|Topic Review (Newest First)|
|Oct 3rd, 2007 10:18 pm|
Originally Posted by bevel450
But im not a carbon fiber freak, I almost hate it when it comes to taking it off the bike, its like dealing with Saltine Crackers, very very Brittle....
Lol a 4 cyclinder ducati whats this world coming too, oh wait, I had first crack at one of those due to the fact I was stupid enough to buy the R series???
Im suprised we arent hearing a battle here on Ducati's engine looks like a Honda, or now sounds like a R1
|Oct 3rd, 2007 9:22 pm|
hey ! this thing is a whole lot more than an ubertricked out R !
Couldn't agree more. Totally different bike with the most serious Ducati suspension system yet, not to mention the four banger engine.( I am very surprised that there hasn't been any comments on that. What is with you guys ???)
Somebody here said that it should be carbon fiber everything. The way I figure it, the only significant CF components NOT available on the R's would be the fuel tank...did I get that right ? There just isn't that much CF on the real MotoGp bikes aside from tank and fairing very small bits. Wish there were some way to get the Carbon/Carbon brakes on the RR but that technology just cannot work on the street. Damn.
Lastly, doesn't ANYONE attach value to the experience of this totally unique power plant ? To my mind, that is very nearly the whole deal !
Originally Posted by Extender
|Oct 3rd, 2007 6:19 pm|
Originally Posted by foggy123
|Oct 3rd, 2007 1:30 pm|
I think $65K is a pretty fair price for the D16. After all it is a MotoGP bike. I think there is also a huge difference between an estimate of 180hp and 200+ hp.
BTW, I think it does come with a lime green pool with 3 Hooters chics in it.
|Oct 3rd, 2007 1:20 pm|
Originally Posted by spalding12
The "R" engine will be punched out 100 cc, to 1199cc. It will retain the "1098" monicker notwithstanding the larger engine. Expect 180hp + titanium rods (Crankshaft, Conrods,Cams) as standard because of the new regulations, 190-195 with new ecu and pipes. With other cams way over 200.Weight 365 Pipes 62mm or 70mm. The "R" model will have lots of carbon fiber bling. The "R" model will cost just under $40,000. $39,000 dollars is the number that's being thrown about, but nothing is etched in stone. The swingarm will remain a "Single Side Swingarm" (SSA). Like all prior "R" models, the 1098r will be a limited production homolgation bike that will be available by order only. You won't see any "R" models sitting around on showroom floors. It's not yet clear whether the "R" model will come standard, (like the Tri Color), with a Full Termignoni Racing Exhaust system, or whether buyers will be forced to shell out additional cash for this!
Desmo owers have nothing to worry about...They have the ultimate bike a near MOTO GP bike.. And yes you should pay more for the R... IT'S A DUCATI AND THE "R" SERIES... I have a buddy that has a desmo on order... He can care less about the "R".. He may be the only one in about 1000 owners that will have this bike. THe Desmo is in a whole different class.. The R has been here and done it.. It just an R... 20K less than the Desmo..
|Sep 30th, 2007 6:48 pm|
Rumor stolen from another site.
Prediction of 1098R Specs
Ducati North America, (DNA), held a meeting for it's dealer reps. At that meeting they discussed the 1098r. Details were few. This is what came out at the meeting:The "R" engine will be punched out 100 cc, to 1199cc. It will retain the "1098" monicker notwithstanding the larger engine. Expect 180hp + titanium rods (Crankshaft, Conrods,Cams) as standard because of the new regulations, 190-195 with new ecu and pipes. With other cams way over 200.Weight 365 Pipes 62mm or 70mm. The "R" model will have lots of carbon fiber bling. The "R" model will cost just under $40,000. $39,000 dollars is the number that's being thrown about, but nothing is etched in stone. The swingarm will remain a "Single Side Swingarm" (SSA). Like all prior "R" models, the 1098r will be a limited production homolgation bike that will be available by order only. You won't see any "R" models sitting around on showroom floors. It's not yet clear whether the "R" model will come standard, (like the Tri Color), with a Full Termignoni Racing Exhaust system, or whether buyers will be forced to shell out additional cash for this!
|Sep 30th, 2007 6:07 pm|
I don't have much to add to this except for the fact that the bike will be called: 1098R, not 11 anything... even though it is 1188cc.
That is all.
|Sep 30th, 2007 5:54 pm|
Originally Posted by amullo
|Mar 11th, 2007 12:12 am|
|MuddyDuckati||Someone does know the engineering behind the V-twin(other than just conjecture as Chuckracer stated)...Thanks for some insight into this hypothetical 1188R engine .......Wonder what other bits than just a bigger displacement engine will give it then`R` designation.|
|Mar 10th, 2007 9:35 pm|
If one assumes that Ducati is able to warranty an 1188 with similar assumptions of reliability as their most highly tuned big-bore streetbike (the 999R), then it is reasonable to expect that similar BMEP will be achieved by the 1188 and not much more. Even the current 1098 (1099cc) is not as highly tuned as the 999R, so using the 999R state of tune for the 1188R would yield 180 BHP at the crank, assuming the same rev ceiling can be reached as with the 999R by the longer stroke required to derive 1188cc of displacement - thus about the same power as the current Japanese 1000cc I-4s, which makes absolute sense.
The 1188R would then realistically be putting out no more than 160 RWHP or so. This assumes that the 1188R would be able to rev as high as the 999R, which should not be a problem in street time, because the 999R rev ceiling is relatively modest for its short stroke.
The problem for the 1188R is simply getting sufficiently short stroke to allow the revs while being limited by the max bore size it can realistically have.
It's unreasonable to expect the 1188R to have a much bigger bore than the current 1099/999R (104MM)......maybe up to a max of 107MM or so - because they start running into major challenges with flame propagation/burn and detonation with such huge bores.
So, if the 1188R is limited to a 107MM bore, then the stroke has to be 66MM to get 1187cc. Close enough to the rumoured 1188cc, in my book.
Assuming the 66MM stroke, which just so happens to be the identical stroke as the iconic 916/996 bikes, then there should not be a major issue with the 1188R street bike revving to round the same peak RPM as the 999R (11000 RPM, with max power down at 9750RPM or so), so the 160RWHP seems imminently doable for the street bike, but I wonder how they propose to achieve Japanese level W/SBK levels of power without being able to rev the motor as high as the current 999R based W/SBK. The 66MM stroke cannot rev as high as the 999R 58.8MM stroke. Simple as that. I doubt the 1188R will make much more than the 999R W/SBK does, given its lower RPM limit, despite the displacement increase. It can be only marginally more powerful, with current technology in metalurgy.
So, IMO, the 1188R will make a more competitive street and track-day bike at the levels below W/SBK, but I do wonder how much more reliable and competitive it could be at W/SBK levels of competition. It's going to be interesting to see how they work this displacement opportunity to provide competitive power at reduced cost, which is their main aim. I think it's going to be difficult to achieve.
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