Sunday, October 25, 2009

gambar motor DUCATI Desmosedici RR (2008)


Gambar Motor DUCATI

Ducati Desmosedici RR (2008)


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Ducati Desmosedici RR Motorcycle Review and Specifications.

It doesn’t take long to be intimidated by the outrageous Desmosedici RR. If the stratospheric $72.5K price tag doesn’t get you, the menacing mechanical cacophony upon start-up will. Observers are sucker-punched straight into the gut, and the beautiful racket portends an experience unlike any production streetbike in the world.

It’s quite incredible that a manufacturer has offered such a repli-racer to the public. The D16RR is literally a MotoGP bike built for the street. And not those scrawny 800cc prototype racers currently on the grids – we’re talking the big-gun near-liter-sized versions. As such, the RR carries a compact 989cc V-Four engine inside a version of Ducati’s trademark tubular-steel trellis frames.

The engine itself is a jewel. It features the same bore and stroke measurements (86.0mm x 42.56mm) as those on Ducati’s 2006 racebike, the D16GP6. It uses the “Twin-Pulse” firing order in which the crankpins are offset by 70 degrees (cylinders fire at 0°, 90°, 290° and 380°) to generate what Ducati terms as “soft pulse timing.”

No soft pulses are felt from the D16’s saddle – this thing snorts and sprints around a racetrack like a rampaging demon, as we found out during a few lapping sessions at Willow Springs Raceway.

Our test unit was equipped with the race ECU and exhaust system included with each Desmosedici, a no-brainer swap for the standard street exhaust. So equipped, it is said to achieve the magic 200-horsepower mark at 13,800 rpm when measured at the crankshaft. As for rear-wheel power numbers, those who have had it on a Dynojet dyno say it’s pushing nearly 180 hp. Peak crankshaft torque of 85.3 ft-lbs arrives way up at 10,500 rpm.

I was anticipating the D16RR to be high-strung, and its rumpity idle and menacing bark when revved did little to assuage those feelings. But then, despite a heavy clutch pull, the 16RR pulled out of pit lane smartly and without frantic revs, despite its light flywheel effect.

Yet this is no pussycat. Get hard on the throttle, and the D16 romps forth like a Gixxer on nitrous! It shows itself to be quite torquey but then comes on with a wicked surge past 10,000 rpm that inhales literbikes on straightaways like they are 600s. Every straight, no matter how short, becomes a passing opportunity. Vibration gets intense at high revs, putting in the mind of the rider a question: “Are you sure you want to use that much throttle?”

Yes we do!

The Desmosedici is like a barely tamed wild animal. It’s highly visceral and with an intensity that threatens to overwhelm a rider’s senses. It sounds downright angry on trailing throttle, as a 13.5:1 compression ratio threatens to skid the rear wheel if not for the racing-style slipper clutch. At neutral throttle it emits a menacing grrrrrr! that would be antithetical to anything from, say, Honda. The throttle response from the 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors is a bit snatchy, adding to the brutish impression.

The D16’s handling characteristics are similarly racerish. Its chassis geometry (24.5-degree rake, 3.8 inches of trail and 56.3-inch wheelbase) is said to be identical to the MotoGP racer, but these numbers are fairly conservative in the street-sportbike realm. So, despite the reduced gyroscopic forces from the ultra-lightweight forged-magnesium wheels and a relatively light claimed dry weight of 377 lbs, the D16RR doesn’t flick into corners as quickly as expected.

And, like other racebikes I’ve sampled, the Desmosedici proved to be sprung too stiffly for my minimal weight and talent. The suspension was made more compliant after some adjustments, but its heavy springs remained too unyielding – I could still feel the rear end topping out over bumps. Its pegs are high and very rear-set, making it surprisingly difficult to drag a knee. And the $72K price tag doesn’t encourage pitching it in with abandon! Basically, the supremely capable D16 scoffs at the abilities of mere mortals.

"Never have I ridden a machine more capable of exacerbating my ineptness than this 400-lb pit bull," said senior editor Pete Brissette after a wide-eyed session aboard the Desmo.

The Desmosedici is also unique for its specially developed Bridgestone tire combination. It uses a typical 120/70-17 front, but at the rear is a 16-inch (instead of 17) hoop on which is mounted a 200/55-16 ’Stone. Despite the intended grip enhancement of this oddball size, the D16’s devilish motor proved to be willing and able to spin up the tire exiting Willow’s sweeping Turn 9 and onto the front straight.

'...the most mind-altering aspect of the D16RR is the part when the gloriously wicked V-Four comes on cam and hurls itself into the next corner with a 14,000-rpm wail'

No matter the gear, the Desmo’ pulls ferociously and demands full attention. Shifts from the cassette-type six-speed gearbox are thankfully smooth, as info from the LCD bar-graph tach is impossible to take in during the bike’s banshees-from-hell increase of velocity. The hyper acceleration makes a rider wish for less fore-aft seating room, as there’s no bum stop in the carbon-fiber subframe to prevent a rider’s frightened ass from sliding rearward. A test rider with more skill than I saw a heady 170 mph on the 16RR’s speedometer on Willow’s shortish front straight.

Braking from such considerable speeds is ably handled by a set of Brembos that are reputedly the same as the MotoGP bikes use in wet weather. One-piece monoblock calipers put a firm but not abrupt bite on 330mm steel discs. They actually don’t feel as aggro as the 1098’s sharp front binders but are nonetheless very powerful given a strong squeeze. Corner entries are also aided by an excellent slipper clutch and stiff springs in the gas-charged Ohlins fork.

Like all Ducatis, the Desmosedici is stable when laid over on its side, but a combination of the stiff springs and the possibility of tens of thousands of dollars in damage that a simple crash might entail kept Casey Stoner-esque elbow-dragging thoughts from reaching my hands.

But the most mind-altering aspect of the D16RR is the part when the gloriously wicked V-Four comes on cam and hurls itself into the next corner with a 14,000-rpm wail. Race-prepped R1s easily fall victim to the claimed 200 horsepower on tap like krill to whales.

So, there’s a lot to like about the thrilling Desmosedici, but its big-ticket price tag doesn’t guarantee perfection. Along with the racer-stiff springs, a street rider will also be disappointed in the amount of heat given off by the 102-dB racing exhaust pipes that exit out the upper part of the rear tail constructed from ceramic carbon fiber. And, for as much as this bike costs, we might’ve expected a traction-control system like the potent 1098R’s.

On the plus side, the Desmosedici offers an unparalleled three-year warranty that includes free service. Its first major service is due at 7500 miles – we wonder how long it will take most D16 owners to pile on that many miles! Also, in addition to the race exhaust and ECU, the D16RR is also delivered with a bike cover and a track stand.

The Desmosedici RR we tested was the so-called “Team Version” that mimics the factory’s Marlboro-sponsored Corse GP bikes with its broad white fairing stripe; a team sponsor decal kit is provided with each bike. Also available is another version in the same “Rosso GP” color (a shade lighter than typical Ducati red) and white number plate on the tailsection but without the white stripe.

Sadly for trust-funders, movie stars or hedge-fund managers, all 1500 examples of the Desmosedici RR have been spoken for. If you’re lucky, you might find a potential customer who has backed out of their $5000 deposit. Otherwise, you’ll be stuck on the rollercoaster that is eBay. If you’ve got deep pockets, you won’t want to miss out on this brilliant and humbling machine that looks as good in a living room as it does on a racetrack.
By Kevin Duke

General information

Model: Ducati Desmosedici RR
Year: 2008
Category: Sport
Rating: 69.6 out of 100.

Engine and transmission
Displacement: 989.00 ccm (60.35 cubic inches)
Engine type: V4
Stroke: 4
Power: 197.26 HP (144.0 kW)) @ 13800 RPM
Torque: 116.00 Nm (11.8 kgf-m or 85.6 ft.lbs) @ 10500 RPM
Compression: 13.5:1
Bore x stroke: 86.0 x 42.6 mm (3.4 x 1.7 inches)
Fuel system: Injection
Valves per cylinder: 4
Fuel control: Desmodromic valve control
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Chain
Clutch: Dry multi-plate slipper clutch, hydraulically actuated
Physical measures
Dry weight: 171.0 kg (377.0 pounds)
Seat height: 830 mm (32.7 inches) If adjustable, lowest setting.
Wheelbase: 1,430 mm (56.3 inches)

Chassis and dimensions
Frame type: Tubular steel Trellis hybrid
Rake (fork angle): 23.5°
Front suspension: Ohlins FG353P forks 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders
Front suspension travel: 120 mm (4.7 inches)
Rear suspension: Ohlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment. Aluminium swingarm.
Rear suspension travel: 120 mm (4.7 inches)
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 200/55-16
Front brakes: Double disc
Front brakes diameter: 330 mm (13.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)
Exhaust system: ‘4 into 2 into 1’vertical exit exhaust/silencer

Speed and acceleration
Power/weight ratio: 1.1536 HP/kg

Other specifications
Fuel capacity: 15.00 litres (3.96 gallons)
Color options: Rosso GP - GP red - Black, Red with white stripe - GP Red - Black
Comments: Single seat version available.


gambar motor Ducati 1198 (2009)


Gambar Motor DUCATI


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Ducati 1198 Motorcycle Review and Specifications.

What follows are details, few if any that have been published, about Ducati’s recently announced 1198 and 1198S, the next evolutionary phase of the Ducati 1098 superbike. Look for a soon-coming first-hand ride report from Pete Brissette as he attends the world launch of the 1198 at the Autodromo Internacional Algarve in Portimao, Portugal.

Bologna, Italy-based bike maker Ducati had been enjoying the success of its magnificent 1098 and 1098S superbikes for a couple of years before it announced the limited production run of 1,500 units of the 200 hp $72,500 MotoGP repli-racer Desmosedici RR. Close on the heels of that bucking bronco the company unveiled the 1098R. A 1098 in name only, the 1,198cc R model was very much a turn-key World Superbike-spec motorcycle with lights.

Rumors were that Ducati “convinced” the FIM to bump displacement for liquid-cooled Twins to 1,200cc for the 2008 WSB season. The now-retired Troy Bayliss campaigned a 1098RF08 to great success for Xerox Ducati, taking the 2008 championship. The street-able 1098R was the homologation obligation for the F08.

Unveiled to the world at the beginning of this year, before the 2008 WSBK got underway, we learned that only a smattering of items separated the race bike from the consumer-available 1098R. Now, less than a year since that hero-maker came on the scene, Ducati brings us the 1198. Obvious upgrade comparisons could be made to the 1098, as it was the precursor, but we could also concentrate on examining how close the 1198 is to the 1098R. Which came first, the 160 hp 1098 chicken, or the 190 hp 1098R egg?

Right down the middle
The 1098R and 1198 both have bore and stroke of 106 x 67.9mm, nearly a 100cc bump from the 1098 (104.0mm x 64.7mm, a true 1099cc). Intake and exhaust valve diameters on the 1098 at 42 and 34mm, respectively, are smaller than on the 1198 at 43.5 and 35.5mm. The 1098R valves measure 44.3 and 36.2mm. An emerging trend, perhaps?

Compression ratios follow a similar good, gooder, goodest pattern. The 1098 squeezed fuel mixture at a ratio of 12.5:1, the new 1198 at 12.7:1 and the 1098R at 12.8:1.

Now we come to a rather interesting bit of data on the new 1198. We learned when attending the 1098R U.S. launch at Barber Motorsports Park in February of this year that Ducati clipped just less than 5 lbs (2.2kg) from the 1098’s mill by way of titanium valves and piston connecting rods, a lightened crankshaft, carbon fiber belt covers and sand-cast crankcases and cylinder heads.

According to Ducati materials obtained through subterfuge and payment in Krispy Kremes, the 1198 engine is said to weigh 3kg (6.5 lbs) less than the ol' 1098 thanks to the implementation of a vacuum die-cast process to manufacture the crankcases and the use of magnesium-alloy valve covers; there's no mention of any Ti materials.

All the minutia of the changes on the 1198 that improve over the 1098 yet don’t quite stack up to the 1098R are fine and dandy, but all you really care about is twist and go, ya?

The R model claims 180 hp at 9750 rpm, with 99 ft-lbs of torque at 7750; a big boost over the 1098’s claimed 160 hp at 9750 rpm and 90 ft-lbs at 8000 rpm. Claimed figures for the 1198 put it dead-center again with 170 hp at 9750 rpm and 97 ft-lbs at 8000 rpm. Shocker! No, not if you’ve been paying attention. For your Sunday Morning Ride trivia needs, you can explain to your buddies that a 2007 1098S (identical engine as 1098) saw dyno results of 141 hp and 80 ft-lbs. Don’t worry, we won’t tell yer mates you got the figures from us.

Areas where the 1198 benefits directly from the R is in use of its Desmosedici MotoGP-derived pistons, friction-reducing treatment to cams with 10% more lift, race-ready gearbox (more GP trickle-down) and 63.9mm elliptical fuel-injection throttle bodies –though it’s unknown whether the t-bodies use a single or twin-injector as on the R. Unfortunately there’s no mention of a slipper-clutch on the 1198. Oooo… So close!

At this juncture, frame, suspension, brakes and geometry appear unchanged from the 1098. However, the 1198 gains a redesigned headlamp good for a 1.2 lbs weight savings, and new 10-spoke forged-aluminum wheels wearing Pirelli’s grippy Diablo Supercorsas SC tires in 120 x 17 and 190 x 17 fitments.

If you owned a 1098 and grew weary of a $16,000 bike having less-than-functional mirrors, you’ll be glad you dumped the 1098, ‘cause the 1198 comes with a stem extension kit that moves them out 30mm. And, finally, the all-in-one LCD racey dash unit is now backlight by bright white LEDs, and the rpm and speed figure images have been enlarged. The 1198’s claimed wet weight is 412 lbs.

Your Italian day dream is now complete.

You like-a the S model, we gotta you S model right here… But only betta!
It wouldn’t be like Ducati if there wasn’t a dolled-up version of its most-awesomest-bike-as-it-is-already-model. The former 1098S, with its upgraded-over-Showa premium Öhlins suspension front and rear, lighter wheels and Ducati Data Analyzer (DDA), set the standard for “available equipment” for a purebred sportbike. The new 1198S is no different. Well, it’s kinda no different.

The newest S model is powered by the same L-Twin as the 1198, but it’s carried in a bronze colored frame that matches new 7-spoke Marchesini GP-replica wheels, and a carbon-fiber fender rides out front. The 1198S also gets premo Öhlins springers: a fully-adjustable 43mm USD fork and fully-adjustable shock.

The DDA is apparently larger (4mb), and now works with (don’t laugh!) Windows Vista. It can also be used to analyze the amount of DTC interaction during wheel spin. Holy Gotham on fire! Did I just say DTC, as in Ducati Traction Control? Indeedy I did.

Referred to as DTC For the Road, Ducati proclaims this is the first traction control system ever available on a production street motorcycle. It is standard on the S, integrated into its electronics package, and not an option on the 1198. From what we can tell it’s identical to the 8-level system (Level 1 least TC, Level 8 most TC) as used on the 1098R, the same TC used on Ducati’s MotoGP and World Superbike machines. DTC is easily-accessed by way of a large toggle on the left switchgear. There’s a special display area in the LCD instrument panel that indicates which setting you’re currently using.

Lastly, the S model knocks 4 lbs from the standard 1198’s clamed dry weight of 377 lbs; wet weights follow at 408 lbs vs. 412 lbs.

Exotica for a song
When the 1098R was unveiled in its near-WSBK-spec form, it seemed a better deal to me than having a GP bike with a license plate. The Desmo, in case you haven’t ridden one (and I’m guessing virtually no one reading this has) is akin to driving a NASCAR Winston Cup winner to get milk and eggs. The 1098R on the other hand offered more livable ergos, a slipper clutch and far more manageable power delivery. Though it’s race-ready, we all know it takes an inordinate amount of tuning prowess and rider talent to realize its potential. Still, a vehicle of that caliber for only $40K is incredible.

With the 1198’s engine shadowing the mill in the 1098R, and the rest of the bike lacking only the R’s top-tier Öhlins suspension (especially the shock), and oodles of carbon goodies, we could easily place the 1198 at well over $20,000. But since most of the ground work had been done by the 1098R, hopefully meaning limited tooling changes, let’s be optimistic and cross our fingers for an MSRP less than $17,000, and for the S model to be below $21,000.

With such relatively marginal differences between the 1198 and 1098R in terms of engine performance, I’ll venture the new bike is all that and a bottle of house Chianti.
(By Pete Brissette)


General Information

Model: Ducati Superbike 1198
Year: 2009
Category: Sport
Rating: 70.8 out of 100.

Engine and transmission
Displacement: 1198.40 ccm (73.13 cubic inches)
Engine type: V2
Stroke: 4
Power: 170.00 HP (124.1 kW)) @ 9750 RPM
Torque: 131.53 Nm (13.4 kgf-m or 97.0 ft.lbs) @ 8000 RPM
Compression: 12.7:1
Bore x stroke: 106.0 x 67.9 mm (4.2 x 2.7 inches)
Fuel system: Injection. Marelli electronic fuel injection, elliptical throttle bodies
Fuel control: Desmodromic valve control
Starter: Electric
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Chain
Clutch: Dry multiplate with hydraulic control

Physical measures
Dry weight: 171.0 kg (377.0 pounds)
Seat height: 820 mm (32.3 inches) If adjustable, lowest setting.
Wheelbase: 1,430 mm (56.3 inches)

Chassis and dimensions
Frame type: Tubular steel Trellis frame in ALS 450
Rake (fork angle): 24.5°
Front suspension: Showa 43mm with TiO fully adjustable upside-down fork
Front suspension travel: 127 mm (5.0 inches)
Rear suspension: Progressive linkage with fully adjustable Showa monoshock. Aluminium single-sided swingarm
Rear suspension travel: 127 mm (5.0 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 190/55-ZR17
Front brakes: Double disc
Front brakes diameter: 330 mm (13.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 245 mm (9.6 inches)
Exhaust system: Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin stainless steel mufflers


Speed and acceleration
Power/weight ratio: 0.9942 HP/kg

Other specifications
Fuel capacity: 15.50 litres (4.10 gallons)
Color options: Rosso (Nero/Grigio), Bianco perla (Nero/Grigio)


gambar motor Ducati | DUCATI MODELS |

Daftar type motor DUCATI

DUCATI Models:

Ducati 2013
DUCATI Diavel
DUCATI Diavel Dark
DUCATI Diavel Carbon
• Ducati Hypermotard 796
• Ducati Hypermotard 1100 EVO SP
• Ducati Monster 659 (Australia)
Ducati Monster 696

Ducati Monster 696 20th Anniversary
Ducati Monster 796
Ducati Monster 796 20th Anniversary
Ducati Monster 1100 EVO
Ducati Monster 1100 EVO 20th Anniversary
Ducati Monster 1100 EVO Diesel
Ducati Multistrada 1200 
Ducati Multistrada 1200S Touring
Ducati Multistrada 1200S Pikes Peak
Ducati Multistrada 1200S Granturismo
• Ducati Streetfighter 848
• Ducati Streetfighter S
• Ducati Superbike 848 EVO
• Ducati Superbike 848 EVO Dark 
• Ducati Superbike 848 EVO Corse SE
• Ducati Superbike 1199 Panigale
• Ducati Superbike 1199 Panigale S
• Ducati Superbike 1199 Panigale S Tricolore

Ducati 2012

DUCATI Diavel Carbon
DUCATI Diavel AMG Special Edition
DUCATI Hypermotard 1100 EVO
DUCATI Hypermotard 1100 EVO SP
DUCATI Hypermotard 1100 EVO SP Corse Edition
DUCATI Hypermotard 796
DUCATI Monster 1100 EVO
DUCATI Monster 796
DUCATI Monster 696
DUCATI Multistrada 1200
DUCATI Multistrada 1200S Sport
DUCATI Multistrada 1200S Touring
DUCATI Multistrada 1200S Pikes Peak
DUCATI Streetfighter 848
DUCATI Streetfighter S
DUCATI 1199 Panigale
DUCATI 1199 Panigale S
DUCATI 1199 Panigale S Tricolore
DUCATI 848 EVO
DUCATI 848 EVO Corse SE

Ducati 2010
| Hypermotard 796 | Hypermotard 1100 Evo | Monster 696 | Multistrada 1200 | Multistrada 1200S | 848 Nicky Hayden Edition | Monster 1100 | 848 | Hypermotard 1100 EVO SP | 1198R Corse SE Special Edition | 1198 S | 1198 |


Ducati 2009
| Hypermotard 1100 | Monster 696 | Monster 1100 | Multistrada 1100s | Multistrada | GT1000 | GT Touring | Streetfigther | 1098 R Bayliss LE | 1198 | 1198S | Several |

Ducati 2008
| Hypermotard 1100 | Monster 696 | Monster S2R | Monster S4R S | Monster S4R S Tricolore | Multistrada 1100 | Multistrada 1100s | GT1000 | Superbibe 1098 | 1098S | 848 | 1098R | 1198S | Desmosedici RR |

Ducati 2007
| Hypermotard | Monster S4R Testastretta | Multistrada 1100 | Sport 1000 Biposto | Sport 1000 S | 1098 |

Ducati 2006
| HM Hypermotard Concept | Monster 695 | Monster S4Rs | GT1000 | Desmosedici RR prototype |

Ducati 2005
| Monster 620 | Monster 1000 | Monster 1000S | Monster S2R | Multistrada 620 | Multistrada 1000s DS | Multistrada | Paul Smart 1000 Limited Edition | Sport 1000 | ST3 | ST4s | 749 | 749 S | 999 | 999R | 999S |

Ducati 2004
| Monster 620 | Monster 620 Single Disc | Monster 800 | Monster 1000S | Monster S4R | Multistrada 1000 DS | ST3 | ST4s ABS | 749 | 749 S | 999 | 999S | 800 | 1000 DS |

Ducati 1974
| 750 SS |

Ducati 1973
| 750 Sport |

Ducati 1972
| 750 Imola |


DUCATI Motorcycle

Ducati Motor Holding S.p.A. is a privately owned Italian motorcycle manufacturer located in Bologna, Italy. Ducati has achieved prominence in the motorcycle industry and in motorcycle racing.

In 1926, three brothers, Adriano, Marcello and Bruno Ducati, founded Societa Scientifica Radio Brevetti Ducati in Bologna to produce vacuum tubes, condensers and other radio components, becoming successful enough by 1935 to construct a new factory in the Borgo Panigale area of the city. Production was maintained during World War II, despite the Ducati factory being a repeated target for Allied bombing.

Meanwhile, at the small Turinese firm SIATA (Societa Italiana per Applicazioni Tecniche Auto-Aviatorie), Aldo Farinelli began developing a small pushrod engine for mounting on bicycles. Barely a month after the official liberation of Italy in 1944, SIATA announced its intention to sell this engine, called the "Cucciolo" (Italian for "puppy," in reference to the distinctive exhaust sound) to the public. The first Cucciolos were available alone, to be mounted on standard bicycles, by the buyer; however, businessmen soon bought the little engines in quantity, and offered complete motorized-bicycle units for sale.

In 1950, after more than 200,000 Cucciolos had been sold, in collaboration with SIATA, the Ducati firm finally offered its own Cucciolo-based motorcycle. This first Ducati motorcycle was a 60 cc bike weighing 98 lb (44 kg) with a top speed of 40 mph (64 km/h) had a 15 mm carburetor giving just under 200 mpg (85 km/L). Ducati soon dropped the Cucciolo name in favor of "55M" and "65TL".

When the market moved toward larger motorcycles, Ducati management decided to respond, making an impression at an early-1952 Milan show, introducing their 65TS cycle and Cruiser (a four-stroke motor scooter). Despite being described as the most interesting new machine at the 1952 show, the Cruiser was not a great success, and only a few thousand were made over a two-year period before the model ceased production.

In 1953, management split the company into two separate entities, Ducati Meccanica SpA and Ducati Elettronica, in acknowledgment of its diverging motorcycle and electronics product lines. Ducati Elettronica became Ducati Energia SpA in the eighties. Dr. Giuseppe Montano took over as head of Ducati Meccanica SpA and the Borgo Panigale factory was modernized with government assistance. By 1954, Ducati Meccanica SpA had increased production to 120 bikes a day.

In the 1960s, Ducati earned its place in motorcycling history by producing the then fastest 250 cc road bike available, the Mach 1.[7][8][9] In the 1970s Ducati began producing large-displacement L-twin (i.e. a 90° V-twin) motorcycles and in 1973, released an L-twin with the trademarked desmodromic valve design. In 1985, Cagiva bought Ducati and planned to rebadge Ducati motorcycles with the lesser-known Cagiva name (at least outside of Italy). By the time the purchase was completed, Cagiva kept the "Ducati" name on its motorcycles. In 1996, Texas Pacific Group bought a 51% stake in the company for US$325 million; then, in 1998, bought most of the remaining 49% to become the sole owner of Ducati. In 1999, TPG issued an IPO of Ducati stock and renamed the company Ducati Motor Holding SpA. TPG sold over 65% of its shares in Ducati, leaving TPG the majority shareholder. In December 2005, Ducati returned to Italian ownership with the sale of Texas Pacific's stake (minus one share) to Investindustrial Holdings, the investment fund of Carlo and Andrea Bonomi.

From the 1960s to the 1990s, the Spanish company MotoTrans licensed Ducati engines and produced motorcycles that, although they incorporated subtle differences, were clearly Ducati-derived. MotoTrans's most notable machine was the 250 cc 24 Horas (Spanish for 24 hours).

gambar mmotor HARLEY-DAVIDSON FLSTSB Softail Cross Bones (2008)


Gambar Motor Harley Davidson

Harley-Davidson FLSTSB Softail Cross Bones (2008)


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Harley Davidson FLSTB Softail Cross Bones (2008) review

What’s old is new again. The more things change the more they stay the same. The song remains the same, etcetera, etcetera. I’m sure I’ve used those adages and clichés before, but never did they seem truer in light of Harley-Davidson’s newest machine, the Cross Bones.

Back in January of this year, both father and son, Willie G. and Bill J. Davidson, were on hand at the infamous Viper Room on Sunset Blvd. in Hollywood, CA, to uncover, literally, the latest addition to not only the Softail line, but also to what is something of a phantom line-up. That snaky venue was the perfect setting, and likely chosen for both its dark motif and equally dark vibe, for Harley to officially announce what it calls Dark Customs. These shadowy figures are various bikes from other model platforms that all carry a common darkened theme. The Dark Customs currently are: Sportster 1200 Nightster (XL1200N), Night Rod Special (VRSCDX), Dyna Street Bob (FXDB), Fat Bob (FXDF), Night Train (FXSTB) and the Cross Bones (FLSTSB).

Most of the Dark Customs eschew the gleam and sparkle of acres of chrome and flashy paint for black-finished parts like mirrors, hand and foot controls, engine finish, headlamp nacelle, wheels, so on and so forth. If all those bits on a particular model aren’t blackened, as is the case with the shinier Night Train or Dyna Street Bob, then, at a minimum those bikes wear darker, simpler colors, often in a matte finish.

I enjoyed my time on one of the early entrants to the Darks, the Nightster, when we tested it a little over a year ago, well before the words Dark Custom were ever uttered. The Cross Bones follows the Nightster’s pattern of dark, black bits everywhere. The rear fender struts, swingarm, oil tank, round air cleaner cover, old-skool half-moon rubber-cushioned floorboards, handlebars, mirrors, turn signals, tank-mounted speedo including idiot lights, headlamp, springer front-end, front fender bracket, and laced steel wheels all have a deep black luster. About the only pieces that aren’t black are the gas cap, engine covers and dual slash-cut exhaust.

What sets the Cross Bones apart from bikes in the Softail line as well as some of the other Dark Customs is its nod to the bike-bobbing past. Mini ape-hanger rubber-mounted handlebars are an easy cue to the direction the bike’s styling is headed. The front fender is minimal; it boldly displays the chubby 5-inch wide, 16-inch Dunlop D402 tire. The rear fender follows suit as it gives plenty of exposure to the 200mm-wide (7.8”) 17-inch tire, also a D402.

Should you purchase or take a spin on this retro ride, take note. Its adjustable two-position tractor-style solo springer saddle will have you starting and ending your trip all alone. This one-man-band saddle leaves the rear fender naked, accentuating its long look. Furthering the bare and vintage appearance out back is the pseudo hardtail look that Softails emulate by using two horizontally-mounted shocks that hide underneath the bike. Rear suspension travel is in line with most of the other Softies at 4.3 inches, but the Bones’s front travel is a hair over an inch less than the other models at 3.8 inches. Capping off post-war styling is a simple paint scheme that’s tastefully accented with Von Dutch-style pinstriping.

I admire Harley-Davidson as a company for a number of reasons. One reason being that, like BMW, the company is a masterful alchemist, able to extract several bike models all from one basic platform. The basic Softail chassis is in place on the Cross Bones – save for the front end. Powering this new old bike is the same Twin Cam 96B that every bike model beginning with an F gets. The fuel-injected 45-degree air-cooled 96ci Twin is rigid mounted and counter-balanced – hence the B in its name. The venerable workhorse is matted to a six-speed gearbox.

Expecting one thing, getting another
Years ago, long before I could give two hoots about motorcycles, I was more interested in bicycle racing. In one race I learned a great life lesson. Before the race started I sized up the competitors – their gear and bikes the latest and greatest – and surmised that I was in deep doodoo. Near races’ end I had passed at least three-quarters of the field. Lesson? Preconceived notions shouldn’t see the light of day. In the case of the Cross Bones, I was dead-wrong about my suspicions that such a simple front-end and seat wouldn’t be able to provide good ride quality and performance.

The solo seat sits 30 inches off the ground and is the most comfy cruiser seat in my recent memory. It feels simply as if it had been custom made and perfectly shaped just for me. Neither freeway nor surface street miles had me fidgeting with mild numbness or soreness. Next to be struck from my list of presumptions was what I thought would be inherent discomfort and poor input response from the mini apes. To my surprise I never felt stretched too far forward and only suffered discomfort from arm pump while doing my best impersonation of a spinnaker sail when hammering down the freeway in excess of 80 mph. The rubber-mounted bars offer a good blend of comfort and functionality.

The vintage-inspired half-moon floor boards also have vibe-isolating properties courtesy of rubber tops, and offer a relaxing place to park your boots. But, the combination of their forward bias and a large boot size may create difficulty in wiggling your left foot out in a hurry from under the heel-toe shifter.

That seat I like so much is accented by a braided leather tank strap that visually connects it to a simplistic instrument console mounted on the 5-gallon tank. The console is so simple in fact that the analog speedo only reads in single and double digits with a “MPH x 10” reminder at the bottom. It’s inlayed with a tiny LCD displaying time, dual tripmeter, odo, low fuel and oil warning. The usual array of idiot lights blends inconspicuously into the console, only appearing when lit. As slick as the instrument package is, I should note that while wearing a full-face helmet I was forced to tilt my head down to see the gauges, thereby taking my eyes off the road for whatever length of time.

Putting the Cross Bones in its natural habitat of urban surface streets and fun canyon roads was the first place I realized that I expected one thing from this motorcycle and it gave me something else.

Shock and amazement! The big bobber imitator rides like a dream. The fat front and rear tire combo doesn’t hinder steering or make the bike run wide in corners. Mind the lean angles, though, as is the case with any cruiser, ground clearance is an issue. Holding a smooth continuous arc is effortless, belying the bike’s 737-lb claimed wet weight. No small feat considering, for example, that the Bones weighs a full 55 pounds more than the Night Train with fuel, etc.

Half expecting chassis flex in quicker transitioning corners, I was doubly pleased that I experienced little, if any, movement in the frame. The low-tech front provided excellent damping over just about every surface with the exception of high-speed (steep-angled) bumps. The simple spring and associated covered and chromed shock simply can’t react fast enough and with enough damping to soak up such imperfections. Otherwise, it was sufficient.

Extended freeway time may or may not be a chore depending on your chosen rate of travel. Anything above 80 mph or so can be work not only holding on against the wind, but the classic springer front end starts to resemble riding a several-hundred-pound jackhammer. Keep freeway speeds reasonable and you’ll feel as cool as you look.

Harley-Davidson may have turned back the hands of time in styling the Cross Bones, but not at the cost of forward progress in performance. This bike has a smooth, responsive ride in all but the upper reaches of the speedometer; the reliable Twin Cam 96B is plenty torquey and smooth. The six-speed transmission isn’t the slickest shifting but it engages with the reassuring ka-thunk that it’s proudly American made. The single-piston, single-rotor front brake works well, but the two-piston rear brake works better. Throttle response is good, and the note emanating from the custom-looking exhaust sounds like it just slipped under the EPA’s radar, but an observed 32 mpg should keep the agency happy.

More important than the Cross Bones’ abilities is its obvious aesthetic appeal. I often found myself passing the bike in the garage only to get caught in its hypnotic pull. I would stop and look at it and think, “Man, this is one good-looking Harley. I can’t think of anything about it I’d want to change.” The Cross Bones has become my new favorite Harley-Davidson.

Whether you’re ready to relive your past or are young and want a tie-in to motorcycling’s days gone by, the Cross Bones may be your fountain of youth. The price of admission starts at $16,795; available colors are Vivid Black, Olive Pearl, Dark Blue Pearl, Black Denim, Pewter Denim and Dark Blue Denim. (By Pete Brissette, Jun. 23, 2008)



General information

Model: Harley-Davidson FLSTSB Softail Cross Bones
Year: 2008
Category: Custom / cruiser
Rating: 66.3 out of 100.

Engine and transmission
Displacement: 1573.25 ccm (96.00 cubic inches)
Engine type: V2
Stroke: 4
Torque: 114.98 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 3100 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.3 mm (3.8 x 4.4 inches)
Fuel system: Injection. Electronic Sequential Port Fuel Injection (ESPFI)
Starter: Electric
Cooling system: Air
Gearbox: 6-speed
Transmission type final drive: Belt
Clutch: Multi-plate with diaphragm spring in oil bath

Physical measures
Dry weight: 317.5 kg (700.0 pounds)
Weight incl. oil, gas, etc: 334.3 kg (737.0 pounds)
Seat height: 767 mm (30.2 inches) If adjustable, lowest setting.
Overall length: 2,299 mm (90.5 inches)
Ground clearance: 124 mm (4.9 inches)
Wheelbase: 1,638 mm (64.5 inches)

Chassis and dimensions
Rake (fork angle): 32.0°
Front tyre dimensions: MT90-B16
Rear tyre dimensions: 200/55-R17
Front brakes: Single disc
Rear brakes: Single disc
Exhaust system: Chrome, straight over/under shotgun, slash-cut exhaust w/ dual mufflers

Other specifications
Fuel capacity: 18.92 litres (5.00 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.35 litres (1.15 gallons)
Color options: Vivid Black, Black Denim, Pewter Denim, Dark Blue Denim, Olive Pearl, Dark Blue Pearl



gambar motor HARLEY-DAVIDSON FLHTCU Ultra Classic Electra Glide (2008)


Gambar Motor Harley Davidson

Harley-Davidson FLHTCU Ultra Classic Electra Glide (2008)


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Harley Davidson FLHTCU Ultra Classic Electra Glide (2008)

The top of the line, all wrapped up in stunning new Anniversary style. Like every Touring model, the Ultra Classic® gets the most out of a new longer-ranging six-gallon tank, with added miles of comfort in the seat plus new Brembo® brakes and our optional anti-lock (ABS) technology. Choose the Anniversary Ultra Classic® and ABS comes standard. The Touring ride is smoother than ever for 2008, thanks to a new rear Isolated Drive System (IDS). It improves ride quality by reducing drive line noise. Ultra Classic® riders get even more comfort with a full fairing and vented lowers, plus new fairing-mounted adjustable wind deflectors. There is a King Tour Pak® and GTX-nylon saddlebags. Cruise control. Harman/Kardon® Advanced Audio System and CB/Intercom. And making its own sweet music, a chromed six-speed Twin Cam 96™ engine, proudly exposed for all the world to admire.

General information

Model: Harley-Davidson FLHTCU Ultra Classic Electra Glide
Year: 2008
Category: Touring
Rating: 76.5 out of 100.

Engine and transmission
Displacement: 1573.25 ccm (96.00 cubic inches)
Engine type: V2
Stroke: 4
Torque: 125.56 Nm (12.8 kgf-m or 92.6 ft.lbs) @ 3500 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.3 mm (3.8 x 4.4 inches)
Fuel system: Injection. Electronic Sequential Port Fuel Injection (ESPFI)
Cooling system: Air
Gearbox: 6-speed
Transmission type final drive: Belt
Clutch: Multi-plate with diaphragm spring in oil bath

Physical measures
Dry weight: 369.2 kg (814.0 pounds)
Weight incl. oil, gas, etc: 386.0 kg (851.0 pounds)
Seat height: 780 mm (30.7 inches) If adjustable, lowest setting.
Overall length: 2,497 mm (98.3 inches)
Ground clearance: 130 mm (5.1 inches)
Wheelbase: 1,613 mm (63.5 inches)

Chassis and dimensions
Rake (fork angle): 26.0°
Trail: 157 mm (6.2 inches)
Front tyre dimensions: 120/70-ZR19
Rear tyre dimensions: 240/40-R18
Front brakes: Single disc. Bremo 4-piston calipers
Rear brakes: Single disc. Bremo 4-piston calipers
Exhaust system: Chrome, cross-over exhaust w/ dual mufflers and taper End Caps

Other specifications
Fuel capacity: 22.71 litres (6.00 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.35 litres (1.15 gallons)
Color options: Vivid Black, Pacific Blue Pearl, Black Pearl, White Gold Pearl, Dark Blue Pearl (New), Candy Red Sunglo (New), Two-Tone Suede Blue Pearl/Vivid Black, Two-Tone Pacific Blue Pearl/Vivid Black (New), Two-Tone White Gold Pearl/Black Pearl (New), Two-Tone Cri

Comments:
80 Watt 4-speaker advanced audio system by Harman/Kardon® with CB (prohibited by law in some countries) and intercom; vented lower fairings with storage compartments; hard saddlebags and King Tour-Pak® with brake lights, LED side lights, and 2-position adjustability; cruise control; adjustable wind deflectors; air-adjustable rear suspension.


gambar motor HARLEY-DAVIDSON XL1200N Nightster (2007)


Gambar Motor Harley Davidson

Harley-Davidson XL1200N Nightster (2007)


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Harley Davidson XL 1200N Nightster

By Toph Bocchiaro
With this year being the 50th anniversary of the H-D Sportster, we were really looking forward to what the MOCO had up its sleeve for a special anniversary-issue scoot. Reminiscent of H-D's 100th, the XL's 50th wasn't much of a celebration for a bike with such history-the limited-edition XL came bearing nothing more than some commemorative badges, stickers, and paint. Aside from the addition of EFI to the entire lineup, the Factory still had a surprise in store for the '07 Sportys. Announced about six months after the rest of the new '07 models, H-D debuted the XL 1200N, the Nightster.

For the unobservant, the Nightster might reflect just another iteration of flat paint and mixtures of medium-gray powdercoat and black. In fact, the majority of the components on this bike have been carefully designed to emanate a sinewy, asphalt-jungle ethos. One of the most significant redesigns on this bike is the chopped rear fender. In addition to the shorter rear skin, the taillight and license mount have been moved to the left side of the rear wheel. Another nice touch was integrating the brake and taillights into the rear turn signals. Up front, the black 39mm forks got fork gaiters, while the new front fender mounts received the lightening-hole treatment.

With the stitched solo seat coming in at a mere 25.3 inches from the ground, the Nightster puts the rider as close to the pavement as the 883 Low and a full inch shorter than the 1200 Low. That low seat height comes courtesy of the rock-like 11.5-inch rear shocks. Although H-D claims 2.4 inches of rear-wheel travel, riding the Nightster feels as if there's less than that. Combining the low-profile seat (which is moved forward compared to a 1200 Custom) and the mid-mount pegs makes the Nightster a compact bike. Of course, lowering any bike reduces ground clearance, too, with the front exhaust pipe touching down before the peg in right-handers.

Coming in at a dry 545 pounds, the Nightster feels lighter than that, probably due to its low center of gravity. It is an extremely nimble machine, slicing through traffic and slow-moving parking lots with ease. The rubber-mounted chassis makes a happy home for the fuel-injected 1,200cc Evo XL motor, with vibes apparent only at idle. Once moving, even at 85-mph highway cruising speeds, the black mirrors were actually usable. The new EFI worked flawlessly in temps varying from the 40s to near triple-digits, with the electronic brain taking care of cold-start duties. Turn the key, thumb the electric leg, and get the fun on.

Dunlop 401 tires wrapped around black-rimmed laced-steel rims hugged the road tightly enough to reach the roughly 30-degree lean limits on either side. Up front, a standard two-piston caliper stops well enough with help from the rear's single-piston unit. Blacked-out, low-rise handlebars, controls, and speedo keep with the dark theme of the bike while providing a comfortable riding position. Clutch effort is very manageable, as is the shifting from the well-honed XL five-speed gearbox. Our test bike came with the two-tone brilliant silver denim and black denim paint option that adds $395 to the $9,595 MSRP for a Vivid Black version. Other new two-tone color options are mirage orange pearl and vivid black, olive pearl denim and black denim, and suede blue pearl and vivid black. The denim hues are matte finishes that complement the lack of chrome very well. H-D used a satin metal treatment on the gas cap, oil dipstick, and headlamp trim ring-these little touches make a stock bike like this come off as custom.

In fact, there isn't a place on this bike that wasn't thought about and gone over. It works from an aesthetic standpoint, as well as being one heck of a fun ride. Are you going to want to tour the country on it? Probably not. But if you want to have that feeling of pure unadulterated two-wheeled fun, this bike is for you. The new breed of Sportys no longer qualifies as the paint-shakers of yesteryear. Instead, you get all the Sporty's traditional torque, agility, and attitude combined with the reliable technology of today. Stop into your local H-D dealer, or go online at www.harley-davidson.com to see more specs and colors.

General information

Model: XL 1200N Nightster
Engine/Displacement: Evo/1,200cc
Induction: ESPFI
Primary Drive: Chain
Clutch: Nine-plate, wet
Transmission: Five-speed
Final Drive: Belt
Front Brake: 11.5-inch, two-piston
Rear Brake: 11.5-inch, one-piston
Front Wheel/Size: 19x2.5
Rear Wheel/Size: 16x3
Front Tire Size: 100/90-19
Rear Tire Size: 150/80B 16
Fuel Tank capacity, gal.: 3.3
Seat Height, inches: 25.3 w/rider