These pods are gold....wish they would have came out years and years ago. I was a long time subscriber and reader, and while the articles were great, the amount of detail and in depth discussion on these deep dives on the pods is unmatched to anything ever printed in Cycle World. Awesome stuff!
Two minutes in - gotta say my first new bike was a 250 Ducati Monza. It was quick, handled beautifully, and - according to Cycle World Magazine - had the same brake swept area as a Harley. Most memorable instant: Driving through a rainy afternoon the plug lead came out of the cap. Coasting down, still in gear, reached down to attach it and fired the plug through my wet fingers. Exciting to say the least.
Speaking of swirl in the cylinder remember the Suzuki GS1100 with the Twin Swirl Combustion Chambers? Great engine! Was very popular for years in NHRA Pro Stock Motorcycle racing.
Love the information from all your podcasts. It's like top secret advantage only money could buy. Funny I believe that I've walked past Kevin at a racetrack and knew there's something about this guy. We didn't speak but I knew. Thanks.
Don’t have a lot to add, other than the test ride I took left me really impressed with the engine and I hope it makes it’s way into a dual purpose and light adventure bike sooner than later. The 698 Hyper left me really impressed as a whole but the engine was a standout in how broad the spread of power was and the throttling. Yes, there were times when fuelling was a little fluffy at low RPM but in it’s element the motor was a gem.
Excellent podcast. I found it satisfying that there was a discussion of tuning the single more for consistent torque in the lower revs vs max power at high revs (12:50) that was echo'ed later (43:00) :by Bradley describing the performance of the new motorcycle. I have had several discussions with people who don't seem to understand that a significant amount of peak power at near redline is lost when the torque is moved down in the powerband to improve rideablility. It looks good on spec sheets, but the vast majority of the time, riders are nowhere near the rev limit of a motorcycle. Moving power down into the rev range makes a motorcycle feel much stronger during normal riding.
@@xeeded Have you seen rear-wheel dyno charts yet? I have gotten to where I distrust published numbers unless they have a dyno chart that shows the whole story. A peaky engine, for example, will post great peak torque and HP numbers but can be slower overall.
@@xeeded An interesting example of retuning an engine is with the 660 Aprilia. The 660 RS makes 89hp on Cycle World's dyno whereas the Tuareg is only 70hp. The difference is the torque curve. Peak torque on the RS is at 9,540 rpm vs 6,680rpm for the Tuareg. Although peak torque numbers are similar, the Tuareg is at 80% max torque by about 3,000 rpm. The differences at lower and mid-range don't look that far apart on paper, but riders report a big "seat of the pants" difference.
@@jfess1911 my ass dyno is challenged to keep the 690's front wheel on the tarmac bellow 4th gear. I haven't seen anything like that in 698 reviews, and Fagan has said it doesn't pull hard - th-cam.com/video/qxbKb3aVLBg/w-d-xo.htmlsi=GguJvdpJWbRrQ8bO&t=479 The 698 is a pretty bike.I still might switch but it's tough to let go of the torque; I love to pin the throttle in 3rd, and feel the engine wind up to gradually pull the front end up up and away.
@@xeeded I'm glad you enjoy your motorcycle. I have no idea how the 690 will compare to the 698, but that does not change the fact that changing the cam profile can change how the engine works and feels. A lot of redline power goes away when the torque curve is moved down (unless you have variable valve timing). In supermoto racing though, you want more weight on the front wheel, so you don't really want a wheelie machine. A very gradual increase in power from an extremely flat torque curve can produce faster lap times than a more "lively" motor, largely because it is easier to keep the power delivery right at the maximum the tires can take.
Brilliant in-depth discussion on the new 698. I have 2 Ducati🎉's and rode the 698, it was great fun, my critisim is the engine heat (i live in Thailand) and its always hot here. So that is very specific problem. It needs to be your 'extra' bike, not your only bike, especially if you are long in years
I test rode one last week and LOVED it. So smooth and agile. No vibes and very good through the rpm range. Nice top end. Could be the ultimate adventure bike if Ducati chooses to do it. Good gearing and surprisingly good on the interstate at 70-75mph. I’m planning to buy one for the track. It’s a HOOT!
@@jamesnelson6381 Ducati isn't as bad as they used to be since they switched to chain driven timing with the Panigale. The desmo heads are still fiddly to perform a valve check on, but at least there's no bi-annual timing belt replacement.
along with zero valve float, the desmo valve train can open a valve fully sooner and stay open later within a modest duration, which gives a flatter torque curve with the larger flow area window.
Hi, I'm a recent subscriber or follower, sorry I'm from Portugal so not native to English language. I have listened to all podcasts from you guys since I found you, you surely speak my language, thanks and congratulations, you're very interesting. I do have a couple of questions. But 1st let me introduce myself; I'm currently assembling a RZ (RD over here) 86 ypvs with 90 FZR 400 wheels, brakes and suspension. That's my only bike . And follow some rules like no brands mixing, no big generation gaps and similar segment, size, weight, power etc. These bikes were eventually on the market simultaneously and share key parts like brake pumps and the rear caliper. I also have a few engine mods like vforce reeds, 30mm flatslide carbs, adjusted squish band while o'ringed head, programmable CDI with valve control and a few other. Keeping the size though, I actually bought the last set of cylinders from Yamaha. Anyway I digress so I forgot my question now, I'm sure it will come to me eventually, sorry but the other thing is if you could do a podcast about the famous Bimota V due 500 please and I do have to go now. Sorry for the long post if you have actually reached this far! Thank you
So slide by brake function is initiated by aggressive front brake application followed by more aggressive rear brake and letting the ABS and IMU handle it? Can someone please explain this. Is it controlled "backing it in?"
Yes, it's basically what we would have called "hackers" back in the day. But just as you see MotoGP and Superbike riders backing it into the corner, that's what this system is helping you do.
Had a DRZ400SM and man that was the most fun on the crappy back roads of Northern California. Ended up selling it for the fear I would loose my license if I kept it.
keep these high spec talks of motors and bikes -some out here want like all the internal viewpoints of these bikes..last 20 yrs motors have came along way/ thnks
Interesting. My dad bought one of the early XT500s (1976, I think), and I loved it for its monstrous torque and four-stroke roar. It would do wheelies at will, with my lightweight ass on it. I don't remember the stock engine vibrating much, but my references were all single-cylinder, two-stroke dirt bikes from the 1970s, so what did I know smooth engines, anyway?
all good n very informatif -guys! would actually be interesting - why they're allowed to hve shorter wheelbase (electronix?!) Also was never mentioned that specific track test , was made on a more o' less Dump track ..! (when most of other bikes - would have just to pack n go...!) Also intake mag valves n outtake made of steel (temp management) and 'hollow' parts etc etc THANX !
So, if you pit a valve in the middle of a hemispherical head/piston chamber, and swirl the air entering, would that out perform the tumbling process of a flat head/piston system?
Same thing with timing in 2-strokes ports like 4 stroke valve timing. Everyone wants to make more and more hp and they end up ruining the engines ability to be ridden normally. I bought a 77 RD400 and under 5000rpm it would not move. Even from a stop Id have to rev the snot out of it and feather the clutch.. then I had to keep it revving high all the time just to go down the damn street, it was awful. Took me a year to find some stock timing cylinders and OMG this bike became such a joy to bomb around town on. So much torque right from idle and a strong mid.. right where anyone with a brain would want it.
29:54 "Makes the engine more linear" I have only just come across this podcast and Im so impressed. As a motorcyclist of 50 years and engineering in big auto word wide for 44 I have some experience good and bad in motorcycles, cars, engines and over the last 20 years electric propulsion. That statement is the key, Ive ridden and built on the road machines from TZ350 (yes on the road) to Yamaha GTS1000 through Yamaha MT01 to Suzuki GSXR 1000 K5 and as resident of the Isle of Man have opportunity to put bikes both on road and off through their paces, but Im sick of reading the bike press with this years latest paint and winglets, I thankyou for in depth techincal, Im learning something here. For me Im bored with the piston power plant. The electric motor provides an unparalleled but unpopular solution (with other people) for me both in car and bike and the propulsion system (battery and electronic control) is still in its infancy, feels like a brave new horizon. Im not popular with this view and I still build and ride other internal combustion engine machines from Hondas CB750 K0 to Hercules W2000 rotary but more so now for sentimental reasons it tends to be the esoteric ones I go out on. Electric keeps giving me, as you say the linear response to the throttle, love it, its the future.
I really enjoyed this video and all of your thoughts. I get all the electronics...but I'll take my 2008 Aprilia SXV 550....dyno'd 74hp at the wheel with a pipe, HealTek quickshifter...Just find one like mine that had forged pistons installed...I paid $4500 for mine and it makes me laugh EVERY time I take it out and power wheelie in 1st - 3rd gear on my back roads of West Virginia and I'm 59 years old at 270 lbs....imagine if I were 150 lbs ....for shit sake. Keep the great vids going boys...love them A++++
@@tomtraynor5384 Hello ...mine has forged pistons and titanium buckets over shims and I am not racing my SXV just really spirited riding in the back roads...so I will be in the 18-20k mile range...now if I was racing it and banging the rev limiter all the time...probably 10k miles. These bikes are more reliable than most think...if you stay off the limiter. The Duc is really sweet bike for sure...I have a 2019 Multistrada PP...just gobs of fun. So I certainly agree with you thoughts on the Hyper....just a tough one to swallow ...keep the great vids coming !!! your are A++++
@@rikig88 Hello, you can still get aftermarket exhaust for these girls. Pistons were supplied by Allen Nolan and well known SXV guru in Delaware. Forged pistons will last for a long long time as long as you're not banging the limiter all the time. Just added a custom Fisher Seat for my fat ass..wow what a difference. Again I love this Duc...have a multi pikes peak myself but my SXV is so much bang for the buck.
I'd bet these guys could talk about my Sr400 engine for 2 hours. Better said..... I want them to talk about my sr400 for 2 hours but I would settle for them discussing my Sv650. Hopefully I'll get the hypermotard and give this another listen
Urban bikes aren't immune to gridlock and these aren't race bikes. I wish the transmissions could provide a shorter first, with a nice spread for the other five gears. I hate the 690's gearing but find the engine and chassis happy enough to spin and drift through an intersection on one wheel; no electronics required.
VW bought Audi and Audi bought Lamborghini and Lamborghini bought Ducati and Bugatti bought Rimac. None of that suggests VW had much of anything to do with the development of Nevera or the 698 mono.
Actual 80iq take, they generally keep the key personell and then some, do you actually think that when vw bought em out they fired everyone and just kept on going as if they didn’t lose all the knowledge
That's not true, Ducati had been selling stock for years AND winning superbike championships. They were in trouble back in the early 90s, like most Italian manufacturers the passion they exhibit for motorsports doesn't carry over to accounting.
@@firstielasty1162 I have had a big mono and the vibrations where unbearable (bmw sertao) . Two cilinders are a must for more power. In my opinion , a motorcicle should not exceed 150 kgs. 125cc ar enough , 250 cc are the limit for me.
Probably the only Ducati I'd consider riding, though the idea of a 459 or 559 version of that engine has me curious. Then again I've got a KTM 525EXC that's waiting on being bored out to 97mm, and the cams are ready to go too...
Only the water cooled Ducati's have minimum over rev, as the 900SS's had peak HP at 6700ish and a 9000 red line. I have never heard of any motorcycle having anywhere near this over rev. It would be interesting to hear your thoughts if you know of any?
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These pods are gold....wish they would have came out years and years ago. I was a long time subscriber and reader, and while the articles were great, the amount of detail and in depth discussion on these deep dives on the pods is unmatched to anything ever printed in Cycle World. Awesome stuff!
Indeed. Pure gold having these two together.
Love this series of videos. Look forward to them each week.
Two minutes in - gotta say my first new bike was a 250 Ducati Monza. It was quick, handled beautifully, and - according to Cycle World Magazine - had the same brake swept area as a Harley.
Most memorable instant: Driving through a rainy afternoon the plug lead came out of the cap. Coasting down, still in gear, reached down to attach it and fired the plug through my wet fingers.
Exciting to say the least.
This is beyond awesome. Kevin is amazing and it's cool you had Bradley on to talk about riding the Ducati. Keep it going!
Speaking of swirl in the cylinder remember the Suzuki GS1100 with the Twin Swirl Combustion Chambers? Great engine! Was very popular for years in NHRA Pro Stock Motorcycle racing.
Love the information from all your podcasts.
It's like top secret advantage only money could buy.
Funny I believe that I've walked past Kevin at a racetrack and knew there's something about this guy.
We didn't speak but I knew.
Thanks.
Don’t have a lot to add, other than the test ride I took left me really impressed with the engine and I hope it makes it’s way into a dual purpose and light adventure bike sooner than later. The 698 Hyper left me really impressed as a whole but the engine was a standout in how broad the spread of power was and the throttling. Yes, there were times when fuelling was a little fluffy at low RPM but in it’s element the motor was a gem.
This is a amazing listen. Thank you for the detailed breakdown. Very informative, I can listen to this all day.
Keep those coming guys please, it's fantastic!
Excellent podcast. I found it satisfying that there was a discussion of tuning the single more for consistent torque in the lower revs vs max power at high revs (12:50) that was echo'ed later (43:00) :by Bradley describing the performance of the new motorcycle.
I have had several discussions with people who don't seem to understand that a significant amount of peak power at near redline is lost when the torque is moved down in the powerband to improve rideablility. It looks good on spec sheets, but the vast majority of the time, riders are nowhere near the rev limit of a motorcycle. Moving power down into the rev range makes a motorcycle feel much stronger during normal riding.
Perhaps, however the 698 mono still has a significant torque handicap when compared to the austro-sino archetype.
@@xeeded Have you seen rear-wheel dyno charts yet? I have gotten to where I distrust published numbers unless they have a dyno chart that shows the whole story. A peaky engine, for example, will post great peak torque and HP numbers but can be slower overall.
@@xeeded An interesting example of retuning an engine is with the 660 Aprilia. The 660 RS makes 89hp on Cycle World's dyno whereas the Tuareg is only 70hp. The difference is the torque curve. Peak torque on the RS is at 9,540 rpm vs 6,680rpm for the Tuareg. Although peak torque numbers are similar, the Tuareg is at 80% max torque by about 3,000 rpm.
The differences at lower and mid-range don't look that far apart on paper, but riders report a big "seat of the pants" difference.
@@jfess1911 my ass dyno is challenged to keep the 690's front wheel on the tarmac bellow 4th gear. I haven't seen anything like that in 698 reviews, and Fagan has said it doesn't pull hard - th-cam.com/video/qxbKb3aVLBg/w-d-xo.htmlsi=GguJvdpJWbRrQ8bO&t=479
The 698 is a pretty bike.I still might switch but it's tough to let go of the torque; I love to pin the throttle in 3rd, and feel the engine wind up to gradually pull the front end up up and away.
@@xeeded I'm glad you enjoy your motorcycle. I have no idea how the 690 will compare to the 698, but that does not change the fact that changing the cam profile can change how the engine works and feels. A lot of redline power goes away when the torque curve is moved down (unless you have variable valve timing).
In supermoto racing though, you want more weight on the front wheel, so you don't really want a wheelie machine. A very gradual increase in power from an extremely flat torque curve can produce faster lap times than a more "lively" motor, largely because it is easier to keep the power delivery right at the maximum the tires can take.
Brilliant in-depth discussion on the new 698. I have 2 Ducati🎉's and rode the 698, it was great fun, my critisim is the engine heat (i live in Thailand) and its always hot here. So that is very specific problem. It needs to be your 'extra' bike, not your only bike, especially if you are long in years
I test rode one last week and LOVED it. So smooth and agile. No vibes and very good through the rpm range. Nice top end. Could be the ultimate adventure bike if Ducati chooses to do it. Good gearing and surprisingly good on the interstate at 70-75mph. I’m planning to buy one for the track. It’s a HOOT!
What are the maintenance requirements? Are they as bad as the Ducati street bikes?
@@jamesnelson6381
Ducati isn't as bad as they used to be since they switched to chain driven timing with the Panigale.
The desmo heads are still fiddly to perform a valve check on, but at least there's no bi-annual timing belt replacement.
Seems like it would be a great every day,around town bike. Kim sure it’s a giggle to ride.
along with zero valve float, the desmo valve train can open a valve fully sooner and stay open later within a modest duration, which gives a flatter torque curve with the larger flow area window.
Hi, I'm a recent subscriber or follower, sorry I'm from Portugal so not native to English language.
I have listened to all podcasts from you guys since I found you, you surely speak my language, thanks and congratulations, you're very interesting.
I do have a couple of questions.
But 1st let me introduce myself; I'm currently assembling a RZ (RD over here) 86 ypvs with 90 FZR 400 wheels, brakes and suspension. That's my only bike . And follow some rules like no brands mixing, no big generation gaps and similar segment, size, weight, power etc. These bikes were eventually on the market simultaneously and share key parts like brake pumps and the rear caliper. I also have a few engine mods like vforce reeds, 30mm flatslide carbs, adjusted squish band while o'ringed head, programmable CDI with valve control and a few other. Keeping the size though, I actually bought the last set of cylinders from Yamaha.
Anyway I digress so I forgot my question now, I'm sure it will come to me eventually, sorry but the other thing is if you could do a podcast about the famous Bimota V due 500 please and I do have to go now. Sorry for the long post if you have actually reached this far!
Thank you
Dude. Put that Velocette behind you as some eye candy. I loved it when you had that 900ss back there.
Thank you for the great information
So slide by brake function is initiated by aggressive front brake application followed by more aggressive rear brake and letting the ABS and IMU handle it? Can someone please explain this. Is it controlled "backing it in?"
Yes, it's basically what we would have called "hackers" back in the day. But just as you see MotoGP and Superbike riders backing it into the corner, that's what this system is helping you do.
Fantastic engine talk 👍🏻😎
I would love to own a 698 within an Adventure chassis (thinking Desert X Adventure). #Ducati I will be a first year buyer.
Princess Leia... where did you source those awesome headphones?
Had a DRZ400SM and man that was the most fun on the crappy back roads of Northern California. Ended up selling it for the fear I would loose my license if I kept it.
Wonderful and fantastic content! Congratulations on your show. Now, if I can splice on my 996 cylinder head onto my DR650. Long live motorcycles!
That was superb from end to end. Thanks.
What a fantastic podcast this was.
Street Super Mono please .... style .... fresh Mach 1 ... great to see Kev !
I’m into Cruisers (Harley) but I think I could have one of these too!
that would make a great ying and yang pairing
You'll kill yourself on a real motorcyle with power and brakes.
@@Scott-sb1xi i had a Triumph Rocket 3….real engine and mega brakes, and I assure you, I am not dead.
It's amazing how vibrations can undo nuts .
keep these high spec talks of motors and bikes -some out here want like all the internal viewpoints of these bikes..last 20 yrs motors have came along way/ thnks
My 1980's Formula Singles race bike was Yamaha XT 500 based and would literally blur your vision in 2nd gear.
Interesting. My dad bought one of the early XT500s (1976, I think), and I loved it for its monstrous torque and four-stroke roar. It would do wheelies at will, with my lightweight ass on it. I don't remember the stock engine vibrating much, but my references were all single-cylinder, two-stroke dirt bikes from the 1970s, so what did I know smooth engines, anyway?
all good n very informatif -guys! would actually be interesting - why they're allowed to hve shorter wheelbase (electronix?!) Also was never mentioned that specific track test , was made on a more o' less Dump track ..! (when most of other bikes - would have just to pack n go...!) Also intake mag valves n outtake made of steel (temp management) and 'hollow' parts etc etc THANX !
The giant ship MAN diesels use air valve springs. Really big heavy valves too!
So, if you pit a valve in the middle of a hemispherical head/piston chamber, and swirl the air entering, would that out perform the tumbling process of a flat head/piston system?
Super motard genesis is the made for TV Superbikers of 1980ish. 500cc two stroke motocross bikes on pavement tires.
Keep the engine above 5000 RPM and it’ll sing all day. Fun part is that you have 5000 more RPM to go.
Same thing with timing in 2-strokes ports like 4 stroke valve timing. Everyone wants to make more and more hp and they end up ruining the engines ability to be ridden normally. I bought a 77 RD400 and under 5000rpm it would not move. Even from a stop Id have to rev the snot out of it and feather the clutch.. then I had to keep it revving high all the time just to go down the damn street, it was awful. Took me a year to find some stock timing cylinders and OMG this bike became such a joy to bomb around town on. So much torque right from idle and a strong mid.. right where anyone with a brain would want it.
Excellent, thanks
29:54 "Makes the engine more linear" I have only just come across this podcast and Im so impressed. As a motorcyclist of 50 years and engineering in big auto word wide for 44 I have some experience good and bad in motorcycles, cars, engines and over the last 20 years electric propulsion. That statement is the key, Ive ridden and built on the road machines from TZ350 (yes on the road) to Yamaha GTS1000 through Yamaha MT01 to Suzuki GSXR 1000 K5 and as resident of the Isle of Man have opportunity to put bikes both on road and off through their paces, but Im sick of reading the bike press with this years latest paint and winglets, I thankyou for in depth techincal, Im learning something here.
For me Im bored with the piston power plant. The electric motor provides an unparalleled but unpopular solution (with other people) for me both in car and bike and the propulsion system (battery and electronic control) is still in its infancy, feels like a brave new horizon. Im not popular with this view and I still build and ride other internal combustion engine machines from Hondas CB750 K0 to Hercules W2000 rotary but more so now for sentimental reasons it tends to be the esoteric ones I go out on. Electric keeps giving me, as you say the linear response to the throttle, love it, its the future.
I really enjoyed this video and all of your thoughts. I get all the electronics...but I'll take my 2008 Aprilia SXV 550....dyno'd 74hp at the wheel with a pipe, HealTek quickshifter...Just find one like mine that had forged pistons installed...I paid $4500 for mine and it makes me laugh EVERY time I take it out and power wheelie in 1st - 3rd gear on my back roads of West Virginia and I'm 59 years old at 270 lbs....imagine if I were 150 lbs ....for shit sake.
Keep the great vids going boys...love them A++++
How often to rebuild/major service?
@@tomtraynor5384 Hello ...mine has forged pistons and titanium buckets over shims and I am not racing my SXV just really spirited riding in the back roads...so I will be in the 18-20k mile range...now if I was racing it and banging the rev limiter all the time...probably 10k miles. These bikes are more reliable than most think...if you stay off the limiter.
The Duc is really sweet bike for sure...I have a 2019 Multistrada PP...just gobs of fun. So I certainly agree with you thoughts on the Hyper....just a tough one to swallow ...keep the great vids coming !!! your are A++++
@@chubbyguyschannel6864 where might one buy these parts or were they custom made by you
?
@@rikig88 Hello, you can still get aftermarket exhaust for these girls. Pistons were supplied by Allen Nolan and well known SXV guru in Delaware. Forged pistons will last for a long long time as long as you're not banging the limiter all the time. Just added a custom Fisher Seat for my fat ass..wow what a difference.
Again I love this Duc...have a multi pikes peak myself but my SXV is so much bang for the buck.
I'd bet these guys could talk about my Sr400 engine for 2 hours.
Better said..... I want them to talk about my sr400 for 2 hours but I would settle for them discussing my Sv650.
Hopefully I'll get the hypermotard and give this another listen
Here is a dyno- th-cam.com/video/VziyPIki7Fw/w-d-xo.html And here is the dyno with the airbox cover removed- th-cam.com/video/5F1syMr5VJA/w-d-xo.html
Jail bait. (I've got three Due singles: 250 Scrambler, 250 Diana, 350 Sebring. Love them all!)
Can you compare it with the 690 from KTM?
Yeah it’s lighter and has more power and is cheaper
Excellent
I wouldn’t buy nothing owned by VW period thanks for the info.
Laverda 1200 - 180 is a counterbalanced single twin triple dancer
Remember Audi owns dukes assets
650 Yamaha twin on a center stand.
Basically a 690 KTM...whats so different?
Urban bikes aren't immune to gridlock and these aren't race bikes. I wish the transmissions could provide a shorter first, with a nice spread for the other five gears. I hate the 690's gearing but find the engine and chassis happy enough to spin and drift through an intersection on one wheel; no electronics required.
get STARK VARG 80hp put moto wheels and review please =cycle world...thanks be great in magazine compare it to this 698 ducatti....
Kevin Cameron.. 😨😷🤧🤕
At least put a helmet on a shelf
Need a better rider for these types of videos.
Why? I thought he was excellent. What was missing?
When you say 'Ducati has a skill'- that is because VW owns them... VW also made the Buggati Veyron...Bentley....Lamborghini, modern Porsche..
VW bought Audi and Audi bought Lamborghini and Lamborghini bought Ducati and Bugatti bought Rimac. None of that suggests VW had much of anything to do with the development of Nevera or the 698 mono.
Actual 80iq take, they generally keep the key personell and then some, do you actually think that when vw bought em out they fired everyone and just kept on going as if they didn’t lose all the knowledge
Ducati hater,Ducati hater! Poo on you.
On the money.. Ducati was in big trouble till the merger
That's not true, Ducati had been selling stock for years AND winning superbike championships. They were in trouble back in the early 90s, like most Italian manufacturers the passion they exhibit for motorsports doesn't carry over to accounting.
Well,it turned out to be worse or meh in nearly everything on the dyno, compared to the KTM 690... And heavier as well.
Big bore mono are stupid. No revs and allot of vibrations.
But they are compact and fairly lightweight, hence why the single is still the choice for off-road bikes.
And so fun to ride that you don't notice either. I suggest a gold wing for you.
@@firstielasty1162 I have had a big mono and the vibrations where unbearable (bmw sertao) . Two cilinders are a must for more power. In my opinion , a motorcicle should not exceed 150 kgs. 125cc ar enough , 250 cc are the limit for me.
Probably the only Ducati I'd consider riding, though the idea of a 459 or 559 version of that engine has me curious. Then again I've got a KTM 525EXC that's waiting on being bored out to 97mm, and the cams are ready to go too...
Only the water cooled Ducati's have minimum over rev, as the 900SS's had peak HP at 6700ish and a 9000 red line. I have never heard of any motorcycle having anywhere near this over rev. It would be interesting to hear your thoughts if you know of any?
Another reason a single will generally have less power is not as balanced and can't rev as high as well.