Showing posts with label preview. Show all posts
Showing posts with label preview. Show all posts
Saturday, February 21, 2015
Top Ducati 1199 Panigale Preview
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| Top Ducati 1199 Panigale Preview |
As in past superbikes, “1199” is in reference to the engine displacement, while “Panigale” pays tribute to Ducati’s hometown of Borgo Panigale in Bologna.
In recognition of the importance of Ducati’s yet-to-be-unveiled 1199 Panigale, we decided to throw what we know about it into a 3-D virtual mixer and have artist Mark Tome spit out what we think it’ll look like. |
Apart from its name, details about Ducati’s new flagship are far from official, but we do know the company is putting a massive effort in the creation of this new machine. Here, then, is what we’ve gathered about the new 1199 Panigale.
The main talking point that is garnering so much interest is its frame — or rather lack thereof. Like Ducati’s MotoGP bike, the new, 1199cc V-Twin will sport a semi-monocoque chassis, which does away with a traditional frame and uses the engine as a stressed member to which the suspension is attached. The front fork will bolt to an aluminum casting in the steering-head area, which is then fastened to the engine, while the single-sided swingarm pivots inside the engine’s crankcase. The main benefit here is a significant reduction in weight.
This angle gives a clear view of the nearly-horizontal shock unit, which hinges from the rear cylinder. Swingarm length is also reported to be substantially longer than the 1198. This should provide better stability mid-corner and reduce the tendency to wheelie. |
This concept isn’t new, as Britten and Vincent have adopted similar architecture in the past, but Ducati is the first major manufacturer to break from the mold and rest its future on frameless design on a mass-produced motorcycle. The nearly horizontal shock, hinged at the rear cylinder, will be actuated via a pushrod and finger-type rocker arm from the swingarm. In fact, this entire “frameless” design is taken directly from Ducati’s MotoGP program.
Judging from the spy photos we’ve seen, the bike is going to be very compact. We see a rather lengthy swingarm which will likely be longer than the 19.3-inch unit on the 1198. This should aid in traction and cornering stability. Educated estimates put the wheelbase under 56 inches. The lines and bodywork of the 1199 Panigale are said to be the result of countless hours in the wind tunnel.
The front of the 1199 Panigale borrows many styling cues from the 1198, but its bodywork is said to be the result of numerous hours in the wind tunnel, with each crease, bend or opening having a specific purpose in the performance of the machine. |
On the engine front, the new 1199 powerplant is, in many ways, a radical departure for Ducati. It’s still a 90-degree V-Twin with desmodromic valve actuation, but that’s where the similarities end. In order for a Twin to stand a fighting chance against the inline-Fours on both the street and the track, it will need a more oversquare bore/stroke ratio. To that end, the cylinder bore is estimated to be a massive 112mm, putting its stroke at a mere 60.9mm, a whole 7mm less than the current 1198. This makes sense, as, given a set displacement, the only way to generate more power is for the engine to spin faster (forced induction excluded, of course). We expect the 1199 Panigale to rev to at least 12,000 rpm on the way to producing nearly 180 horsepower at the crankshaft. This should translate to about 160 horses at its rear wheel, which would come close to matching the peak output from four-cylinder literbikes except BMW’s stupendously powerful S1000RR, which we’ve just learned will be updated for 2012.
In order to maintain a minimal wheelbase, and to prevent the front tire from smacking the front cylinder under heavy braking, the 90-degree Twin will be tilted rearwards 10 degrees, positioning it in more of a “V” fashion rather than the traditional “L” manner with which Ducatisti are familiar.
Spy photos also suggest the 1199 has a large rear tire. A little bird tells us to expect a 200/55-17 from Pirelli. |
Inside the engine, plain bearings are said to replace ball bearings upon which the crank journals spin; this results in a stiffer crank that should eliminate crankcase failures due to axial pulsations — something that has plagued Ducati superbikes since the 851, claims Cycle World European Correspondent Bruno de Prato. The Testastretta heads, which incorporate the desmodromic valves, will ditch the belts and instead rely on a combination of chains and gears for activation.
Finally, you’ll notice the traditional under-tail exhaust is gone, replaced instead by underbelly exhausts exiting on each side of the bike. Besides looking cool, the main benefit here is mass centralization. No more toasted butt, either.
Ducati is going completely radical with the new 1199 Panigale, with little consideration to the superbikes that came before it. Case in point is the snubby tail section. The undertail exhaust layout first made famous by the 916 is no more — exhaust gasses now exit via underbelly pipes. |
On the electronics side, there’s no reason to believe the 1199 Panigale won’t be on the cutting edge here as well. Much like the 1098R was the first production motorcycle to introduce traction control in 2008, expect to see a more refined version of DTC on the Panigale. We wouldn’t be surprised to see other rider aids like launch control, wheelie control or maybe even electronically-controlled suspension, a la the Multistrada.
So far, prototype testing of the new 1199 Panigale has been conducted at the Autodromo del Mugello with factory test riders, World Superstock rider Danilo Petrucci, and Ducati’s favorite son, Troy Bayliss. Two versions of the machine — a base model and an up-spec (possibly an R or S variant, or even a Superstock-spec race bike) version — are being tested, the latter distinguishable by its Öhlins suspension.
The Ducati 1199 Panigale may not be the first motorcycle to sport a frameless design, but Ducati is definitely the largest manufacturer to put it in full production. Initial testing with prototype models seems positive, with Ducatis favorite son, Troy Bayliss, waxing poetic about it on his Twitter feed. |
So far the rumor mill has been extremely positive regarding the lap times set by these prototypes. Petrucci reportedly narrowly missed out in besting Max Biaggi’s World Superbike lap record of 1:50.8. Bayliss, meanwhile, posted a best lap of 1:52.0 and has tweeted (@TroyBaylisstic) things like, "The bike is a beast and she is on the money."
Bayliss followed up with further testing at Mugello earlier this week, and he allayed concerns about the worthiness of the aluminum monocoque frame by tweeting, “Anyone worried about the new Ducati superbike need not. Matched my best time ever in the arvo (presumably afternoon) when (the) track is a bit slower. Still early, but in street form nothing will come close.” Bayliss finished the Mugello test with a best lap of 1:51.3, a full half-second quicker than he went on the 1198.
As impressive as the new model appears to be on track, it’s no surprise that Ducati is going racing with the new bike right away. The 1199 Panigale will first compete next year in the 2012 FIM World Superstock championship with riders yet to be named (Petrucci seems like a natural choice for one of the seats), but a full assault on the World Superbike stage will have to wait until the following year. This allows the factory an extra year to develop the Panigale for the open rules of Superbike racing, while privateers and other teams currently running the 1198 can still compete with the assistance of Ducati engineers... and save up to buy what is shaping up to be the best thing since sliced ciabatta.
Many more details about the 1199 Panigale will be revealed November 7 during the EICMA trade show in Milan, Italy. Stay tuned for news about the sportbike world’s most exciting new model of 2012.
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Thursday, February 19, 2015
Top 2013 Kawasaki ZX 10R Preview
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| Top 2013 Kawasaki ZX-10R Preview |
Precious little details about the bike have been officially released, but based on information we’ve
recently gleaned, we’re able to shed some light on what we will see from Kawasaki this fall when the production bike is officially unveiled.
And yet, despite the apparent lack of visible innovation, we’re told to expect a seriously competitive liter-sized sportbike. It’s a total ground-up redesign. Rumors suggest a production version of the new 10R can lap Kawi’s Autopolis test track seconds quicker than the 2010 model.
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| Top 2013 Kawasaki ZX-10R PreviewAdd caption |
Perhaps the headlining news is that Kawi’s lawyers have allowed engineers to develop what might turn out to be a class-leading electronic rider-aid package, including multi-adjustable traction control. We’re told to expect a TC system that is better than the BMW package on the S1000RR, able to be toggled through more customizable settings. A performance-based anti-lock braking system will be optional, but a BMW-like quick-shifter won’t be part of the package. The new Ninja will have comprehensive instrumentation, including the ability to switch between street and track displays.
Speaking of the S1000RR, that’s the stunning new target Kawasaki has to aim for in this revitalized market segment. The current ZX-10R is the lowest-revving literbike (aside from the Aprilia RSV4), so we’re expecting a modest increase in max revs from 13,000 to maybe 13,500 rpm. That’s still short of the S1000’s lofty 14K rev limit, suggesting the Ninja engine’s bore is less than the massive 80mm slugs in the BMW.
From what we’ve been able to gather, the newest Ninja is expected to produce peak horsepower numbers near or in excess of 170 ponies at the rear tire. The S1000 pumps out a minimum of 170 hp.
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| Top 2013 Kawasaki ZX-10R PreviewAdd caption |
In terms of styling, it seems like the 2011 ZX-10 has the design bones that should produce the most attractive 10R yet. The shape of its bodywork is chiseled yet sleek, wrapping tightly around the mechanical bits. Large side cut-outs in the fairing add to the perception of lightness and expose the engine. A diminutive tailsection helps aid the impression of lightness.
Speaking of weight, it will be interesting to see how many ounces can be whittled away. The current 10R weighs in at 458 pounds with its tank filled, and that’s 5 more than the S1000RR and a whopping 21 pounds heavier than Honda’s CBR1000RR. The 2011 ZX will surely be lighter than the BMW, and it might even approach the CBR’s astonishingly low (437-lb) weight. Keep in mind that 20-some pounds were shed from the ZX-6R in its last redesign.
The 10R’s nose is particularly interesting. A huge centrally located ram-air duct is impossible to ignore, and it funnels cool air into a pressurized airbox via channels in the aluminum frame’s steering head. Expect some form of cat-eye headlights on either side of that gaping maw. Its sloped nose implies slippery aerodynamics, underlined by its beak that extends many inches past the front axle. A faired front fender includes leading-edge extensions for smoother flow through 180-plus mph winds.
The aluminum-beam perimeter frame appears to have abandoned Kawasaki’s over-the-engine design, looking quite conventional. This change seems to have had the side benefit of a lower fuel tank, perhaps augmented by a sub-tank partially located under the seat.
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| Top 2013 Kawasaki ZX-10R Preview |
Also of note is the Ninja’s braced aluminum swingarm. It looks like Kawi has tightened up the dimensions of the main frame to allow for a longer swingarm inside of a similar wheelbase, which is known to aid traction. The suspension is also all new, with the front end using a Showa Big Piston fork like that first seen on the 2009 ZX-6R.
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| Top 2013 Kawasaki ZX-10R Preview |
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