2009 DUCATI 1098R Bayliss LE

Ducati 1098R Bayliss LE Superbike Pictures, Review and Specifications.

Ducati 1098R Bayliss LE (2009)

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DUCATI 1098R Bayliss Limited Edition Review and Specifications.

Troy Bayliss is a Ducati legend. So in celebration of his victory in the 2008 World Superbike Championship aboard the 1098 R, and the end of a career that claimed three World Championships aboard three generations of Ducati Superbike, the factory have built a 1098 R Bayliss Limited Edition.

Enjoying the same high specification as the standard ‘R’ model, the 1098 R Bayliss Limited Edition has a colour scheme designed by Aldo Drudi. Sporting the famous number ‘21’ on the pearl white nose and side-fairing number plates, the red and white paint scheme uses the dark blue background of the Australian national flag to blend beautifully along the side of the bodywork and into the unpainted carbon fibre stripe along the seat unit.

This attention to fine detail is also evident in features like the carbon lower-fairing finished in red, except for aerodynamic recess for the side-stand, which remains natural carbon fibre. A subtle ‘1098 R Bayliss Limited Edition’ graphic on the tail fairing leaves no doubt as to what this magnificent bike is.

The striking design contrasts perfectly against the 5-spoke wheels finished in matte black and additional special features like the carbon fibre heat shield on the exhaust.

The 1098 R Bayliss Limited Edition is limited to only 500 units and comes with a numbered plaque on the top fork clamp, indicating exactly where in the limited edition the motorcycle was built. The number also corresponds to a numbered commemorative desk-top plaque, beautifully encased for safe keeping and bearing the engraved signatures of Ducati Motor Holding CEO Gabriele Del Torchio and Ducati Corse triple World Superbike Champion, Troy Bayliss.

The Bayliss LE comes with a full racing exhaust system including 102dB carbon fibre mufflers by Termignoni (strictly for track use only), a dedicated ECU, branded bike cover and rear paddock stand.

Specifications

Model: Ducati Superbike 1098R Bayliss LE
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: 180.00 HP (131.4 kW)) @ 9750 RPM
Torque: 134.37 Nm (13.7 kgf-m or 99.1 ft.lbs) @ 7750 RPM
Compression: 12.8:1
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
Clutch: Dry multiplate with hydraulic control slipper clutch

Physical measures
Dry weight: 165.0 kg (363.8 pounds)
Seat height: 820 mm (32.3 inches) If adjustable, lowest setting.
Wheelbase: 1,430 mm (56.3 inches)

Chassis and dimensions
Rake (fork angle): 24.5°
Front suspension: Ohlins 43mm fully adjustable upside-down fork with TiN
Front suspension travel: 120 mm (4.7 inches)
Rear suspension: Progressive linkage with fully adjustable Ohlins TTXR monoshock with top-out spring. 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 2 lambda probes. Twin stainless steel and titanium mufflers

Speed and acceleration
Power/weight ratio: 1.0909 HP/kg

Other specifications
Fuel capacity: 15.50 litres (4.10 gallons)
Color options: Bayliss (Red/Black)

2009 DUCATI 1198 Motorcycle Review, Specifications

Ducati 1198 Superbike Pictures, Review and Specifications.

Ducati 1198 (2009)

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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)

Specifications

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)

DUCATI Desmosedici RR

Ducati Desmosedici RR Motorcycle Pictures, Review and Specifications.

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

Specifications

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.

DUCATI 848 Motorcycle (2008) Road test, specifications

Ducati 848 Motorcycle Pictures, Road Test and Specifications.

Ducati 848 (2008)

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Ducati 848 Road Test and Specifications.

When you think of hallowed Italian marque of Ducati, several glorious models come to mind, such as 750 Supersport, the iconic 916, the successful line of Monsters, and more recently the exciting 1098 superbike and Hypermotard wild thing.

But not many revere the 749, a middleweight V-Twin based on the platform of the little-loved 999, whose styling failed to ignite the passions of the Ducatisti. While a competent performer, the 749 weighed nearly as much as the 999 and wasn’t on anyone’s list of prettiest bikes.

All that’s changed with the introduction of this new 848. It not only shares the lovely shape of the wildly successful 1098, it also shames the legendary 916 in terms of horsepower output. We measured nearly 116 hp at the rear wheel. Consider that the revered Ducati 916 had a hard time cracking the 100-hp barrier, and the brawnier 998 barely topped 110 rear-wheel horsepower while weighing considerably more than this Slim-Fast-ed 848.

In general terms, this new Italian scalpel is little more than an all-new engine in the impressive 1098’s structure. Its nimble chassis and gorgeous bodywork are same-same, which is fine with us.

The noteworthy addition to this platform is a bespoke powerplant that uses a new vacuum die-casting method called Vacural which results in an engine that weighs about 7 lbs less than the old 749. The “Testastretta Evoluzione” motor uses a 94.0 x 61.2mm bore and stroke to yield 849cc. No, that’s not a typo - this continues Ducati’s disregard for its nomenclature matching the engine’s displacement: the old 749 displaced 748cc; the standard 999 was 998cc; and the 1098 has a 1099cc engine.

In conjunction with the V-Twin’s increased bore and stroke, everything else in the engine is correspondingly larger. Intake valves are up 2.5mm (39.5mm) and the exhaust’s are enlarged 1.5mm (32mm). Feeding those valves is a pair of 56mm throttle bodies that are fashioned in the contemporary F1-style elliptical shape, up from the round-port 54mm injectors from the 749.

The result is yet another sweet and torquey Twin from the Boys in Bologna, and it’s a major upgrade over the somewhat lethargic 749. Good grunt is available from low revs until it falls a bit flat around 4500 revs before a satisfying surge at 6000 rpm. From then on it continues a 10-horse-or-more advantage over the 749 all the way to its 10,900-rpm rev limiter.

We strapped our 848 on the Area P dyno and saw a peak of 115.6 hp at 10,400 rpm on their Dynojet 200i. It should be noted that these numbers were calculated using the SAE correction factor (as we use in all our testing), but it’s been typical to see upward of 120 rear-wheel horsepower from an 848 using the “STD” dyno formula. Peak torque is also impressive, topping out at 62.3 ft-lbs at 8500 rpm. In comparison, the 749 we tested in 2003 cranked out just 100.6 ponies at 9850 rpm and 56.6 ft-lbs of twist at 8450 rpm. So the 848 boasts a 15% boost in horsepower and a 10% improvement in torque in a bike that weighs three bowling balls less.

Whether it has 116 or 120 ponies, this 848 handily stands apart from the four-cylinder Japanese middleweights whether in terms of peak output or its generous spread of torque. It even out-cranks Triumph’s stellar 675cc Daytona. The new Duc, however, won’t be able to match the Trumpet’s waif-like class-leading weight. The Daytona scales in at 390 lbs without fuel, and we expect the 848 to come in around 405 tank-empty pounds (since a 1098 weighs a bit less than 420 lbs and the 848 is said to be 11 lbs lighter than its big brother).

The 848 includes all the styling elements that made the 916 so iconic. Superior engine performance, handling and braking give it a leg up.

The 848 includes all the styling elements that made the 916 so iconic. Superior engine performance, handling and braking give it a leg up.
Front and rear tailsection vents help dissipate heat from the twin undertail exhaust cans that emit a bass-drum beat John Bonham would envy.

Front and rear tailsection vents help dissipate heat from the twin undertail exhaust cans that emit a bass-drum beat John Bonham would envy.

Much has been done to reduce the 848’s mass wherever possible. Ducati says this new sporting Twin scales in about 44 lbs less than the 749, weighing in without any fluids at a claimed 369 lbs. Its frame is said to be 3.3 lbs lighter than the 749 while being 14% more rigid.

Another trio of pounds was dropped through the use of a wet-type clutch instead of Ducati’s traditional dry clutch. While hardcore Duc fans will miss the jingle-jangle of free-floating clutch plates in neutral, these new oil-bathed plates offer up much improved modulation and should also be more durable. Notable in its absence is any sort of back-torque-limiting feature as seen on nearly every modern sportbike.

An 848 rider’s ears are greeted with a healthy bark from the throbbing V-Twin. Spent fuel is fed through a 2-1-2 exhaust with dual stainless steel mufflers mounted under the seat. The huge, 57mm OD exhaust pipes are identical to those on the 1098, and the tone and volume of the stainless-steel system is mellifluous and perfect. It sounds so good in stock form that the purchase of an aftermarket pipe is a questionable necessity. However, a titanium and carbon system would benefit weight and appearance, as the stock system looks heavy and has some ugly welds, so we’re sure many 848 owners will be ogling catalogs for Termignoni and Akropovic pipes.

Clutch effort through the radial-pump master cylinder is reasonable if not light, and the hi-po Twin makes good use of its torque and street-rational shortish gearing to tractor away smartly from stoplights. Upshifts through the gears aren’t quite as graceful as the low-effort trannies of its competition, but once past second gear they are precise and relatively smooth.

Riding the 848 around town and on the freeways makes you wish you were instead on a racetrack. Its riding position is quite tight, just like the 1098’s. Despite a tallish 32.2-inch seat height, the high footpegs will cramp bigger riders. The clip-ons are mercifully not too far of a reach, but they are quite low. It’s worth mentioning that its grips are placed significantly higher than the old 916/998 series, so things could be worse ergonomically.

Air flowing over the windscreen hits a rider high in the chest area, which is helpful for taking some weight off wrists at highway speeds. Its seat is minimally padded and flows narrowly around the ultra-skinny 4.1-gallon fuel tank. And, despite a restricted sweep of the steering, the Duc’s upper fairing will crush the fingers of your right hand at full left lock.

It should come as no surprise the 848 works best on a twisty road, where its committed riding position works for you and the stylish but useless mirrors don’t work against you. The 848 feels very taut and direct. Its 24.5-degree rake angle and 97mm of trail are fairly typical sportbike numbers, but the 848 stands out for its 56.3-inch wheelbase, which is more than an inch longer than its rivals. This helps endow the bike with the kind of stability Ducatis are known for (even without a steering damper), but it comes at the cost of some agility. Hustling this Duc through a chicane takes more effort than any of its rivals in the 600cc category.

Still, the 848 is more nimble than its 750cc forebears. Marchesini has provided a new Y-spoke front wheel that is 250 grams (roughly a half pound) lighter than the hoop on the 749, which has a significant affect on steering effort and suspension reaction. The snowflake-patterned rear rim is said to be more than 2 lbs lighter than the single-sided swingarm wheel from the old 748. It’s different than the 1098’s rear wheel, being 5.5 inches wide instead of 6.0, and so it uses a 180mm tire rather than the fatter 190 on the liter-size Duc.

Suspension is provided by fully adjustable Showa components at each end. The beefy 43mm fork does without any fancy titanium-nitride or DLC coating, but its responsiveness is quite good, as is its adjustability. The three-way adjustable shock works through a trick-looking aluminum single-sided swingarm, but access to its rebound-damping adjuster is frustratingly muddled through a small hole in the swingarm that requires a long Allen wrench, preferably with a ball end so it fits the bolt head at the awkward angles the tiny opening allows.

Braking is one of the 848’s strong points. Instead of the 1098’s one-piece monobloc calipers and massive 330mm discs, which are overly abrupt in low-traction street applications, the 848 gets the job done with two-piece radial-mount calipers and 10mm-smaller rotors. They prove to be less grabby yet plenty powerful, so they’re actually preferable for street use. Exemplary feel is the result of a radial-pump master cylinder firing fluid through coated, braided stainless-steel lines.

Instrumentation is more comprehensive than most, as it’s based on the multifunction LCD gauge pack used on Ducati’s MotoGP bike. In addition to conveniences like a clock and fuel gauge, the instruments include fields for average speed, average fuel consumption, a remaining-fuel meter and a lap timer.

A rider toggles through the fields via a switch on the left handlebar. It all works well once a rider becomes accustomed to using it, but we are continually scratching our heads at why Ducati refuses to put a marked redline on its tachometers. The LCD bar graph tach on the 848 is already difficult to read at a glance, and the absence of a marked rev limit makes it even tougher to accomplish well-timed full-throttle upshifts.

Optional is the Ducati Data Analyzer (DDA), which is a clever little datalogger that hooks up easily to the bike’s ECU. It records parameters such as throttle position, vehicle speed, engine revs, temperature, distance traveled, laps and lap times. Up to 3.5 hours of data can be logged (2 MB), which can then be downloaded to a computer for analysis. Cool stuff for an extra $299.

And speaking of cool stuff, let’s take a moment here to acknowledge the 848 as a design statement. Regardless of the numerical decals stuck to the fairing, this Euro delicacy is every bit at sensuous as its elder 1098 sibling. Let’s face it: an arousing figure is something we all appreciate, especially when considering the purchase of a $13,000 Italian plaything. And if it causes appealing people to approach so they can tell you how much they like your bike, that’s never a bad thing. It’s handsome enough to even persuade a few of them to sample the perfunctory pillion accommodations, albeit only for a short while.

The 848 exhibits a measure of artistic elegance that can’t be matched by anything from Asia. While not as groundbreaking as the ’94 916, it’s a similar visage accentuated by a few more creases and flairs. It authentically hits all the styling touch-points of Tamburini’s iconic original – a pair of horizontal headlights, slender trellis frame, dual exhaust cans under the seat and the exposed rear wheel created by a single-sided swingarm – while remaining relevant in contemporary design language. And before you deem the white color scheme as too bland, you should see for yourself how nicely the metallic pearl paint pops in golden sunshine. (Make sure to check out many more of Fonz’s excellent pics in the accompanying photo gallery.)

It will be interesting to see how Team Ducati does in this upcoming season of AMA Formula Xtreme racing. It will have at least as much horsepower as the 600s and will have a healthy torque advantage, so it just might be the bike to beat for the class title. If you are racing your 848, keep that to yourself when you try to exercise Ducati’s generous two-year warranty at your dealer.

While this new Duc is much too impractical for utility-minded riders (hello, V-Strom people!), its lusty allure goes far deeper than any pragmatic criterion. Will it be $3000 faster than a 600 around a racetrack? No. But it has a romantic charm and an air of glamour that its so-called competitors will never attain. For $12,995, you might expect as much, and the 848 delivers.
(By Kevin Duke)

Specifications

Model: Ducati Superbike 848
Year: 2008
Category: Sport
Rating: 74.4 out of 100.

Engine and transmission
Displacement: 849.40 ccm (51.83 cubic inches)
Engine type: V2
Stroke: 4
Power: 134.00 HP (97.8 kW)) @ 10000 RPM
Torque: 96.00 Nm (9.8 kgf-m or 70.8 ft.lbs) @ 8250 RPM
Compression: 12.0:1
Bore x stroke: 94.0 x 61.2 mm (3.7 x 2.4 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 typefinal drive: Chain
Clutch: Wet multiplate with hydraulic control

Physical measures
Dry weight: 168.0 kg (370.4 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 frame in ALS 450
Rake (fork angle): 24.5°
Front suspension: Showa 43 mm 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: 120 mm (4.7 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 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: 0.7976 HP/kg

Other specifications
Fuel capacity: 15.50 litres (4.10 gallons)
Color options: Red - Red - Black, Pearl White - Racing Grey - Black

BIMOTA DB5 1000 motorcycle pictures

BIMOTA DB5 1000 Motorcycle Pictures, Review and Technical Information.

Bimota DB5 1000 (2006)

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Bimota DB5 1000 Motorcycle Review and Technical Information.

Forgive me, but I was sceptical about pitching up on this launch. Bimota is a fairly well-known Italian bike manufacturer but not necessarily for all the right reasons. A history stretching back as far as I do (1973, to be exact) has produced some extraordinary motorcycles including a WSB winner (piloted by American dope fiend Anthony Gobert), a couple of astonishing models which you never, ever see anywhere plus a series of bikes which made poor use of perfectly good Japanese motors. In short that – plus financial chaos – is what I know about Bimota.

Every Bimota has an extraordinary price tag and when I learnt the Bimota DB5 1000 has an RRP of £17,945 fuel was added to the already smouldering fire. It'd be easy to pull a comparison like 'you could buy two Honda CBR600RRs and some new leathers for that money', but, as usual, that's missing the point. This rare thing of beauty cares not for the easy pleasures of a Japanese sportsbike. With its saucy spec sheet and spectacular looks, the DB5 1000 is interesting in a way Jap bikes never are. And with a new, rather secretive, Swiss finance company called Novafin backing the cause, the 'will they, won't they' company from Rimini is making some bikes for a change.

Launching the Bimota DB5 1000 at Valencia's Ricardo Tormo circuit was both a good and bad idea. The circuit's twists and curves lent themselves beautifully to the DB5's strongest assets; sharp, light, neutral and easy handling making it feel almost as easy to live with as either of those two CBR600RRs. I immediately felt comfortable and the greatest pleasure of all came from letting off the brakes too early and berrying the foot pegs towards the apex in a way you can't easily manage so easily on a stock Jap bike. Ohlins kit front and rear is de rigeur for bespoke Italian curiosities like this, and it suits you to behave like that, sir.

The front sits a little high in standard set-up and the whole bike felt too soft for track use to me but both these problems can be adjusted out simply enough. For comfort I could have done with more room to sit further back. This stopped me from getting my knees and elbows fully tucked in, but generally the riding position feels OK for a sports bike and you're easily buoyed by the size of the thing. Also, the lack of anything behind your heel except the Ohlins shock and exhaust pipes, means when you're riding, all your feet feel is the pegs. With hands on the bars and arse on the minimalist seat the whole experience of riding the bike is very direct.

The Brembo brakes felt good from the off with a strong feel for the front tyre grip and even though the front suspension felt soft, hard braking didn't affect the neutral way the bike entered corners. Admittedly the Ducati Multistrada motor is never going to trouble it too much but getting on the power again is no hardship for the obscure-looking trellis frame and swing arm.

But while all that is going on you can't help notice that launching the bike at Valencia circuit was bad from the engine's point of view. Any sort of straight does nothing to promote the lacklustre performance of the Ducati engine and even in 32° Spanish sun the chances of sliding under power were as remote as a dry weekend for the Glastonbury festival. It felt flat, under-powered and was frankly pedestrian past the pit wall. Based on this impression alone I'm pushed to say Bimota might have been better off using another of Ducati's motors, like the 749's for instance, which could have matched the chassis pound for pound. The Desmodue lump may be steady and predictable, but so are diesel Peugeots.

And then there was the constant smell of oil from behind the fairing of all three bikes I rode through the day. Three laps into my second session that smell turned to a plume of blue smoke followed by a slide round the next left where I was quickly greeted by frantic marshals waving oil flags right in my face. I wasn't surprised to learn my bike had blown its guts out. Bimota technicians were quick to point out these bikes were pre-production models but a sceptic would say this is typical of an exclusive Italian bike, and you can call me sceptic if you like.

These 'pre-production' bikes were also suffering from intermittent stuttering problems around 7,000rpm (it varied on different bikes). It was a problem the Bimota dudes 'fessed-up to in the morning press conference before we even rode the bike. They say the problem is just days from being solved and certainly shouldn't affect the production bikes. I'm inclined to say they perhaps could have sorted that before they organised a press launch and if they can do it once then…

However, I don't wish to be that harsh on this useful little tool. For once I'm tempted to use the old journalist cliché, 'it should sell on looks alone'. The styling is gorgeous, fascinating and unique and I'm glad the DB5 exists for that reason. The bike is barely wider than the width of its crankcases making it feel as slender as a Ducati 749. Poke around the thing and you pick on all sorts of details; the machined aluminium yokes, footrests rear brake and footrest mountings, the separate rear wheel holder (separate from the unique, steel tube trellis swing arm) and the fork bottoms. It's easy to see why it won the design award at last year's Munich show. It's a bike which loves to be ridden round corners – a classic Italian sports bike trait. Bimota staff are adamant this bike is for people who share their clear passion for the Bimota brand. While we didn't take in any road work at this launch, I'd hazard a guess that the disappointing motor will work far better there. The dichotomy between the chassis and the engine is clear and there's no reason why an Ohlins/Brembo-shod chassis with this much poise shouldn't be ridden round a track, it'd just be a shame for the motor to hamper you as you plod down the straights.

THE FINAL ANALYSIS:

Potential buyers will want to consider how much effort they're prepared to put into buying one in the first place (there's a waiting list and Bimota only plan to make 300 bikes initially).
To my mind the DB5 is amongst such Italian lovelies as the Mondial and Benelli, while a couple of rungs further up the ladder sit Ducati and Aprilia. Each of those manufacturers has a history of financial turmoil but Bimota has more than most. New managing director Gigi Bonini assured me that, “The future is bright,” (now they have their Swiss bank account to rely on) and that, “anything is possible.” So if you're interested in Italian exotica it's probably worth considering despite other Italian sports bikes out there with smaller price tags. Personally I'd leave it a bit and see how things go.

Technical Information

Engine
The 992cc, air-cooled, twin spark motor is a Ducati stalwart which most recently features in the Multistrada. 92bhp isn't exactly setting the world on fire but Bimota claims the engine was chosen for its torque and road riding characteristics plus the slender proportions help the overall scale of the bike. At no point did they mention they got the engine at a decent price, knocked out the back of the Ducati factory gates

Chassis
The steel tube trellis frame has more than a hint of Ducati about it but looks both more complicated and more interesting. The whole thing is held together at the footrest hanger points and the end of the swingarm with machined aluminium plates that look meaty and gorgeous. Ohlins fully adjustable suspension front and rear is as you'd expect on a bike like this and as effective as it should be. USD forks are 43mm in diameter

Brakes
The 298mm floating front brake discs are slightly smaller than you might find on other sports bikes but Bimota says this is a reflection of the dimensions of the bike and its minimal weight. They are Brembo calipers however with one pad for each of the four pistons in the front calipers and one each for the twin piston rear. They are, of course, radially mounted although the conventional piston lever (as opposed to radial piston lever) seems a little out of touch

Electronics
The main ECU is the same Marelli system as you'll find on Ducati bikes with this motor, for instance the Multistrada. The rest is Bimota made and therefore not technically as good as the full Marelli system found on Ducatis. The reason? Bimota isn't a big enough manufacturer so Marelli won't supply it

Styling
Designer Sergio Robbiano, who also designed the ill-fated 500 V-Due, delivered the finished DB5 project in December 2003. The development team took less than a year to make it a reality and when it was unveiled at the 2004 Intermot show it duly won a Motorcycle Design Association award as the most 'beautiful bike of the show' in the super sport category. The air-cooled motor accounts for its skinniness (no radiator, see?). Two air intakes either side of the stacked head light cool the engine while an induction scoop under the bottom yolk feeds the airbox. The racey-looking rear end's twin pipes have a rorty note without being too loud

BIMOTA DB6 Delirio motorcycle pictures

BIMOTA DB6 Delirio Motorcycle Pictures, Review and Specifications.

Bimota DB6 Delirio (2007)

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Bimota DB6 Delirio Motorcycle Review and Specifications.

The Bimota Delirio project had been born even before its supersport counterpart, the DB5, was completed. The esthetics and function-driven design of the DB5's bare chassis did not only suggest but demanded the creation of a naked bike.

The process of designing the DB6 was bound to go far beyond just re-designing the DB5. Having identified the trellis frame, swing arm, and fork as the basis of the new motorcycle, we started all over again.

The finished design had to be distinctively different, setting the DB6 uniquely apart from all naked bikes on the market. A Bimota has always been immediately recognizable, today following the path set by Sergio Robbiano, proven by the success of the DB5, defined by low weight, esthetic proportions, and outstanding performance.

The challenge creating a naked bike is the balance between engineering necessity and design esthetics. The DB6 displays in a unique way the care that went into hiding essential functional auxiliary parts from plain view, directing attention to the most prestigious elements of the motorcycle. This process requires a radical approach positioning all functional parts, leaving no room for compromise.

Front-end, trellis frame, new bored out and lightened plates of the swing arm, as well as the passenger foot-rest supports are the most refined and exclusive parts of the new DB6.

The exhaust system of the DB6 has been completely redesigned and fitted with special silencers positioned under the seat. Tank and tank cover with fully machined lock-nut contribute to the overall aggressiveness of the DB6. Battery and fuse box are hidden by the side covers, making maintenance extremely simple. The front view of the DB6 gives the motorcycle the personality of a predator through its low positioned front light with integrated indicators.

Seating position and the ergonomics of footrests and handlebars provide the rider with the feeling of domination and absolute control. Riding the DB6 yourself, you will experience that the design of each single element is the expression of the pleasure to ride. (Press material courtesy of Bimota North America, Inc.)

Specifications

Model: Bimota DB6 Delirio
Year: 2007
Category: Naked bike
Rating: 67.6 out of 100.

Engine and transmission
Displacement: 992.00 ccm (60.53 cubic inches)
Engine type: V2
Stroke: 4
Power: 92.00 HP (67.2 kW)) @ 8500 RPM
Torque: 90.00 Nm (9.2 kgf-m or 66.4 ft.lbs) @ 4500 RPM
Bore x stroke: 94.0 x 71.5 mm (3.7 x 2.8 inches)
Fuel system: Injection
Valves per cylinder: 2
Fuel control: Desmodromic valve control
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed
Transmission typefinal drive: Chain

Physical measures
Dry weight: 170.0 kg (374.8 pounds)
Seat height: 830 mm (32.7 inches) If adjustable, lowest setting.
Wheelbase: 1,425 mm (56.1 inches)

Chassis and dimensions
Frame type: CrMo with aluminium plates
Rake (fork angle): 24.0°
Trail: 100 mm (3.9 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc. Bremo
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc. Bremo
Rear brakes diameter: 220 mm (8.7 inches)

Speed and acceleration
Power/weight ratio: 0.5412 HP/kg