly new niche – dramatically styled, minimalist in stature yet bristling with innovative engineering solutions. The Monster’s radical styling has also provided the inspiration for an entire after-market sector specialising in hot-rod parts for this legendary machine.

For this reason, rarely do you see two Monsters the same. This radical and refreshing design departure also influenced other manufacturers but, as the old adage states: imitation is the highest form of flattery… The Monster is characterised by a long and successful history, by its introduction during the years of numerous cylinders and uncountable colour options, but above all by a constant technological evolution that this year brings us to the birth of the last version: the Monster 1100^EVO, “The Ultimate Monster”.

The Hypermotard 1100EVO SP takes the whole Hypermotard concept to a new level of extreme.

Higher ground clearance, higher [...]]]> Ducati: More Hyper than ever

The 1100EVO SP takes the Hypermotard concept to a new level of extreme. Higher ground clearance, higher spec suspension, higher bars and less weight makes the SP track-ready for action.

The Hypermotard 1100EVO SP takes the whole Hypermotard concept to a new level of extreme.

Higher ground clearance, higher spec suspension, higher bars and even less weight makes the 1100EVO SP trackready for action.

When Ducati first launched the Hypermotard project they knew that there would be extreme riders out there who wanted more – they just didn’t realise there would be so many!

With a racing heritage built on direct rider feed-back and a Hypermotard category in the Italian Ducati Desmo Challenge series, Ducati’s reputation for listening to owners to improve their motorcycles has become legendary and the Hypermotard 1100EVO SP is no exception.

Extreme riders all wanted the same thing from the Hypermotard: More power, more ground clearance, more control in extreme situations, more detail and less weight. With the Hypermotard 1100EVO SP, the engineers have ticked all the boxes.

The 1100EVO SP takes the whole Hypermotard concept to a new level of extreme. Higher ground clearance, higher spec suspension, higher bars and even less weight makes the SP track-ready for action and impressive enough to wear the Ducati Corse logo.

When we first launched the Hypermotard project we knew that there would be extreme riders out there who wanted more – we just didn’t realise there would be so many! With a racing heritage built on direct rider feed-back, and two years of Hypermotard category in our Italian-based Ducati Desmo Challenge series, we’ve built a reputation for listening to owners and the new SP spec is the result.

Extreme riders all wanted the same thing from the Hypermotard: More power, more ground clearance, more control in extreme situations, more detail and less weight. Now, our engineers have ticked all the boxes with a model intended to perform on the track as well as the street.

SP suspension

Longer, black-bodied, fully adjustable 50mm Marzocchi forks have 30mm (1.2in) more travel and increase the SP’s ground clearance by 30mm (1.2in), extending the SP’s extreme cornering performance and providing a more track-oriented set-up.

Coated with a durable low friction, DLC (diamond-like carbon) black coating, the sliders enable the Hypermotard ‘SP’ to respond effortlessly to every minute variation in the tarmac, improving on its already impressive road holding.

The advanced ‘SP’ suspension is further enhanced with an Öhlins remote reservoir rear shock, renowned in racing as the ultimate performance choice. This incredible shock is fully adjustable for compression and rebound damping as well as spring preload, ensuring that the ‘SP’ is readily adaptable to every riding style and road or track it challenges.

SP brakes

With a bike as extreme as the Hypermotard 1100EVO SP, superior stopping power is fundamental, so worldclass braking performance is assured by using the same Brembo Monobloc callipers as on Ducati’s top Superbikes.

Machined from a single piece of alloy, the callipers achieve a higher rigidity and resistance to distortion during extreme braking, which not only delivers incredible braking power, but also provides an enhanced and precise ‘feel’ at the brake lever.

The twin Monobloc callipers, each with four 34mm pistons gripping 305mm discs, guarantee spectacular braking performance.

SP lightweight wheels by Marchesini

Extreme riders know that one of the best ways to improve the handling and performance of a motorcycle is to reduce its unsprung weight by upgrading to superior lightweight wheels.

Even from a distance, the 5- spoke black Marchesini wheels with red pin-striping confirm the high performance of the Hypermotard 1100EVO SP. Created from forged then machined alloy, both front and rear wheels are significantly lighter and create a lower moment of inertia and unsprung weight, resulting in improved acceleration and braking as well as quicker steering.

Mounted to the lightweight wheels are Z-rated Pirelli Diablo Supercorsa SP tyres. Designed to deliver racing performance on the road, they give great feedback, are stable under severe braking and feature a sure-footed ‘feel’ when braking or accelerating is applied at considerable lean angles.

SP extras

The Hypermotard 1100EVO SP has serrated footpegs for increased boot grip during extreme conditions and a Teflon slider under each peg for protection in extreme lean angles. Ducati include a rubber insert with the bike for riders who prefer to cover the serration for increased comfort.

To enhance control, the tapered alloy handlebars have a 20mm longer bar-riser that effectively changes the riding positioning to enable greater leverage under extreme riding conditions. The risers are finished in black along with the new Marzocchi forks, upper and lower fork clamps, footpeg carriers and pedals, exhaust guard, rear subframe and rear sprocket carrier.

A carbon fibre rear hugger is fitted as standard equipment, enhancing the SP’s already extreme image and also providing protection for the Öhlins rear suspension unit. The advanced composite is also used for the fork protectors, timing belt covers, front fender rear section and tail side covers.

SP colors

The Hypermotard 1100EVO SP is boldly finished in a choice of red-themed or white-themed Ducati Corse livery to underline its competition intention.

The white-themed livery has a white tank with thin red stripe and red Ducati graphic, contrasted with a
black knee-panel area. The headlight fairing and beak section are also white with a wide red stripe along the centre of the beak and thin black striping around the fairing section. The tailpiece is white with a wide red stripe along its centre.

The red-themed livery has a red tank with thin white stripe and white Ducati graphic, contrasted with a black knee-panel area.

The headlight fairing and beak section are also red with a wide white stripe along the center of the beak and thin white striping around the fairing section.

The tailpiece is red with a wide white stripe along its center.

Both colour schemes have red Trellis frames with black wheels and the Ducati Corse logo proudly displayed on the Hypermotard’s beak section.

Hyper data

Supplied as standard equipment on the 1100EVO SP, the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables owners to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information.

The system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times.

It also automatically calculates engine rpm and vehicle speed data, enabling it to display gear selection as an additional channel of information. At the end of a ride or track session, up to 4mb of data can be downloaded ready to compare, analyse and get an inside view of the performance of both the rider and the Hypermotard.

Engine Type [...]]]> 2011 Ducati 1198 SP Motorcycle

From experience gained on circuits all over the world comes the most exclusive, highest-ever performance 1198 SP ever: aluminium tank, Ducati Quick Shift, slipper clutch, rear Öhlins suspension with TTXR technology, 168 kg dry weight. The 1198 SP is all set for your next track challenge.

Engine Type L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled

Stunning ‘SP’ performance

The 168kg (370.3lb) (dry weight) 1198 SP creates a dream package by taking everything that the 1198 model has, including DTC, DDA and the new DQS systems, and adding top-of-the-range Öhlins suspension, lightweight chassis components, a lightweight factory team-style aluminium fuel tank and slipper clutch.

The high performance, fully adjustable 43mm Öhlins forks, which sport low friction titanium nitride-treated fork sliders, 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 suspension set-up at the rear is complemented with a fully adjustable Öhlins TTX rear shock equipped with a ride enhancing top-out spring and mounted to a single-sided swingarm for outstanding drive and traction.

The front-to-rear Öhlins package is completed with a control-enhancing adjustable steering damper.

On any sport or race bike, the most effective area to reduce weight is its ‘unsprung weight’. These are
components like tyres, brakes and wheels. Lighter wheels have a lower ‘moment of inertia’ that is
beneficial with every direction change and application of the brakes.

The 1198 SP addresses this important area by mounting 7-spoke Marchesini forged and machined wheels. 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 1198 SP weighs in at 1kg (2.2lb) less than the 2010 1198 S thanks to the beautifully made lightweight fuel tank, which also boosts the bike’s fuel capacity by 2.5 litres (0.66 US gal) to 18 litres (4.75 US gal). The tank is formed in 2mm thick aluminium, brush finished and then painted and clear-coated to create a racing stripe of natural aluminium that accentuates the factory race tank feel.

The 1198 is supplied with the Ducati Data Analysis (DDA), Ducati Traction Control (DTC) and Ducati Quick Shift (DQS) systems as standard equipment. The DDA package enables the retrieval and analysis of data collected from a previous track session or road trip and DTC monitors front and rear wheel speeds to detect rear wheel-spin under acceleration and electronically reduces engine power to restore traction. DQS allows the throttle to remain open when changing-up through the gearbox, helping to save vital seconds in the pursuit of faster lap-times.

The 2011 1198 SP is available in two colour schemes. The traditional Ducati red is now supported by a new diamond black and completed with red Trellis frames and black wheels with signature red pin-striping.

For more information on this speedy machine click here: www.ducati.com

Optional Bosch-Brembo ABS braking system

The twistgrip no longer has a throttle cable connected [...]]]> 2011 Ducati Multistrada 1200s

Ride-by-Wire

Ducati: The Ride-by-Wire (RbW) system is an electronic interface between the twistgrip and the engine which decides the ideal power response depending on the riding mode selected and according to the rider’s throttle input.

Optional Bosch-Brembo ABS braking system

The twistgrip no longer has a throttle cable connected directly to the throttle body butterflies, but instead delivers a signal to a control unit, which in turn operates the butterfly opening.

The RbW system uses three different mappings to regulate the power delivery. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery suitable for touring and 100hp with progressive delivery for city or off-road use.

Ducati Traction Control

The racing-derived Ducati Traction Control (DTC) is a highly intelligent system which acts as a filter between the rider’s right hand and the rear tyre.

Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerably increasing the bike’s active safety and performance.

The system offers eight ‘levels of sensitivity’, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight.

Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed riding modes on the Multistrada 1200.

The system uses front and rear wheel sensors to compare speed differential and sense when rear traction is being broken (wheel-spin). DTC then decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources.

The first ‘soft’ stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engine’s torque.

If the DTC software detects that the first ‘soft’ stage of system interaction is inadequate to control the wheel-spin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut.

Red lights around the circular riding mode section of the instrumentation illuminate to indicate the interaction of the DTC system. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system.

The real innovative thinking behind the DTC system is how the various range of sensitivity levels decide precisely how to react to excessive wheel-spin by understanding the bike’s exact ‘dynamic situation’. From slow mid-corner acceleration with considerable vehicle inclination to high speed corner exits while almost upright, this ‘system intelligence’ is achieved by processing a mass of data in a matter of milliseconds.

DTC levels are factory pre-set in each of the four riding modes, but can be individually customised and saved to suit the rider by accessing the set-up menu within each riding mode. A ‘Default’ option is available to easily return all settings to factory pre-sets.

Ducati Electronic Suspension by Öhlins

The ‘S’ version of the Multistrada 1200 is equipped with the latest generation 48mm Öhlins forks featuring the innovative Ducati Electronic Suspension (DES). The new fork technology enables rebound and compression damping adjustments electronically controlled via the instrument panel. The top of the range Öhlins TTX rear monoshock is also adjusted electronically in both spring pre-load and rebound and compression damping.

The electronic suspension adjustment can be made easily by using the pre-set riding modes, which have been developed by Ducati test riders, or independent mode, which allows riders to use their own personal settings.

Adjustments made electronically send a signal that initiates electronic actuators mounted on the suspension units.

Fuel injection Mitsubishi electronic fuel injection system

In addition to the riding modes of Sport, Touring, Urban and Enduro, there is also an option to quickly

change the suspension setting to suit ‘rider only’, ‘rider with luggage’, ‘rider and passenger’ or ‘rider and passenger with luggage’.

Hands-free ignition

The Multistrada 1200 ignition is not actuated with a normal key.

Instead, an electronic key in the rider’s pocket communicates with the Multistrada when within a distance of approximately 2 metres (6.5ft), recognising the dedicated key code and automatically enabling the bike’s systems.

Pressing the key-on switch then activates all systems to ‘on’ and the engine is ready to be started.

The electronic key, which internally consists of a radio circuit, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electronic locking device can be actuated on the steering simply by applying full steering-lock and pressing the ignition-off button a second time.

For more information on this great Motorcycle click here: www.ducatiusa.com