Nya Ducati 1199

[K B]

Precis.... en sådan vill jag ha, en 916 1994 års model. Det svarta skyddet på tanken behöver jag inte. Maila om ni har någon till salu. Nya hojen får vi kika efter om ett gäng år. Kör ju bara gammelhojar. Heja Europa! Mvh Tony

Du slutar aldrig samla du

 

[Johansson]

Lite mer info från http://cycleworld.com

Claudio Domenicali and his team dared to tread new turf when they designed a 1200cc Twin that shares only its longitudinally oriented 90-degree Vee with the present 1198. Topping the list of factors intended to set the 1199 apart from the 1198 is the massive 112mm (4.41-inch) bore. A highly oversquare bore/stroke ratio was considered mandatory for a Twin that would be able to look straight into the eyes of any four-cylinder competitor, both on the road and at the racetrack. Stroke is just 60.9mm (2.397 in.), down 7mm from that of the present 1198, for a .543:1 ratio. This engine should safely soar to nearly 12,000 rpm. To keep piston acceleration within acceptable limits, the con rods have likely retained Ducati’s traditional 124mm center-to-center measurement for a stroke-to-rod-length ratio slightly higher than 2:1.


This design doesn’t take full advantage of the shorter stroke to reduce engine length, which is critical when attempting to achieve optimal weight-distribution bias with a 90-degree V-Twin in a short-wheelbase chassis. So, the new Twin is positioned more like a “V” than the traditional “L,” with the cylinder block tilted almost 10 degrees rearward—like Moto Morini and Piaggio/Aprilia have done with their 87- and 90-degree Twins.

Crankshaft main journals now turn on large-diameter plain bearings, which replace the “angular-contact” ball bearings that had been Dr. Taglioni’s choice since I brought them to him from my aerospace studies in college. The new crankshaft is consequently much stiffer and free from the axial pulsations that caused so many crankcase failures; cases had to be patched up with every displacement increase, from the original 851 to the 1098. New Alcoa “vacural-method” castings finally solved the problem.

The crankcase is still split vertically, but now its castings include the “half cylinders.” Barrels and pistons are inserted before everything is buttoned up, and the heads are bolted on top of everything. Combustion chambers are a further evolution of the well-honed Testastretta design, but the desmo distribution is now driven by a mix of chain and gears.

To reduce weight, the engine is the main structural element of the chassis, Britten- and Vincent-style. An aluminum pyramid bolts to the top of the cylinders to solidly locate a steering head of massive diameter and the related fork. At the rear, the pivot of the single-sided swingarm is inserted into the crankcase. This layout is largely inspired by Ducati’s MotoGP experience. The swingarm actuates the shock via a pushrod and finger-type rocker arm. The shock is nearly horizontal and its front end is hinged at the rear cylinder.

When the R&D department took its new bike to the Mugello Circuit earlier this year, World Superstock racer Danilo Petrucci was clocked just a whisker slower than the unofficial 1:50.8 World Superbike record set by Max Biaggi on his factory Aprilia RSV4. Former SBK champion Troy Bayliss turned a 1:52.0. Valentino Rossi was also present at the test but did not ride the bike.

As the riding photos indicate, the new bike is more compact than the current 1198, and its major mass is concentrated forward of the half point of the bike. Using a simple (and crude) method of “visual extrapolation,” I came to the conclusion that the 1199 has a wheelbase between 55.1 and 56.3 inches, with a swingarm length of about 21.0 in.—much longer than the 1198’s 19.3-in. arm.

Another interesting and rational element of this new Ducati is its exhaust system. Manifolds featuring ample curves exit the heads and converge into a large resonator under the crankcase, from which depart two short mufflers, one on each side. This not only looks neat, it ensures an effective centralization of mass.

Depending on the trim level, the 1199 will come with either Marzocchi or Öhlins suspension. The Brembo 330mm discs and radial-mount Monobloc front-brake calipers are carried over from the 1198. Expect a curb weight around 397 pounds.

 

[Sake]

Lite mer info från http://cycleworld.com

Kul läsning

Varför ändra på en vinnande design, snygg blandning mellan 916 och 1198 på fronten. Sexig &

 

[Johansson]

A monocoque chassis and gear cam drive may not be all that is lurking inside the next generation Ducati 1199 Superbike. It is entirely possible that the radical new Ducati will feature a seamless shifting gearbox not dissimilar to the one in the Ducati GP11.1 raced by Nicky Hayden and Valentino Rossi.

http://www.ducatinewstoday.com/2011/08/ducati-1199-superbike-to-feature-seamless-transmission/

 

[Johansson]

 

[Johansson]

Bara jag som tror det kan bli en grym hoj?

http://www.cycleworld.com/2011/09/21/2012-ducati-1199-panigale-feature/

Teaser....

http://www.youtube.com/watch?v=lXMEoPl-2so&eurl

 

[Jörgen Karlsson]

Roligt att de går tillbaks till mer påkostad kamdrivning. Ska bli intressant att se kamdrivningsarrangemanget.

 

[Coola Ola]

Mer info för den som är intresserad, bl.a detaljerade bilder på kamdrivning och vevaxel:

http://thekneeslider.com/archives/2...dro-engine-over-square-design-and-huge-power/

 

[Johansson]

Mer info för den som är intresserad, bl.a detaljerade bilder på kamdrivning och vevaxel:

http://thekneeslider.com/archives/2...dro-engine-over-square-design-and-huge-power/

Dekompen var ju en bra grej, kanske nästan så det skulle varit kick också

 

[Viktor L]

Verkar vara en grym motor det där. Men med den spec:en så lär det kosta. Ska bli intressant att provköra!

 

[Harmon Rabb]

Ser fram emot att läsa de första testerna och framtida provkörning.

 

[Rylander]

kommer ducati forstsätta med 848,1098 o 1198 eller kommer dom ersättas av 1199?

 

[Comeback]

Så planen var att 2011 vinner Ducati MotoGP och 2012 erbjuds en Ducati till vanliga kunder med samma typ av ram som gjorde succé i MotoGP 2011.

 

[H4]

De flesta av ducces hojar är enligt mig fullträffar (förutom 999:an), denna lär nog inte bli ett undantag.

Nackdelen är att jag ska ju köra något annat än sporthoj i framtiden, har jag lovat mig. Hjärtat bankar nog fortfarande för sportisarna.

Lär bli hur cool som helst.

 

[Johansson]

Så planen var att 2011 vinner Ducati MotoGP och 2012 erbjuds en Ducati till vanliga kunder med samma typ av ram som gjorde succé i MotoGP 2011.

ja shit nu kommer det inte funka på bulten
Bayliss körde samma tider som med sin gamla wsbk-fabrikare

 

[PXX]

Nu finns det bilder...

http://www.asphaltandrubber.com/bikes/ducati-1199-panigale-leak/

Tydligen elektroniskt ställbara dämpare också...

 

[DesmoHellman]

Nu finns det bilder...

http://www.asphaltandrubber.com/bikes/ducati-1199-panigale-leak/

Tydligen elektroniskt ställbara dämpare också...

Ser ganska trevlig ut.

Edit: Här finns ett par till:

http://www.motographite.com/2011/11/ducati-1199-panigale-live-from-eicma.html

 

[Viktor L]

Bakdel från GSXR?

Tycker den ser riktigt läcker ut. Färgsättningen var snygg!

Blir garanterat en trevlig maskin att köra.

 

[DesmoHellman]

Italia Bike Center har fotat lite mer närgånget:

http://www.italiabikecenter.com/?page_id=44&album=2&gallery=18

 

[SGM]

...det är något fel med den runda tankprofilen och sidokåpan, ser mysko ut...i övrigt är den lilla moderiktiga baken inte fullt så fel ändå.