Ducati Luncurkan Multistrada 1200 S Pikes Peak Special Edition

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ITALIA– Dalam rangka merayakan kemenangan Greg Tracy, Ducati Inggris meluncurkan produk terbarunya yang dijuluki Multistrada 1200 S Pikes Peak Special Edition.

Mengapa diberi nama Multistrada 1200 S Pikes Peak Special Edition? Karena nama terbut di peroleh Greg Tracy yang memenangkan balapan Pikes Peak International Hill Climb 2010, di Colorado, Amerika Serikat,

Dikabarkan, Multistrada 1200 S Pikes Peak Special Edition akan hadir Mei 2010 sebagai model awal di tahun 2012, motor ini dilepas dengan harga 16.750 pound atau sekitar Rp 238 juta.

Jenis motor sport ini, meluncurkan pula replika Ducati dengan skema bergaya Ducati Corse, ditambah sepasang foot-peg di bagian penumpang dan pada bagian ban menggunkan warna hitam dengan strip merah pada lingkar velgnya.

Pikes Peak mengklaim, bahwa model terbarunya ini merupakan gabungan dari empat model yang lain, seperti Sport, Touring, Urban dan Enduro, sehingga motor ini dapat di gunakan dan beradaptas di berbagai lintasan.

Pikes Peak Internasional Hill Climb atau Race to the Clouds atau balapan ke awan,   merupakan ajang balapan mendaki ke puncak Gunung Rocky, yang berjarak 16 km barat dari Colorado Springs. Ajang balapan yang dimulai dari garis start dengan ketinggian 2.862 meter, peserta harus menempuh jarak 20 km sampai ke garis finish yang terletak di ketinggian 4.300 meter.

“Ajang balap ini di mulai pada 1916, dan hingga saat ini di jadikan balapan internasional FIA dengan memperebutkan 7 kelas kategori dari 250 sampai 1200cc,” jelas Ducati yang ingin mempertahankan gelar juaranya untuk musim ini yang akan di selenggarakan Juni 2011.

Ducati "Monster" Rossi dan Hayden

BOLOGNA,— Ducati mempunyai cara tersendiri buat mendukung kedua pebalapnya, Valentino Rossi dan Nicky Hayden, di ajang MotoGP 2011. Caranya, pabrikan sepeda motor Italia itu meluncurkan moge Monster baru. Meski model lama, tetapi tampilannya lebih segar karena mendapat sentuhan grafis ala Desmosedici GP11 yang jadi senjata andalan The Doctor (Rossi) dan Hayden.

Perbedaan utama dari model standar tentu dari desain grafis, berupa dua garis putih lurus, termasuk angka keberuntungannya, 46, yang terlukis pada tangki motor dengan warna khas kuning. Sementara pada bagian lain, praktis tak ada perubahan apa pun.

Ducati juga menjual aksesori tambahan secara terpisah, seperti tangki dengan striping khusus, fairing mikrobikini, single-seat cover, dan mudguard depan. Semuanya bisa diaplikasi langsung ke motor tanpa ubahan apa pun dalam waktu 10 menit saja. Paket tersedia untuk semua model Monster mulai dari tipe 696, 796, 1100, 1100S, dan Monster 1100EVO.

Aksesori tersebut dibanderol mulai dari yang termurah 552,34 euro (Rp 6,7 juta) di luar pajak dan sudah tersedia di dealer Ducati Eropa mulai Mei 2011.

Ducati Yakin Bisa Atasi Masalah GP11

Bos tim Ducati, Filippo Preziosi, tetap yakin mereka bisa memecahkan persoalan yang dihadapi skuadnya selama tes musim dingin ini. Harapannya, saat kompetisi MotoGP 2011 dimulai pada 20 Maret mendatang, Ducati sudah lebih kompetitif.

Memang, performa Ducati tak terlalu memuaskan selama dua tes resmi pramusim yang berlangsung di Sepang, Malaysia, pada awal dan akhir Februari ini–termasuk juga pada tes pascamusim di Valencia bulan November lalu. Valentino Rossi dan Nicky Hayden terlempar dari posisi 10 besar pada latihan terakhir di Sepang. Persoalan utama yang dihadapi ditengarai terletak pada pengesetan sasis Desmosedici GP11.

Hanya saja, Preziosi merasa apa yang diraih Ducati di Sepang bukanlah hal mutlak yang bisa dijadikan ukuran. Apalagi, pada tes resmi kedua itu Rossi tidak bisa tampil penuh selama tiga hari lantaran, di hari kedua, juara dunia tujuh kali MotoGP tersebut sakit.

"Di Malaysia kami tidak finis di sebuah posisi yang sesuai dengan target, tetapi ini juga kembali kepada faktor keberuntungan," ujar Preziosi.

"Setelah start yang menjanjikan di tes itu, Valentino malah sakit dan kehilangan satu hari penuh di trek, yang membuatnya kesulitan lagi pada hari terakhir."

Dia menegaskan, segala upaya akan dilakukan Ducati selama musim dingin ini. Mereka tak ingin jauh tertinggal dari Honda, yang begitu dominan sepanjang dua tes resmi di Sepang (1-3 Februari dan 22-24 Februari).

"Valentino, Nicky, dan semua orang di trek sudah bekerja keras dan kami melakukan hal yang sama di pabrik," ujar Preziosi.

"Kami yakin, apabila terus maju dengan level komitmen yang sama dan tetap fokus dalam tugas-tugas, kami bisa merealisasikan potensi yang kami miliki."

Pada pekan ini, Ducati akan melakukan tes selama tiga hari di Jerez untuk mengembangkan motor mereka. Pebalap Franco Battaini dipercayai mengemban tugas pengembangan tersebut.

"Berdasarkan masukan dari Valentino dan Nicky, kami melanjutkan pekerjaan secara paralel, yang tentu saja agar kami bisa konsentrasi memecahkan masalah pada tes berikutnya di Qatar," papar Preziosi mengenai program Battaini di Spanyol.

"Kami juga melanjutkan pekerjaan pada pengesetan sasis, mengumpulkan data yang akan kami kembalikan ke pabrik pada hari Senin untuk membandingkan dengan apa yang terjadi di Sepang.

Rossi: Jelek di Sepang Bukan karena Motor

Valentino Rossi tidak kecewa dengan hasil tes di sirkuit Sepang, Malaysia, (1-3/2/2011) dengan catatan waktu yang kurang baik dan berada di barisan tengah. Dia mengakui, hasil itu bukan karena tidak didukung performa Ducati Desmosedici GP11, melainkan karena bahunya belum sembuh betul.

Maka, ketika tampil di negeri jiran, The Doctor lebih mengutamakan fisiknya ketimbang kecepatan motor. "Saya sangat senang karena sebelum datang ke sini (Malaysia), saya perkirakan bisa mengitari trek sebanyak 20 atau 30 kali per hari. Ternyata, aku bisa melahap 40 lap, bahkan lebih dari 50 lap di hari terakhir," katanya.

Ketika menjajal Ducati GP11, lengan kirinya bekerja ekstra keras sehingga sangat lelah. "Tapi, aku senang karena bahuku terus membaik hari demi hari meski lambat," katanya.

Pria kelahiran Urbino, Italia, ini mengaku kehilangan waktu 0,5 atau 0,6 detik, terutama ketika mengerem dan setiap masuk tikungan. Dia mengaku masih terus coba mengenali karakter Ducati.

"Masih banyak yang harus dilakukan. Namun dibandingkan dengan saat awal tes, kami kini dekat dengan setelan yang diinginkan," ucap Rossi. Menurut dia, tak perlu mengubah karakter Desmosedici, cukup mengambil keuntungan dari karakteristik terbaik, terutama stabilitas dan mesin, serta meningkatkan area yang lain, khususnya perilaku kala di tikungan.

Rossi masih butuh ratusan kilometer membesut GP11 agar bisa mengenal lebih mendetail motornya. "Sekarang saya merasa seperti berada di rumah dengan Ducati," tutur Rossi.

Ducati 1098R dari Jepang

Gambar yang Anda lihat ini Ducati 1098R buatan Jepang? Kaget, kan? Sejak kapan Negeri Matahari dapat lisensi boleh memproduksi moge asal Italia tersebut!

Terus terang, sepeda motor ini terlahir dengan nama Yamaha Scorpio pada 2007. Berkat tangan terampil Agus Salim dari rumah modifikasi Evolution Motor Sport (EMS) di Pontianak (Kalimantan Barat), sepeda motor jenis sport itu berubah bentuk jadi moge asal Negeri Piza.

"Kebetulan punya limbah Ducati 1098R 2010 dari Amerika dan sangat eksklusif, maka saya pakai di Scorpio," ucap Agus yang dikenal sebagai pedagang limbah di Kota Khatulistiwa.

Untuk memasang kaki-kaki, menurut Agus, hal itu tidaklah susah karena seluruh rangka dibuat ulang. Dengan begitu, pemasangan pro-arm bisa langsung disesuaikan. "Kalau masih rangka asli, (kita akan) sibuk mengepaskan pegangan arm."

Agar bentuk rangka yang dibikin Agus, terutama subframe belakang, menjadi panjang dan memiliki dimensi sama dengan aslinya, ia mencarinya lewat internet. Hasilnya, duplikat bikinannya sama persis dengan Ducati 1098R.

Sementara itu, badan motor copy paste dari Ducati. "Masa kaki Ducati, tapi body-nya merek lain. Supaya benar-benar berkesan balap, model yang ditiru memang versi balap," kekehnya.

Cara pemasangan komponen pada Scorpio ini dilakukan Agus mengikuti 1098R, yakni steering dumper. Katanya, ia memakai perangkat Hayabusa 1.300. Kalau aslinya dipasang di bagian segitiga bawah upside down, maka steering damper pada Ducati yang asli itu sebetulnya berada di atas segitiga atas. "Sesuai konsep aslinya, jadi harus dipasang di atas dengan memodifikasi," papar Agus.

Yang menarik, Agus melengkapi modifikasinya itu dengan memasangkan kamera kecil di ujung buritan atas. Hasilnya seperti tunggangan pebalap Troy Bayliss di arena balap kejuaraan dunia Superbike.

Stoner Jatuh, tapi Bisa Lanjutkan Tes

Casey Stoner termasuk satu dari empat pebalap yang mengalami kecelakaan pada hari terakhir latihan resmi pertama MotoGP 2011 di Sepang, Malaysia, Kamis (3/2/2011). Pebalap Repsol Honda ini "mencium aspal" sirkuit ketika memasuki tikungan 11/12.

Namun menurut laporan resmi, pebalap Australia itu tak mendapat masalah sedikit pun. Mantan juara dunia 2007 ini bisa melanjutkan tes pra-musim tersebut, yang merupakan hari terakhir dari rangkaian latihan selama tiga hari yang dimulai 1 Februari lalu.

Jika Stoner tak apa-apa, lain halnya dengan test rider Honda, Kousuke Akiyoshi, yang mengalami benturan cukup keras ketika jatuh di tikungan 5, beberapa saat kemudian. Pria asal Jepang tersebut harus dilarikan ke medical center untuk mendapat pemeriksaan dan diperkirakan mengalami cedera pergelangan tangan.

Sebelumnya, ada dua pebalap yang lebih dulu terjatuh, yaitu jagoan Gresini Honda, Hiroshi Aoyama, dan seorang test rider.

"Honda-Ducati Punya Perbedaan Ekstrem"

Casey Stoner menegaskan, tidak mungkin bagi dia untuk membuat perbandingan antara Ducati yang terakhir dibelanya pada musim lalu dan Honda RC212V yang akan menjadi tunggangannya pada musim 2011. Menurut juara dunia 2007 tersebut, ada perbedaan yang sangat ekstrem.
Karena itu, ketika saya kembali ke Honda, semuanya terasa begitu halus dan benar-benar terasa jauh berbeda. Sulit untuk membandingkan dua motor ini karena perbedaannya begitu ekstrem
-- Casey Stoner

Stoner memutuskan pindah ke Honda pada akhir musim lalu dan telah mengikat kontrak berdurasi dua tahun dengan pabrik Jepang itu. Sebelumnya, pebalap Australia ini membela Ducati selama empat musim, dan sempat mencatatkan diri sebagai pebalap tersukses bagi tim Italia tersebut karena mampu mengembangkan mesin Desmosedici dan menyabet gelar juara dunia.

Selain itu, Stoner juga berhasil memenangi banyak seri dibandingkan dengan para pebalap lain pada era 800 cc dengan 23 kemenangan. Dia mengungguli bekas rekan-rekan setimnya, mulai dari Loris Capirossi, Marco Melandri, dan Nicky Hayden.

Dalam debutnya bersama Honda, Stoner langsung menunjukkan performa yang impresif. Pada tes pra-musim, dia tampil sangat konsisten sehingga sempat mencatatkan diri sebagai pebalap tercepat dalam satu dari tiga hari uji coba di Sepang, Malaysia.

Hanya saja, ketika diminta memberikan komentar tentang Ducati, yang akan menjadi saingan Honda, seperti yang dikatakan Valentino Rossi bahwa GP11 terasa seperti prototipe murni yang dikembangkan hanya untuk MotoGP, Stoner tak bisa menjawab. Yang pasti, pebalap berusia 24 tahun ini merasa ada perbedaan besar antara Ducati dan Honda.

Ketika ditanya mengapa dia mau pindah dari Ducati dan bergabung dengan tim rivalnya dari Jepang itu, Stoner mengatakan, "Saya memiliki sebuah rasa yang kuat ketika meninggalkan Honda pada 2006 dan pindah ke Ducati.

"Kemudian, 'apa yang sudah saya lakukan?' Saya benar-benar tidak tahu keputusan yang sudah saya ambil ketika pertama kali menunggang Ducati. Saya tidak yakin dengan rasa terhadap motor itu. Anda merasakan getaran dan pergantian gigi yang agresif, tetapi motornya juga bekerja."

"Itu menjadi sesuatu yang sangat aneh. Namun, setelah empat tahun, Anda merasa sangat nyaman dengan motor dan terbiasa."

"Karena itu, ketika saya kembali ke Honda, semuanya terasa begitu halus dan benar-benar terasa jauh berbeda. Sulit untuk membandingkan dua motor ini karena perbedaannya begitu ekstrem," urainya.

Akhir 2010 Ducati Berjaya di US

AMERIKA- Meski produksi motor Ducati bukan buatan Amerika, tetapi di Amerika Utara penjualannya meningkat di akhir 2010.

Ducati merupakan salah satu merek motor keluaran Italia, akan tetapi penjualannya di Amerika sangatlah tinggi, padahal industri Ducati saat itu sedang mengalami penurunan.

Secara khusus, sebenarnya Ducati telah mengumumkan pertumbuhan penjualan ritel delapan persen pada kuartal ketiga dan sembilan persen pada kuartal keempat tahun 2010, sedangkan industri yang telah menurun 15 persen dan 14 persen di setiap kuartalnya.

"Kami sangat puas dengan hasil Q3 dan Q4, dengan pertumbuhan yang solid dari 2009 dan pangsa pasar. Prestasi ini menandai titik balik bagi Ducati di Amerika Utara, "kata Cristiano Silei, CEO Ducati Amerika Utara.

"Kami sangat gembira tentang potensi kita untuk tahun 2011, semoga program dukungan selanjutnya di setiap dealer Ducati dapat membuahkan hasil." Tambahnya.

Selain itu, Ducati menutup tahun dengan kesuksesan di Amerika Utara, berkat sejumlah produk barunya (Hypermotard 796, hypermotard 1100EVO dan EVO SP, Monster 696 ABS, Monster 796, 848EVO Superbike, Superbike 1198S Corse dan Multistrada 1200 keluarga), dan dealer yang telah mendukung program pemasaran yang dinamis.

Pada tahun 2010, penjualan spare part meningkat tujuh persen, aksesoris sampai lima persen dan penjualan pakaian meningkat sebesar 24 persen.

Adapun kampanye pemasaran, Ducati raced dan memenangkan tombak Peak International Hill Climb dengan Multistrada 1200 dan kembalinya Nicky Hayden untuk menandatangani Amerika rider MotoGP.

Penambahan ikon Italia, seperti Valentino Rossi, untuk tim balap Ducati MotoGP, juga salah satu langkah yang mendukung brand awareness.

Ducati Desmosedici RR Casey Stoner Replica

Make Model
Ducati Desmosedici RR Casey Stoner Replica

Year
2009

Engine


Liquid-cooled, "L"-four cylinder, DOHC, Desmodromic,
4 valves per cylinder, gear driven camshafts

Capacity
989
Bore x Stroke 86 x 42,56mm
Compression Ratio 13.5:1

Induction
Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over throttle, manual idle control;
Exhaust '4 into 2 into 1'vertical exit exhaust/silencer
Clutch Dry multi-plate slipper clutch, hydraulically actuated

Ignition / Starting
- / electric
Clutch Dry multi-plate slipper clutch, hydraulically actuated

Max Power
147,1 kW - 200 hp @ 13800 rpm
Max Toque 11,8 kg-m 116 Nm 85,55 lb-ft @ 10500 rpm

Transmission / Drive
6-Speed; Cassette type / chain
Gear Ratio 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Frame Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Wheelbase 1430 mm / 56.3 in
Rake 23,5° / 24,5°

Front Suspension
Öhlins 'FG353' PUFF forks USD 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders

Rear Suspension
Öhlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment

Front Brakes
Two Brembo radial "monoblock" calipers with four 34 mm pistons; two semi-floating 320 mm x 6 mm discs, with machined flange: the same as GP6 wet race set-up

Rear Brakes
240 mm fixed disc, floating caliper with two 34 mm pistons

Front Wheel
Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Rear Wheel
Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Front Tyre
Bridgestone 120/70 R17

Rear Tyre
Bridgestone 200/55 R16
Seat Height 830 mm / 32.7 in

Dry-Weight
171 Kg / 377 lbs

Fuel Capacity
15 Litres
Video Complete Story

That's Charlie Farley's bike - a Casey Stoner replica Ducati Desmosedici RR, as featured in the December 2010 issue of Fast Bikes magazine. Awesome machine!

What would you do after spending US$72,500/£40,000 on a brand-new Ducati Desmosedici RR, one of the mere 1,500 units ever made? With its 197-horsepower, 989cc V4 engine, full carbonfibre bodywork, Öhlins suspension, chrome-molybdenum trellis frame and dry weight of 171 kilos, the Desmosedici RR is one of the fastest, most powerful, most exotic production bikes ever. And yet, that isn’t necessarily sufficient for everyone…

Charlie Farley isn’t, apparently, the kind of guy who’d be happy with a stock MotoGP-replica, so he took his Desmo RR to Rage Designs for a special paintjob – a replica of the design that Casey Stoner used in the 2009 Australian MotoGP. And then, a few choice bolt-ons were added to the bike – a Termignoni GP exhaust, HM quickshifter and Dynojet Power Commander. The bikini-clad model, however, has been provided by Fast Bikes magazine, who’ve featured Charlie’s Desmosedici RR in their December 2010 issue.

Ducati Diavel Black Diamond

Make Model
Ducati Diavel Black Diamond

Year
2011

Engine
Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.

Capacity
1198.4
Bore x Stroke

106 x 67.9mm
Compression Ratio

11.5:1

Induction
Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies with RbW

Exhaust


Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers

Ignition / Starting
- / electric
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.

Max Power


162hp 119 kW @ 9500rpm

Max Torque


94lb-ft 127.5Nm @ 8000rpm

Transmission / Drive
6 Speed / chain

Ratio
1st 37/15 / 2nd 30/17 / 3rd 27/20 / 4th24/22 / 5th 23/24 / 6th 22/25
Wheelbase 1590mm / 62.6in
Rake 28°
Steering angle (total) 70°
Frame

Tubular steel Trellis frame

Front Suspension


Marzocchi 50mm fully adjustable usd forks, 120mm / 4.7in wheel travel.

Rear Suspension


Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm, 120mm 4.7in wheel travel

Front Brakes
2 x 320mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS

Rear Brakes
Single 265mm disc, 2-piston floating calliper with ABS

Front Tyre


120/70 ZR 17

Rear Tyre


240/45 ZR17
Seat Height 770 mm / 30.3in

Dry-Weight


210g / 463 lb

Fuel Capacity
17 Litres / 5.3 US gal
Instruments Tank mounted instrumentation with TFT colour display: Gear selected, air temp, battery voltage, trips 1 & 2, fuel reserve trip, average and actual fuel consumption and speed, trip time, scheduled maintenance. Full status and/or management of Riding Modes, DTC, RbW and ABS.

In response to feedback from motorcycle show visitors, Ducati is pleased to announce the addition of a stunning diamond black color scheme for the new 2011 Ducati Diavel.

With the Diavel receiving consumer attention at motorcycle shows around the globe, Ducati collected feedback from passionate motorcyclists viewing the bike for the first time. The new diamond black color option is the result of immediate response to customer demand.

While the Diavel Carbon was overwhelmingly loved alongside the Diavel in traditional Ducati Red, the black livery replaces the originally presented white offering. The new black scheme will also be further enhanced with a black anodized headlamp body and lateral air intakes.

Ducati Diavel: The new shape of power and style
The innovative new Ducati Diavel combines decades of twin-cylinder heritage and Italian style with a bold, world-beating technical confidence strong enough to extend the boundaries of motorcycle design.
Custom shop beauty, state-of-the-art technology, innovative design and extraordinary riding pleasure are masterfully blended into the Diavel, a motorcycle destined to shape the future, a motorcycle built by people who have earned the right to change the rules.

Built to have a commanding presence, though lightweight and agile like all Ducatis, the Diavel takes the man-motorcycle relationship to the next level in absolute comfort. For connoisseurs of technology, ABS, Ducati Traction Control and Ducati Riding Modes deliver a confidence-inspiring sophistication while stunning looks, 162hp and 207kg (456lb) of authentic Ducati performance drives a comfortable sport lifestyle that could only be dreamt of before.

Merging the worlds of power and style has never been achieved with such convincing precision. A specially engineered 240 section rear tyre combined with famous Ducati chassis technology serves up mind-blowing handling and lean angles which defy the laws of physics, whether carving through curves on your favourite road or just riding out for a night on the town.
The latest ground-breaking Ducati is available in two versions: The brand new Diavel and the flagship Diavel Carbon with a character-forming mix of aesthetic and performance components from carbon fibre bodywork to forged and specially machined Marchesini wheels.



DESIGN Basic instincts

The Diavel project was born when Ducati designers applied their wish-list of bike "basic instincts" to a blank canvas. With a "what if?" approach to creating a dream bike, they sketched inspiring shapes which became a lower and longer motorcycle.
"The challenge of building a muscular silhouette over a pure-bred competition motor had to be met with determination and a delicate touch, and the result is a frontal area that looks like a power athlete on the starting blocks," explains the team at Ducati Design responsible for the project. "With the front wheel kept close to the Diavel's body and using the short tail of a sport bike, we were able to blend this muscular design with a chassis that matched."

If the stance of a Streetfigher is that of "anger," the stance of the Diavel is that of readiness, dominance, and confidence bordering on superiority. With lateral radiators adding muscle to its broad "shoulders," which then taper down across the engine and into the belly-fairing with oil cooler, the athlete took shape.
A massive 240 section rear tyre was a perfect example of how Diavel designers used a no-compromise attitude when applying their wish list of features. The sheer width of rubber communicates so much power and style that the R&D team vowed to find a way to make it handle - even if they knew the image would send a seismic shock through the industry.

Ducati's philosophy for innovation has always been to push the boundaries of design in the name of exciting motorcycles. Sometimes "gut feelings" are what count, and having the strength to commit to them shows the kind of bravery that has guided Ducati to World Championships. The Diavel is a true Ducati, born from a passion for motorcycling and designed to deliver authentic Ducati performance in every respect.
"Diavel"



The name "Diavel" was inspired by the Bolognese dialect word for "devil". One day, early in the development process of the bike, the first prototype was assembled and wheeled out in front of a group of Ducati engineers and technicians who were viewing the complete motorcycle for the first time. One person looking from the rear of the bike saw its silhouette and exclaimed in Bolognese dialect: "Ignurant comm' al diavel!" Which means: "Evil, just like the devil!"
Reminiscent of how the "Monster" was named almost 20 years ago, the Diavel now follows the same Bolognese tradition, shaping the future of motorcycling while staying faithful to its heritage.

Rider and passenger comfort
The Diavel's twin-level seat is wide, comfortable and beautifully shaped to fit the flowing lines of the machine and at 770mm (30.3in), has one of the lowest seat heights in the Ducati range. That low seating position, in addition to a low slung chassis set-up that weighs in at just 210kg (463lb) - 207kg (456lb) for the Diavel Carbon - enables the rider to get both feet on the ground for a sure-footed and confident stance. The seat also comes with a beautifully shaped and easily removable single seat cover, which is formed in carbon fibre on the Diavel Carbon.

Passengers on the Diavel will appreciate the way the slender passenger footpegs ingeniously fold down from the rear sub-frame as well as the innovative, T-bar shaped grab-rail assembly, which slides out from the rear of the seat. Deployed from a mechanism under the seat, the grab-rail provides a comfortable and confidence-inspiring grip for the passenger, while the shape perfectly blends into the lines of the tail-piece when retracted. Both passenger-friendly features are crafted in forged aluminium and shot-peened for strength and uniform finish before being black anodised to become almost invisible when folded away.

Lighting

The Diavel uses two clear vertical strips of LED lighting to provide tail and brake light illumination as well as directional indicators. The strips follow the precise line of the under-seat panelling, providing great visibility of the rear-end while keeping the external lines of the bike clean. The front directional indicators are clear lens LED strips mounted vertically down the leading edge of the lateral radiator covers.

The headlamp gives the Diavel immediate Ducati identity and is supported by an aluminium outer body. The light uses high and low beam double reflectors to illuminate the road ahead, in addition to incorporating a horizontal strip of LED positioning lights for optimum visibility.

Innovative number plate mount

Employing the double strip of multi-functional LEDs for the rear lighting of the Diavel required an innovative solution for the mounting of the number plate. The unique design uses mounts on the rear hub of the single-sided swingarm to extend an elegant and Ducati signature Trellis framework around the 240 section rear tyre, enabling a central mounting of the plate. The framework carries a hidden power feed to dedicated LED illumination for the number plate, eliminating any reliance on the main rear lights and creating a clean feature around the rear of the seat. This design solution represents the first of its kind and an example of the incredible attention to the Diavel's detail.

Fuel tank and air Intakes

The Diavel's 17l (4.5 gal US) fuel tank represents an integral part of the bike's overall styling. Its wide, long lines sweep down from the headlamp assembly into the seat and rear sub-frame to create a seamless profile. While the focal point of the tank is the high resolution display panel, the steel tank skin and well-sculpted knee panels add a solid feel to the Diavel and a high tech composite look to the Diavel Carbon.
On each side of the front of the tank are massive air intakes formed in aluminium to feed the engine's large airbox. Their design is completely functional and contributes to the 162hp produced by the Diavel
Testastretta 11° power plant.

Controls

The Diavel handlebar shape and arrangement leaves the rider feeling comfortable and in command. Wide, tapered section aluminium bars with new custom designed, integral brake and clutch master-cylinders by Brembo complete with milled reservoir tops, provide a clean and minimalist set-up, while stylish, forged-aluminium supported mirrors deliver a generous view to the rear.

Switchgear control is taken care of by Ducati's latest and most minimalist design with slim-line bodies housing easy-to-use switches and buttons and a unique weapons-like "trigger catch" that slides down to cover the starter button when activating the kill-switch. While the indicator cancel button doubles as a scroll-and-select for fast and easy Riding Mode changes, switches above and below serve to navigate the new high-resolution display control panel.

PERFORMANCE

Diavel Testastretta 11° - ready for sport and cruise
The heart of the Diavel is the Ducati Testastretta 11° - developed directly from the incredibly powerful, world-beating race engines of Ducati Corse. Ducati's Diavel Testastretta 11° harnesses the immense power of the Superbike engine and makes it smooth and adaptable, a massive step forward in balancing high-performance with an enjoyable ride.
With its 162hp and colossal 94lb-ft (127.5Nm) of torque, the Diavel Testastretta 11° engine is all about authentic Ducati Desmodromic performance. The revised intake and exhaust ports combined with radical adjustment of the cam timing have enabled Ducati to achieve a fantastic torque curve at low rpm, which remains strong through a wider rev-range. The increase in bottom-end torque is managed by Ducati's Ride-by-Wire (RbW) system to considerably enhance the Diavel's effortless ridability, while ensuring plenty of power remains on tap for high-rpm riding.

For an engine with brute power on tap when needed and smooth, user-friendliness available for an effortless and comfortable ride, Ducati revised the configuration of the cam timing with particular focus on the valve overlap angle. The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.
On the Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions.

The massive 58mm (2.28in) section exhaust headers lead the 2-1-2 system through power-enhancing equal lengths that enable the Diavel's efficient power delivery. The engine management system dedicates a lambda probe to each header, providing precise fueling via a large airbox, while the stylish cannon-style, vertically stacked silencers carry catalytic converters to provide Euro 3 conformity and electronically controlled mid-section valve optimises exhaust pressures throughout the rev-range.

Twin lateral radiators - positioned on either side of the bike - cool the Diavel Testastretta 11° engine. This unique feature combines with a new 64mm water pump impeller to increase flow rate by 35% at high rpm, enabling highly efficient cooling from the stylish air ducts.

The Diavel's gearbox uses high-strength materials to manage the increased power output and enhanced grip generated by the 240 section rear tyre, which also requires the use of a 16mm longer gearbox output shaft for drive chain routing.
The transmission features an oil bath clutch with "slipper" function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates.



This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or during long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like "slipper" action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions. The Diavel's clutch and alternator covers have been restyled with enhanced detail and shaping, as have the cam belt covers with a new aluminium mid-section.
24,000 kilometres (15,000 miles) between major services

Constant investment in quality by design, advanced materials and engineering techniques have enabled the distance between major service intervals (valve clearance check) to be increased to a highly competitive 24,000 kilometres (15,000 miles). This has been achieved with the introduction of new valve seat materials, improved combustion efficiency and temperature management designed into the Testastretta 11° engine.
Frame assembly

The signature Ducati Trellis frame uses large diameter, light gauge tubing with two lateral die-cast aluminium sections that flow into the rear subframe. This achieves massive torsional rigidity while remaining lightweight and compact. The two sections form a rear-end structure by attaching onto either side of a complex techno-polymer component. The long, die-cast aluminium, single-sided swingarm provides great "feel" at the rear-end with a wheelbase of 1590mm (62.6in) and a stance that provides lean angles of up to 41°.

Suspension

The Diavel uses black-bodied 50mm Marzocchi front forks. These forks are fully adjustable for spring preload, compression and rebound damping. The forks are gripped by a slash-cut triple-clamp - cast aluminium for the lower and forged for the upper - with a rubber-mounted riser to tapered alloy bars. With a rake of 28°, trail of 130mm (5.12in) and an offset of 24mm (0.945in), the set-up provides a sure-footed and agile front-end for incredible handling and 70° of total steering lock for maximum manoeuvrability. The Diavel Carbon uses the same suspension as the Diavel, but with fork sliders black-finished in super low-friction diamond-like carbon (DLC).

Both versions of the Diavel have a Sachs rear suspension unit slung low under the chassis in a horizontal position, operated by a progressive pull-rod linkage from the swingarm. Adjustable in compression and rebound damping, the unit uses a handy control for easy spring pre-load adjustment.

Wheels and tyres

The Diavel rolls on stunning, custom 14-spoke wheels with machine-finished detailing. The front rim is 3.5x17, while the rear, which is "flow-formed" for enhanced structure and lightness, boasts a massive 8x17 rim. The Diavel Carbon has custom shop-finished, lightweight, forged, turned and milled rims by Marchesini that not only score an impressive total weight saving of 5.5lb (2.5kg), but also look spectacular. These highly intricate nine-spoke wheels highlight the delicate machining in natural aluminium set against a black finish.
Ducati's technical partner, Pirelli, worked with the Diavel's designers and engineers to develop the incredible new Diablo Rosso II tyres.

While the front uses a conventional 120/70x17 section with a new tread pattern designed for enhanced wet weather performance, the 240/45x17 rear represents the latest innovation in tyre design with a sport-oriented profile being applied to custom-style width.

The massive rear employs bi-compound technology to enable high grip levels at full lean angle while providing high mileage and uses Enhanced Patch Technology (EPT) to maximise the contact patch at all angles. The tread pattern and compounds deliver great performance in all conditions, especially the wet.
This new design of tyre enabled Ducati to achieve the style they had envisioned for the Diavel without compromising the authentic Ducati performance of the chassis. This partnership of parallel development between chassis and tyre design has contributed massively to Ducati "changing the rules" in this segment.
Braking system & ABS

The Diavel front brakes use Brembo's incredibly powerful Monobloc callipers, which deliver outstanding performance actuated by new integral alloy master cylinders with unique shape reservoirs sporting milled tops. The 4-piston, twin radially-mounted callipers grip 320mm discs, while a single 265mm disc on the rear is gripped by a two piston calliper, also by Brembo. The Diavel Carbon uses specially milled aluminium disc carriers which have natural aluminium coloured recesses machined around the weight saving cut-outs in contrast to the carrier's black finish around the centre. Typical of Ducati, these top-of-the-range components provide outstanding levels of braking and set a new benchmark in this category.
The system is equipped with the latest, most compact, Ducati Bosch-Brembo ABS system as original equipment on both versions, providing a major contribution towards performance control. Top Brembo components combined with Bosch ABS, the special Diavel chassis configuration and Pirelli's Enhanced Patch Technology (EPT) result in a braking performance even greater than that of the awesome Ducati Superbikes.

TECHNOLOGY

Lateral radiators
The technical solution employed for keeping the frontal lines of the Diavel clean was to place two highly efficient lateral radiators on both sides of the bike. These well-ducted units, located beneath the fuel tank, use aerodynamics to help draw air flow through the radiators and are assisted by high-flow electric fans when required. The design combines form and function to enhance the muscular shape of the bike.

Split-level instrumentation

Even the Diavel's instrumentation is a masterpiece of cutting-edge technology. The upper LCD display is mounted on the bar-riser and provides main information such as speed and rpm, in addition to warning lights, time and temperature.
The lower, full colour Thin Film Transistor (TFT) display is styled into the fuel tank and provides an incredibly clear account of current Riding Mode, gear selection and DTC setting as well as total mileage and trips. Used on mobile phones and computers, TFT technology is a variant of LCD and displays easy-to-read high resolution graphics. The Diavel's TFT display goes one step further by using the sensitivity of its surrounding light to decide upon black or white background colour. When stationary, the lower display also doubles as the latest user-friendly control panel to personalise DTC and RbW settings within each Riding Mode before saving.

Hands-free ignition

The Diavel's ignition is actuated by an electronic key in the rider's pocket, which communicates with the motorcycle when within a distance of approximately 2 metres (6.5ft). The motorcycle recognises the dedicated key code and automatically enables the bike's systems. Pressing the key-on switch then activates all systems to "on" and the engine is ready to be started. The electronic key, which internally consists of a radio circuit, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle, an electronic lock can be actuated on the steering simply by applying full steering-lock and pressing the ignition-off button a second time.

Ride-by-Wire

The Ride-by-Wire (RbW) system is an electronic interface between the Diavel's twistgrip and engine, which configures an ideal power response depending on the riding mode selected. The twistgrip no longer has a throttle cable connected directly to the throttle body butterflies, but instead delivers a signal to a control unit, which in turn operates the butterfly opening electronically. The RbW system uses three different mappings to regulate the power delivery: 162hp with a sports-type delivery, 162hp with a progressive delivery suitable for touring, and 100hp with progressive delivery for city use.

TECHNOLOGY Riding Modes
The Diavel incorporates the very latest in innovative Ducati technologies, including the recently introduced electronic Riding Modes. Selectable from the left-hand switchgear - even while riding - the choice of three pre-set modes are programmed to instantly change the character of the Diavel. The three modes are enabled by combining class-leading technologies such as Ride-by-Wire (RbW) and Ducati Traction Control (DTC).

The RbW system administers different mappings to regulate power delivery by interpreting the rider's throttle input, while the world-beating DTC uses eight levels of system interaction to enhance control by reducing rear wheel-spin under heavy acceleration. Although each mode has pre-set values of RbW and DTC, each of these two elements can be finely adjusted within each of the three Riding Modes and saved to create a personalised riding experience.
Sport

The Sport Riding Mode provides the Diavel rider with an adrenalin-fuelled 162hp ride and enables the rider to have full-on throttle response for maximum acceleration. Ensuring the full Testastretta 11° experience, the sport mode also lowers the DTC system intervention to level 3 for riders who prefer their performance a little closer to the traction limit.
Touring

The Touring Riding Mode is also programmed to produce 162hp, however, with a smoother, more user-friendly power delivery. Rear end traction is enhanced by increasing DTC system intervention to level 4, specifically intended for an enjoyable and relaxing ride ideal for long distance and ensuring maximum comfort for both the rider and passenger.
Urban
As riding on city streets can require more attention to the surroundings than to throttle inputs, the Urban Riding Mode instantly changes the Diavel to provide a manageable and confident ride. Power output is reduced to 100hp and DTC is further enhanced to level 5 to provide a higher system intervention during the most chaotic of stop-start traffic.

TECHNOLOGY

Ducati Traction Control
The racing-derived Ducati Traction Control (DTC) is a highly intelligent system which acts as a filter between the rider's right hand and the rear tyre. Within milliseconds, DTC is able to detect and control rear wheel-spin, considerably increasing the bike's active safety and performance. DTC is an integral part of the preprogrammed Riding Modes on the Ducati Diavel and enables riders to fully enjoy the power of the Testastretta 11° engine.
The system offers eight levels of "sensitivity", each programmed with an amount of rear wheel-spin tolerance. These levels are in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction for sport-oriented riders, while level eight uses the most amount of interaction for complete confidence.
DTC levels are factory pre-set in each of the three Riding Modes, but can be individually customised and saved to suit the rider by accessing the new user-friendly set-up menu. A "default"option is available to easily return all settings to factory pre-sets.

DUCATI DIAVEL CARBON


The 207kg (456lb) Diavel Carbon embodies the true nature of the Diavel concept, where performance combines with style to celebrate Italian engineering at its best. Lightweight composites and milled aluminium components meld the two worlds of sport and style with features that are both visually beautiful and functionally high-performance.

The Diavel Carbon comes in stunning "red carbon" (gloss red over matte carbon) with red frame or "black carbon" (both gloss and matte black carbon weave) with black frame. Both Diavel Carbon schemes roll on black wheels, turned and milled to expose the natural aluminium below.
While carbon fibre is used for the tank panels, single-seat cover and front mudguard to reduce weight and apply a race-like feature that runs deep in the DNA of Ducati, a low friction diamond-like carbon finish gives the Marzocchi fork sliders a spectacular black finish as well as performance-enhancing action.
Helping the Diavel Carbon to accelerate faster, stop sooner and change direction with even more agility is a valuable 5.5lb (2.5kg) saving of "unsprung weight" by using beautifully forged, lightweight Marchesini wheels. The wheels, which are finished in black, are machine-turned and milled for maximum weight reduction and intricately engineered decoration. The black disc carriers undergo a similar milling process to enhance the recess around the weight saving cut-outs, the natural aluminium colour contrasting effectively against the original black carrier.

Review

With 140 horsepower and 98Nm of torque from its L-Twin Testastretta Evoluzione engine and a chassis/suspension package that’s simply brilliant, the 2011 Ducati 848 Evo is possibly all the superbike anyone can possibly need for the street. Cycle World magazine, which tested the bike for their November 2010 issue, say the 848 Evo accelerates from zero to 96km/h in 3 seconds, from zero to 160km/h in 6.5 seconds, does the quarter-mile (400m) in 10.59 seconds and hits a top speed of 261km/h. Not too bad for a bike that costs US$13,000, eh?

It’s interesting to see what CW’s Features Editor, John Burns has to say about the 848 Evo. ‘The first Ducati I remember riding was the way cool 851, back in 1989. It made about 80 horsepower and weighed 23kg more than the 848. We loved it,’ says Burns. ‘If you’re Michael Fabrizio or Larry Pegram and racing to make money, you need the big engine [1198]. For street use, for the rest of us, I like the smaller, reviver ones just because the noise they make is the best thing about Ducati superbikes,’ he adds.

‘On an 848 Evo, the noise at 10,000rpm is the best racket of all. On an 1198, on the street, you’ll seldom go there. On the 848, you can go there a couple of times a block because that’s where the power is and because the 848 is geared shorter to access it. Not to mention that a mere 118 horses [rear-wheel bhp figure, as measured on the CW dyno] feels like more than enough,’ sums up Burns. Well, that still doesn’t stop us from lusting after the 1198SP – that’s what we want for Sunday mornings.

Ducati 350 Sport Desmo

Make Model
Ducati 350 Sport Desmo

Year
1977

Engine


Air cooled, four stroke, parallel twin cylinder, SOHC, 2 valve per cylinder.

Capacity
348.9
Bore x Stroke 71.8 x 43.2 mm
Compression Ratio 9.6:1

Induction
2x 26mm Dell'Orto VHB 26 FS/FD

Ignition / Starting


Max Power


Max Torque


Transmission / Drive
5 Speed / chain

Front Suspension
35mm Paioli forks

Rear Suspension
Dual shocks swinging arm

Front Brakes
2x 256mm disc

Rear Brakes
Single 257mm disc

Front Tyre
3.25-18

Rear Tyre
3.50-18

Dry-Weight
181 kg

Fuel Capacity


Manual
Epll.no-ip.com

Ducati celebrates its two most iconic model families

For Fall of 2010, Ducati celebrates its two most iconic model families with its best offer of the year: Up to $1750 in store credit at your local Ducati dealership with the purchase of any 2009 or 2010 Ducati Monster or Superbike.*

The most iconic motorcycles in the Ducati lineup, the Monster and Superbike share the same Italian racing heritage, L-twin engines, Desmodromic valves, trellis frames and unmistakable sound. However, their styles and personalities are uniquely their own.

At one end, you have the purpose-built Superbike with a history of winning races that can only be described as legendary. On the other, you have the Monster which defined the Naked Sportbike segment with its introduction in 1993 and has come to be known as an Urban Icon. Both, performance focused machines with iconic styling and the soul of a Ducati. Both a part of this incredible offer! Which of these twins will you choose?

Visit ducatiusa.com for details.

Ducati Terkesan Kontribusi Rossi

MADONNA DI CAMPIGLIO – Valentino Rossi memberikan kontribusi yang cukup untuk mengembangkan motor Ducati.

Rossi memang hanya memiliki waktu dua hari untuk menjajal motor Ducati. Itu terjadi karena pembalap asal Italia tidak nyaman dengan cedera bahu yang dialaminya.

Kendati demikian, waktu dua hari sudah cukup bagi pembalap 31 tahun untuk memberikan informasi yang berguna bagi Ducati.

Hal ini diakui Manajer Umum Ducati Filippo Preziosi. Menurutnya, Rossi sudah cukup memberikan perbedaan terhadap motor Ducati.

“Kapasitas Rossi dalam memberikan penjelasan mengenai motor Ducati sangat luar biasa,” demikian kata Preziosi dilansir Autosport, Rabu (12/1/2011).

“Ini diluar dari dugaan saya. Namun, itu merupakanan kemampuannya untuk menciptakan atmosfir yang bagus di tim,” tegasnya.

“Jika anda melihat daya pacu dan kekuatan motor di Ducati. Rossi memang seorang yang professional,” tandas Preziosi.

Burgess: Ducati Sulit Belok

BOLOGNA – Kepala Kru Valentino Rossi, Jeremy Burgess membicarakan mengenai motor Ducati. Dia melihat pabrikan motor asal Italia itu masih perlu perbaikan, khususnya saat memasuki tikungan.

Sementara ini, manajemen Yamaha memang melarang Valentino Rossi membocarakan motor Ducati hingga MotoGP tahun depan. Kendati demikian, Burgess mencoba menyampaikan pesan dari Rossi.

Setelah melakukan dua kali ujicoba di Valencia beberapa waktu lalu, Burgess melihat ada beberapa kekurangan di motor Ducati. Untuk itu, dia akan membicarakan masalah ini dengan teknisi Ducati saat kembali ke Bologna, awal bulan ini.

“Motor Ducati lebih menggunakan fisik untuk ditunggangi ketimbang motor Jepang dan membelokan motor menjadi masalah yang harus kami perbaiki dalam waktu dekat ini,” demikian penjelasan Burgess.

“Anda harus sedikit memaksanya jika ingin belok dan itu menambah sedikit tekanan yang sama sekali tidak kami harapkan. Maka dari itu, kami tidak ingin mengambil risiko lebih jauh lagi,” tegas pria asal Australia itu.

“Namun, Rossi sangat menganggumi genggaman ban depan motor. Dia juga mengatakan mesin motor Ducati sangat luar biasa,” tandas mantan kepala kru Rossi di Honda dan Yamaha itu dikutip Speed TV

Target Tinggi Ducati di 2011

BOLOGNA – Balapan MotoGP 2011 memang belum bergulir. Kedatangan Valentino Rossi membuat semangat Ducati semakin membara menatap balapan baru.

Penampilan Ducati di akhir musim 2010 memang cukup mengesankan. Bagaimana tidak, pembalap asal Australia Casey Stoner berhasil meraih tiga kemenangan dan satu kali runner up. Stoner memang tidak bersama pabrikan asal Italia itu lagi.

Mantan juara dunia MotoGP 2007 telah resmi bergabung dengan Repsol Honda. Namun, Ducati mendapatkan pengganti yang kelasnya juga tidak kalah. Pasalnya, musim depan, tim yang dipimpin Vittoriano Guareschi membidik target tinggi di 2011.

“Kami memiliki target tinggi untuk 2011 mendatang. Kami sadar Rossi selalu menang di semua motor yang ditungganginya dan kami harus mencoba melakukan hal yang sama,” tegas Guareschi mengenai target Ducati.

“Memang tidak akan mudah karena rival kami sangat tangguh. Ada juara bertahan Jorge Lorenzo, Dani Pedrosa dan tentu Stoner yang juga bernafsu meraih kemenangan. Kami tahu dia sangat tangguh, karena kami pernah berkerja sama,” tandasnya.

“Namun, kami harus mengembangkan dari hanya impian untuk menjadi kenyataan. Kami harus menargetkan kemenangan, meski rival kami juga memiliki target yang sama,” tuntasnya di situs resmi MotoGP, Rabu

Ducati Batasi Ujicoba Rossi

BOLOGNA – Ducati sadar kondisi fisik Valentino Rossi belum sempurna. Oleh sebab itu, pabrikan motor asal Italia akan membatasi The Doctor pada ujicoba nanti.

Menurut direktur olahraga Filippo Preziosi, Ducati akan membatasi waktu ujicoba di Malaysia, Febuari mendatang. Tapi, Preziosi berharap The Doctor tetap tampil maksimal dan memberikan data yang cukup kepada mekanik Ducati.

“Kami terpaksa memintanya untuk tidak menggeber motor terlalu banyak dalam ujicoba nanti,” kata Preziosi kepada motorsprint, Kamis (23/12/2010). “Sebab, temperatur di Sepang sangat tinggi dan kondisi di sana juga cukup ekstrem.”

“Prioritas utama kami adalah membuat Rossi sembuh 100 persen selama musim dingin nanti. Jadi, selama Febuari dan Maret, tidak masalah mengorbankan beberapa informasi dari ujicoba tersebut,” lanjutnya.

“Kami terpaksa tidak maksimal selama ujicoba seperti yang kami inginkan. Jika tetap memaksa Rossi beraktifitas yang tinggi, maka kami takut itu akan memperlambat proses penyembuhannya,” tambah Preziosi.

“Kami hanya akan meminta Rossi menggeber motor untuk mengembangkan motor. Saya tidak mau mengambil risiko. Kami takut Rossi mengalami kelelahan selama ujicoba. Kami harus menyelamatkan energinya selama musim dingin ini,” tandasnya.

Ducati Tak Mau Tiru Motor Yamaha

Foto: Valentino Rossi/Reuters

BOLOGNA – Ducati memang berniat mengulangi kesuksesan Valentino Rossi di Yamaha. Namun, pabrikan motor asal Italia tidak perlu meniru motor M1

Setelah performa mengecewakan diperlihatkan Rossi pada debut perdana di Valencia akhir tahun lalu, Ducati berjanji akan melakukan perubahan demi memperbaiki penampilan juara dunia tujuh kali MotoGP itu.

Sementara itu, hampir semua kru milik Rossi di Yamaha, termasuk kepala kru Jerry Burgess bergabung dengan Ducati, namun manajer tim Vittoriano Guareschi menegaskan tidak perlu mengubah filosofi mereka.

“Kru yang baru bergabung dari Yamaha sangat kerasan di sini. Setelah beberapa tahun di Yamaha, mereka semua menghargai brand kami,” demikian pemaparan Guareschi kepada La Gazzetta dello Sport, Selasa (4/1/2011).

“Burgess memberikan jamuman. Secara umum, kami hanya perlu memperbaiki performa motor, namun tidak membuat motor tiruan Yamaha. Kami ingin Rossi sukses di tahun 2011,” tegas pria kelahiran Italia tersebut.

“Memang, pada saat ujicoba di Valencia, penampilan Rossi kurang memuaskan. Namun, itu karena kondisi bahunya kurang baik. Dia tidak cukup fit untuk berlaga di Valencia,” tandasnya