Ducati Monster S4RS Tricolore

Make Model	Ducati Monster S4RS Tricolore
Year	2008
Engine	Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity	998
Bore x Stroke	100 x 63.5 mm
Compression Ratio	11.4:1
Induction	Marelli electronic fuel injection, 50 mm throttle body
Ignition  /  Starting	Marelli Electronic  /  electric
Max Power	95.7 KW 130 hp @ 9500 rpm
Max Torque	10.6 kg-m 76.7 lb-ft @ 7500 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Tubular steel trellis
Front Suspension	Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, 130mm wheel travel.
Rear Suspension	Progressive linkage with fully adjustable Öhlins monoshock. Aluminium single-sided swingarm, 148mm wheel travel.
Front Brakes	2 x 320 mm discs 4 piston  calipers
Rear Brakes	Single 245 mm disc 2 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	800 mm
Dry-Weight	177 kg
Fuel Capacity	13.5 Litres
Standing ¼ Mile	11.3 sec
Top Speed	247.1  km/h

Ducati comes to India

Ducati has landed in India. So should we, really, be celebrating?

This is a question I've faced in the recent days from a number of people. And why not. A product range, spanning the stratospheric Rs 15-50 lakh price range, is nothing to be scoffed at. Even as a motorcycle enthusiast, you have to wonder if you should be investing Rs 50 lakh in a depreciating, if gorgeous asset or in property/stocks or something. More to the point still, is a Ducati 1098R, arguably the fastest, trickest Ducati money can buy right now (Desmosedici RR is formally out of production and all of that sort of thing), is a Ducati 1098R really worth, um, let's see, three R1s? Or for the that matter, two 848s and change?

But we'll come back to that in a bit. First of all, have a beer on me. That Ducati is here, with a full range, with plans for showrooms in all major cities and with the full intention of staying on is a good thing. Ducati, you have to remember is no doddering, floundering Italian company any more. Their last year was their best year so far, so on the face of it, they are in a position where they could relax, sit back, knock back some classy Chianti and congratulate themselves. They also happened to knock the entire Japanese clique off their MotoGP feet in 2007 and the tiny company (one way or another) has made it a habit of keeping everyone else embarrased in the World Superbikes paddock.

So what we have here is a significant event. Now, you could argue that Bentley/Lamborghini launching in India is insignificant. After all, how many people can really afford Rs 2 Crore cars. And I'd have to agree. Ducati is a pretty similar company in profile, actually. Not only are they a specialist manufacturer - despite the Multistrada and other oddities, they are firmly a sportsbike maker, they are also certified exotica. If the Yamaha R1 was the two-wheeled equivalent of a Nissan GT-R, the Ducati 1098, would actually be the Ferrari F430. That's sexy, exotic, powerful and not completely devoid of quirks.

But the heart of the matter is that while Lamborghini, Bentley etc are already here, Ducati is the first exotic bike maker that thinks 110 per cent duties, all manner of bureaucratic hurdles etc are all worth tackling to enter our market. They might only sell 50 bikes this year, but they are confident that those numbers will rise. Slowly, maybe, but steadily. And if Ducati thinks so, believe me, they are hardly likely to be alone in the room. You can bet your hard-earned rupee that everyone else in the room is paying attention as well. More of the same will follow, especially if Ducati pull of a coup by selling off all of their bikes before the year is out. I believe that may not be impossible. Every single exotic brand you can think of is running well ahead of their targets and I cannot see why Ducati should be any different. And yes, it is a luxury good. So just like you don't expect to use a Bentley or Patek Phillipe in daily use, Ducati owners will also use their bikes sparingly.

Again, I must remind you that when you look at the prices and shake your head, remember that Ducati is actually simply charging you government duties. If you consider the US prices for Ducati and add 114 per cent plus the dollar-rupee conversion, you'll pretty much land on Ducati's Indian price list. Which is about as fair as it can be, until duties come down, right?

Update: Since I wrote the above paragraph I found out that the Ducati 1098 (biposto) is US$14,999, which works out to about Rs 6.5 Lakh, so 114 per cent duties still pegs it at roughly Rs 15 lakh. Ducati's official tag is about Rs 25 lakh (ex-showroom, but includes VAT) for the bike... so that paragraph is not valid. Ducati is obviously aiming for the only business model that can sustain itself in the absence of bidg sales volumes – big margins. Hold on, more confusion. This site has the 1098 pegged at £11,250, which, still, is about Rs 9.5 lakh, and that's about Rs 20 lakh.... Oh dear.

Obviously, most of you, and that includes me, will not be able to afford these prices, but look at it this way. If you use a needle to make a hole in the wall, only a little of anything can cross the wall. But if you take a 70mm howitzer to the wall, many other things can also cross over. As in, if you have bikes between Rs 15-50 lakh on sale, someone is sure to realise that a gap in product offerings between Rs 95,000 to Rs 15,00,000 is an unusually large hole in a booming market. A gap like that cannot remain ignored for long.

And finally, is a Ducati 1098R really worth three R1s. Maybe if you lived right next to Monza and were dating the circuit security chief's daughter. You couldn't drive a Ferrari to work everyday even if you wanted to. A GT-R on the other hand, is very useable, if a little harder to live with than a Corolla. Which is what the R1 would turn out to be. So, if you have the cash for the 1098R, I suggest you buy an 848 (sporty, fast but not really a prima donna) or a hypermotard (fun, fast-ish, up for it, real) instead. Not only will you save a bunch of cash, you'll be far happier with them.

If there's any ambiguity left, I'll tell you this. I've looked up my family tree and there ain't no uncles lolling about in the branches, waiting to drop into graves, leaving me tons of cash to buy the 1098R with. Despite which, I'm off to buy a Bud to celebrate... Exorbitant, exotic and all of that, but atleast I can exercise my freedom to buy a Ducati when/if I had the money...

Ducati Desmosedici RR - The First Public Appearance

The Ducati Desmosedici RR made its first ever public appearance in action around the Misano Circuit at World Ducati Week 2007 on Saturday ridden by official Ducati MotoGP Team test rider, Vittoriano Guareschi.

In front of thousands of ‘Ducatisti’, the pre-series version of the highly complex L-four cylinder MotoGP replica took to the circuit for a 15 minute session to demonstrate its incredible 200hp performance and to signify the progress of the project as it approaches production. Over 170 people from 19 countries who have already placed orders for the Desmosedici RR travelled to WDW2007 to witness the public track debut of the bike that was first announced at the same event back in 2004.

Ducati Motor Holding CEO, Gabriele Del Torchio, who took time to meet some of the expectant owners, announced: "The Desmosedici RR demonstrates Ducati’s world-beating design and technological innovation and I am extremely proud to have witnessed its first public appearance in action. This is a dream motorcycle that is destined to become an icon, endorsed by the fact that so many of the world’s top sportsmen and celebrities alike have placed orders to own one. The excitement behind this project is incredible and WDW2007 has been a great opportunity to celebrate its progress."

As the world’s first true MotoGP replica, the Ducati Desmosedici RR has an impressive specification, at the heart of which beats the record-breaking 989cc L-four Desmodromic engine in twin-pulse configuration. Technical features taken directly from the racing GP6 include the sand-cast aluminium crankcases and magnesium engine covers which enclose a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch. Additional replications that contribute to the 200hp produced in standard trim are double overhead cams, actuating 4 titanium valves per cylinder, gear driven from a crankshaft which has titanium connecting rods. One feature of the Desmosedici RR which represents a unique ground-breaking design is the ‘vertical exit’ exhaust silencer, ingeniously hidden in the tail-piece.

"Today was another great milestone in Ducati's fantastic history,” said Product General Manager of Ducati Motor Holding and CEO of Ducati Corse Claudio Domenicali speaking at the WDW2007 event. "I clearly remember the press launch of the Desmosedici racing project at the 2002 Mugello GP, and the fact that we were already thinking about building a replica for the street as a tribute to our fans all around the world. This bike is for them and for their passion of Ducati. We are extremely pleased with the final result, the bike is fantastic both statically and dynamically. During my last test of the Desmosedici RR in Mugello last month I felt that the main project goal had been fully achieved. The chassis is rigid and the engine crisp just like the racing Desmosedici and this is the very essence of the project, to leave the owner with a taste of our MotoGP bike."

Orders for the limited production machine flooded in via the official Ducati dealer network as soon as the machine was unveiled at the Mugello GP in 2006. The motorcycle is now undergoing final development tests before going into production this autumn as scheduled.

Ducati Unveils 848 Superbike

The new 848 enjoys all the performance advancements of the entire Superbike family, while adding its own innovations to redefine the middleweight sport bike class.

The words ‘agile’ and ‘refined’ aptly describe the 848. At 168kg (369lbs) the 848 is an amazing 20kg (44lbs) lighter than its predecessor, and a significant 5kg (11lbs) lighter than its larger capacity brother, the 1098.

The highly advanced 848 engine uses an improved method of engine case production in which cases are vacuum die-cast formed. While providing significant weight savings of more than 3kg (6.5lbs), this method also ensures consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers 1kg (2.2lbs) less weight, a much higher service life, improved clutch feel and quiet operation.
With the first twist of the wrist, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848’s 134hp is not only 30% more powerful than its predecessor, but it provides a power-to-weight ratio even better than the potent 999.

The new engine

The new 848 Testastretta Evoluzione engine becomes the benchmark for the middleweight sportsbike category, benefitting from all the experience accumulated with the larger engine on the 1098. It successfully adopts the same design guidelines and the same compact cylinder and cylinder head layout, but introduces for the first time ever an innovative solution for the crankcase, which has been designed with a further weight reduction for this advanced engine in mind. The overall layout of this engine integrates a series of avant-guard solutions, confirming the close links with the experience of Ducati’s racing department.

The 849cc engine has bore and stroke values of 94mm and 61.2mm respectively, which produce a ratio that is only slightly inferior to the 1098 (1.54 compared with 1.61), while maintaining the highly ‘over-square’ layout typical of racing engines.

Power output is an impressive 134hp (98.5kW) at 10,000 rpm and maximum torque is 9.8kgm (96Nm) at 8250 rpm. The power and torque values confirm the high performance level of this engine, especially when compared to its predecessor, the Testastretta-engined 749.

The cylinder head has been modified in line with the characteristic bore and stroke of the engine in order to optimize the fluid dynamics of the intake (straight and plunging) and exhaust ducts and combustion chamber. The compression ratio is 12:1.

The valve angle is the same as the 1098 engine and diameter is 39.5mm for the inlet valve and 32mm for the exhaust. The technology used sees the application of a bi-metallic alloy that combines increased lightness with resistance and reliability required for these particular components. The desmodromic control system has also been designed with the weight and the inertia of the new components in mind, allowing extremely efficient valve lift during intake and exhaust phases. The excellent results achieved are confirmed by the engine’s power figures, producing outstanding performance thanks also to the use of MotoGP-derived elliptical throttle bodies, which have been fitted to the 1098 engine.

The design of a dedicated elliptical throttle body for the 848 demonstrates the attention that Borgo Panigale engineers have devoted to the development of the Superbike range. The cross-section is reduced from the 60 sq. mm of the 1098 to 56 sq. mm so as to optimize fluid dynamics at every engine speed.
Just like on the 1098, the new cylinder heads benefit from fewer components and include magnesium covers.

For the first time ever, this Testastretta Evoluzione engine sees the introduction of a special technology for the construction of the engine crankcase: Vacural casting. This is a forced vacuum die casting method that allows jet characteristics to be improved thanks to the absence of porosity, gas inclusion and oxidation. This allows extremely high measurement precision and greater ductility for aluminium alloy. Designers have been able to harness the benefits of this innovative process by redefining the shape and the wall thickness of the new crankcase by means of FEA (Finite Element Analysis) checks, which allowed the required reliability standards to be achieved, while simultaneously obtaining a significant weight saving of 3.5kg.

The 848 engine is fitted with a silent modular wet clutch, characterized by an exceptional resistance to wear that will lead to superior duration. This solution makes a useful contribution to weight saving, estimated to be around 1.6kg, which is also due to the use of a different type of clutch cover.

The high power figures achieved by this engine also come from the use of the same type of oil cooler and coolant radiator as the 1098’s engine, with an increased surface area assisted by lightweight, high flow electric fan assemblies.

Finally, the 848’s exhaust system follows the same layout and uses the same innovative technology as the 1098. The system terminates with Ducati’s trademark twin under-seat silencers, delivering the unmistakable signature sound of the big bore 90° L-Twin.
This power unit, just like all the other Ducati engines, has been designed to comply with Euro 3 exhaust emission norms.

Chassis

Trellis frame

Developed in cooperation with Ducati Corse, the 848 Trellis frame has a simplified tube layout featuring main section tubes increased in diameter from 28mm to 34mm, while being reduced in thickness from 2mm to 1.5mm. The result is a 14% increase in rigidity and a weight saving of 1.5kg (3.3lbs).

Single-sided swingarm

The 848, as all the Superbike family, is equipped with a unique single-sided swingarm. The engineers were encouraged to re-think the construction technique of this element. The solution was to produce the main operational components using individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to complete the construction into a single, beautifully engineered component.

Rear suspension

Highlighting the way in which individual components are influenced by each other, the new lightweight Trellis frame and single-sided swingarm have enabled a more compact and further weight-saving rear suspension linkage system to be used featuring separate lower pick-up points for the push-rod and suspension unit. This ‘tandem’ design effectively reduces stress around the linkage pick-up area of the Trellis frame. Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848, the same as the 1098.

Front suspension

At the front the new 848 is equipped with fully adjustable 43mm Showa forks with radial mounts. This type of front suspension is professionally track-tuned and offers superior road holding, delivers superior feedback, and helps every rider to be more confident and in control.

Control

Brembo Monobloc calipers

The 848 brake system is characterized by M4 calipers using four 32mm pistons and two radial mounted pads. Matched to the calipers are two 320mm discs and the combination of these elements achieves spectacular braking power.

Super lightweight wheels

The new 848 also benefits from lightweight Marchesini Y-shaped spoke wheels. The weight saving of 250gr achieved on the front wheel substantially reduces the moment of inertia and enhances the 848’s change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1kg compared with traditional Ducati single-sided swingarm fitments. Finally a 5.50” wheel fitted with a 180/55 tyre guarantees the maximum agility at the rear.