Automatic transmission- types and which is the best type of automatic transmission

Audible

Automatic transmissions have gone through many changes since being introduced by Oldsmobile for 1940. There are four types of Automatic transmission.



1. Torque converter(Conventional automatic)
2.Continuously variable transmission(CVT)
3.Automated manual  
4.Dual-clutch automated manual(DSG)

Torque converter(Conventional automatic)

The current generation of conventional automatics use a torque converter to transfer power from the engine to the transmission. The transmission itself typically contains several sets of gears, and the different “speeds” are chosen by engaging electronically controlled, hydraulically operated clutch packs. Most earlier automatics worked much the same way but didn’t have as many speeds and lacked electronic controls.

Conventional automatics tend to be very smooth in operation—both upon starting from a stop and in gear changes—but lose some efficiency (and thus fuel economy) due to the slight “slip” of the fluid-filled torque converter and driving the hydraulic pump that operates the clutch packs.

Continuously variable transmission(CVT)

Rather than sets of gears, CVTs use a belt that runs between two variable-diameter pulleys to give a wide range of ratios and a smooth transition between them. In automotive applications, some CVTs use a fluid-filled torque converter (as with a conventional automatic) to transfer power from the engine to the transmission, others a clutch similar to that used for a manual transmission, but with automatic activation (there is no clutch pedal).

The advantage of a CVT is that the engine can be kept at its most efficient speed while the transmission adjusts to changes in load or road speed. Under brisk acceleration, for example, the engine revs up to where it produces the most power and is held there as the transmission constantly adjusts to the increasing speed of the car. Under cruise conditions, the transmission can adjust for small changes in road speed while the engine is kept at a consistent rpm for best fuel economy. A limiting factor is that because CVTs rely on friction between the belt and the pulleys, they haven’t yet been designed to handle a lot of power.

Automated manual  

There are two types of automated manual transmissions in use, with the more modern one (which is now far more common) being called a “Dual Clutch Automated Manual”; it’s described below. Both are essentially manual transmissions where the clutch and shift actions are carried out by computer-controlled, electronically activated mechanisms, so they work without driver interaction, just like a conventional automatic transmission. However, they can also be shifted manually (though still without the driver using a clutch) via a conventional gear lever or steering-column-mounted “paddles.”

Automated manuals are more efficient than conventional automatics because there’s no “slip” of a torque converter and no losses from driving an internal hydraulic pump. The earliest versions – which were found primarily in European performance cars – were based on a conventional manual transmission with a single clutch, but the only car still using this kind is the very non-performance-oriented Smart ForTwo.

Dual-clutch automated manual(DSG)

It gets its name from the fact that there are two gear shafts – one for the odd-numbered gears (1, 3, 5, 7), another for the even-numbered gears (2, 4, 6) – each having its own clutch. When the car moves off from a stop, 1st gear is already selected, and the “odd” clutch is engaged to start the car moving. While this is going on, the computer puts the other gear shaft into 2nd gear. When it comes time to shift to second, the “odd” clutch disengages and the “even” clutch engages, and presto; you’re in second gear. It does the same with the higher gears, which are “preselected” before the clutch for that shaft is engaged. This results in much quicker – and usually much smoother – gear changes than with a “single clutch” automated manual.

Automated manuals are often used in performance cars today because they’re more efficient than a conventional automatic transmission, and can handle much more power than a CVT.

Branded examples of dual-clutch automated manual transmissions include Ford’s “PowerShift” available in the Fiesta and Focus, and Porsche’s “PDK” available in several of the maker’s vehicles

Conclusion

Although the four types of automatic transmissions —conventional, CVT, automated manual, and dual clutch automated manual — all operate without a clutch pedal and can be set to shift for themselves, they each exhibit slightly different driving characteristics. You’re probably already familiar with how a conventional automatic “feels,” so we’ll compare the others to that.

Closest in terms of perception to a conventional automatic is the dual clutch automated manual. One difference can often be felt when you’re barely moving. If you’re stopped on a slight upward incline, a conventional automatic will “hold” you there without having your foot on the brake; likewise, your car will creep forward on level ground if you are stopped and take your foot off the brake. Automated manuals often won’t hold you on an upward incline, and may not creep forward on flat ground quite as smoothly as a conventional automatic does. This is most noticed in stop-and-go traffic.

Many automated manuals also feel different if you floor the throttle, either from a stop or when cruising down the road. From a stop, they sometimes lurch a bit where a conventional automatic is smoother. If you’re cruising down the road and floor the throttle to pass, an automated manual can often be felt “stepping down” one gear at a time rather than dropping from, say, sixth gear straight down to second. As a result, the time that passes between flooring the throttle and the car actually accelerating is sometimes a bit longer.

These all sound like negative traits, so why do some manufacturers use automated manuals? Efficiency. Automated manuals are often credited with about a 10-percent increase in fuel economy. And they’re usually better from a performance standpoint, as there’s less power loss through an automated manual, and under hard acceleration, they are often quicker to upshift into the next gear.

A CVT exhibits even more of a difference, notably under acceleration. The objective of a CVT is to have the transmission make most of the adjustments necessary to maintain different road speeds while letting the engine turn at a fairly constant speed—which results in about 10 percent better fuel economy. Under even moderate throttle applications from a stop, however, a CVT maximizes engine power by letting the engine quickly rev up to where it makes more power and then holds it there while the transmission adjusts to the car’s increasing road speed. This means the engine is held at a steady, high-revving speed where it usually makes a lot of noise and sometimes is rather ragged, and this is what is most obvious — and annoying — to many drivers.

It used to be that nearly every car that offered both a manual and an automatic transmission scored significantly better EPA fuel-economy numbers with the manual. Not anymore. Although there are a few examples where the manual is still thriftier, many of today’s cars score better with an automatic. Part of this is due to the greater number of “speeds” now used even in conventional automatics — which allow the engine to run more efficiently at any given road speed — and to the use of automated manuals and CVTs.

Currently, most manufacturers still rely on conventional automatic transmissions, but the use of CVTs and particularly dual clutch automated manuals is growing. In their best applications, CVTs and dual clutch automated manuals behave much the same as conventional automatics in everyday driving, and the goal is to make them nearly indistinguishable — except for a noticeable boost in fuel economy.

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Razer launches its Gamer centric smartphone

                

The Razer Phone comes with a solid spec list, an emphasis on mobile gaming, an audio experience that any audiophile can appreciate, as well as what seems to be a justified price. If I didn’t know any better, I’d say Razer’s acquisition of Nextbit paid off quite well in terms of this initial launch, but let’s dive into the details to see just how this device stacks up against established Android manufacturers.

 

Specs

 

Razer Phone is no chump on specs, with Razer obviously taking the “spare no expense” expression quite seriously. The device features a 5.7″ QHD IGZO LCD UltraMotion display (2560 x 1440, 120Hz refresh rate), Snapdragon 835 processor, 8GB RAM, 64GB storage (expandable supported), dual rear-facing cameras (12MP f/1.75 Wide + 13MP f/2.6), 4,000mAh battery with Quick Charge 4+, Dolby Atmos-branded dual front-facing speakers, NFC, fingerprint reader, and Android 7.1+ Nougat.

 

For a company’s first attempt at an Android smartphone, this is quite the impressive sheet. While I’m not giddy about dual camera setups (ex: Google does better with just one camera) or even 8GB RAM, Razer actually did something innovative with regard to specs, which is the LCD display capable of a 120Hz refresh rate. That’s something we’re not seeing from any other maker at the moment, so for Razer to bring it on their first attempt, well, that’s very welcomed.

 

While you won’t find a headphone jack or water resistance, the price for all of this is $699, which seems incredibly reasonable if high-end mobile gaming and audio performance is what you’re concerned about.

 

Display

 

Considering such a fuss was made about this display during Razer’s unveiling,  the 5.7″ QHD IGZO LCD display is great, offering sharp contrast, an accurate portrayal of colors, plenty of brightness whether you’re indoor or outdoor the 120Hz refresh rate ability does play a factor into the overall experience.

 

Inside of the settings menu, the user can select which refresh rate they want the display to run at. You can opt between 60Hz, 90Hz, and 120Hz. Your typical Android display has a refresh rate of 60Hz (Galaxy S8, Pixel 2 XL, etc.), so for these options to be available, we’re talking an instant upgrade in user customization.

 

In case you aren’t familiar with refresh rate, it’s a number based on how quickly a display changes the image on screen. A lot of high-end computer monitors have a 144Hz refresh rate, while pro gamers can use monitors with up to a 240Hz refresh rate. Essentially, higher equals better (there is argument out there that anything over 100Hz isn’t necessary), but Razer is making this a new spec in the Android industry that we once never concerned ourselves with. We used to bicker about resolution (FHD vs. QHD), but refresh rate could be the next area of improvement for all mobile display makers. It plays directly into VR implementations, and with Google and Samsung battling it out in that arena, maybe we could see more emphasis placed on refresh rate.

 

As for Razer Phone, you do notice a change in the scrolling effect when toggling between 60Hz and 120Hz. When cranked up, there is less stutter and animations are very fluid. When playing mobile games, gameplay also looked and felt better, which I’ll never argue against. For those interested in overall brightness it should not be an issue when in direct sunlight with the screen cranked up to 100%.

 

Performance

 

Thanks to a Snapdragon 835, 8GB RAM, plus that 120Hz refresh rate, everything you do on this phone seems smooth. Whether you’re playing games, diving in and out of apps, or scrolling through a webpage, it’s all good. Also aiding this experience is a pretty barebones stock Android experience, but I’ll get into that shortly.

 

Topping off the experience is Razer’s Game Booster app, which comes in quite handy for those who really plan on putting in some hours of gaming. With this app, you can select customizable settings for individual game titles. The app allows you to set CPU clock speeds, refresh rates, whether you receive notifications when in fullscreen, as well as an anti-aliasing toggle. For games like Stranger Things, where it’s a pretty pixelated game, you don’t need massive performance, so throttling down your CPU and refresh rate can extend your battery life while playing. Games like Gear Club want all of your juice, though, so setting your CPU and refresh rate to the max leads to the best performance.

 

Software

 

The Razer Phone comes with Android 7.1+ out of the box, with no custom OEM skin atop it. This makes for a very familiar experience, but as a cherry on top, every phone is shipped with Nova Launcher Prime as its default launcher. Talk about really trying to make the Android fanboys happy, am I right? With Nova Launcher, you can customize basically all aspects of your home screen and beyond, complete with custom icon pack support and more. With that being said, now would be a good time to brush up on the icon packs we think are hot.

 

Going beyond just your launcher, Razer built in a theme manager for the software, which makes customizing the phone’s color scheme and even notification sounds a breeze. When a theme is applied, and there’s plenty to choose from, you’ll have a custom-colored notification pulldown, calculator, phone app, as well as ringtones and alarm sounds. It’s a snazzy effort on Razer’s part, one that I appreciate as someone who gets bored with the same ol’ white UI on most phones.

 

  While the software is pretty barebones, it doesn’t really lack anything. Inside the settings, you’ll find access to Smart Lock, Gestures (quick unlock to Camera), storage management settings, an Ambient Display mode for incoming notifications, Night Light, and other settings. It’s similar to the approach taken by OnePlus, where they give you all of the essentials, then toss in a few extras that make it a more customizable experience. For me, that’s fine, because when we start having features piled on top of features, it’s easy for many things to get lost deep inside of the Settings menu.

 

  It would have been nice to see the Razer Phone launch with Android 8.0 Oreo, too, only because it’s already November and that means this device launches behind the Android update schedule, if that makes sense. On the plus, this will be a good test to see how well Razer intends to support the software on this phone. If we see Oreo come later this year or very early in 2018, that’s a good thing. If we somehow creep into February or March, though, that will be a bad sign and I wouldn’t blame anyone for being disappointed. We’ll just have to wait and see how that plays out.

 

Audio

 

On the frontside of the Razer Phone are dual Dolby Atmos speakers, both individually amplified for improved sound. Via the USB Type-C port, you can utilize the accompanied audio adapter with a THX certified DAC for your headphones.

 

To sum it up, the sound on this phone, whether it comes from the speakers or your headphones, is remarkable. The speakers get stupid loud and the sound when plugged in is rich and full. No other phone has offered this much audio goodness in a while, so it’s nice to have a player back in the game who is taking not just headphone sound quality, but external audio propulsion seriously, too. While LG has great audio via headphones with its Quad DAC, the Razer Phone takes it to another level with these external speakers, getting nearly as loud as my MacBook Pro, which is pretty impressive to me.

 

If I could make one tweak, though, it would be to have better control over the lows on the front speakers via the Dolby Atmos app. Inside this app, you can customize the EQ to suit your needs, but even in there, I can’t get quite as much bass as I’d desire coming from the speakers. They are very high and mid heavy, which is fine for the spine tingling guitar riffs I listen to, but I still want more bass.

 

Battery

 

In a world where it seems like the most we ever get from the high-end Android makers is 3,500mAh, Razer brought the heat in the Razer Phone’s battery department. The phone features a whopping 4,000mAh battery, capable of providing me with way more than a day’s worth of usage, even with heavy testing and gaming.

 

Each night, I hit the hay around 10:30-11PM. At that time, the Razer Phone would still show 40%+ of juice left, meaning I could easily leave it unplugged and pick up right where I left off without having to do my overnight charging routine. For screen on time, I’m getting my usual 4 hours, which is my typical day.

 

Now, you may also want to know if the display’s refresh rate ability has any affect on the battery. From what I can tell, that’s a “no,” and Razer specifically mentioned this during its press event. According to them and its work with Qualcomm on the UltraMotion display, users should actually see “significant battery life improvement.” While I wouldn’t go so far as to say I saw improvements, what I did see was a battery that was getting me through lots of gaming without a ton of juice being used, so at the end of the day, I’m a happy user who still has plenty of battery life left.

 

  Conclusion

The Razer Phone is an absolute tank, being one of the heaviest phones I’ve ever had in my pocket. It weighs in at nearly 200 grams, compared to the Galaxy S8+ at 173g, Pixel 2 XL at 175g, and the LG V30 at 158g. The Razer Phone is large in-hand, heavy, and frankly, kinda boring to look at. While I appreciate its tankiness at times, when it comes to leaving the house with it, it can be kinda daunting depending on the type of pants I’m wearing. I know that’s weird to read, but bear with me here.

 

Even inside of the settings menu for the camera, the only options you’ll find are for resolutions and shutter sounds. Really, I know you might be having a hard time believing this, but it’s true. In terms of shooting, the only thing you can do is toggle your flash and the HDR mode, which consistently needs to be enabled because the camera handles many lighting environments poorly.

 

 On the bright side, much of what I’m talking about can be changed via an update to Razer’s camera app. All of those modes I mentioned are done purely on the software side, so there’s no reason Razer can’t address this. As of right now, though, there’s no telling if they will.

 

The Razer Phone isn’t missing much, but there are just a few things I’d have loved to see in this $699 smartphone. For starters, water resistance would be cool. Now, I’m not docking points or anything from this phone because it doesn’t have it, I’m just saying that it would be cool if it did. Also, this phone is certainly large enough for a 3.5mm headphone jack. I don’t know why Razer decided to exclude it, but seriously, there’s plenty of room. On the other hand, I do appreciate that they included a fancy dongle with its own DAC to help me get over the fact that left out the 3.5mm port. Lastly, and I know this is nitpicking, but it would have been appreciable had it been launched with Oreo.

This phone is only for audio philes and gamers if you aren’t one give this one a skip.

 

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Xbox One X - worth an upgrade?

Microsoft has launched Xbox One X. With enough hardware to power a high-end gaming PC Xbox One X is the most powerful console that is available today. Microsoft and Sony have been striving for console supremacy, and the Xbox One X could be the best bet for Microsoft to achieve its supremacy over consoles.

 

Thanks to Microsoft we’re seeing mid-cycle upgrades as opposed to new, next-gen consoles. This change has the potential to shift the gaming landscape significantly. Instead of completely new consoles phasing out the previous generation, it will allow a wider range of consumers to adopt and stay locked into an ecosystem for much longer instead of having to start with a clean slate on a new console.

 

The first thing you notice when you see the Xbox One X is its smaller profile. While packed to the brim with more powerful components, it’ll take up less space on your shelf. They even managed to stuff the power supply into the chassis, and the Xbox One X is a feat of engineering and design. It is, however, noticeably heavier despite the smaller dimensions.

 

C

ertain games will be available in “Enhanced” versions. This could mean having all or some combination of the following enhancements: 4K resolution, HDR support or a faster framerate. Playing games with true 4K resolution and HDR support is a sight to behold — games look absolutely gorgeous. And being able to play games at 60 frames per second (FPS) was a joy, and you certainly notice the difference when you see 60 FPS compared to 30 FPS.

 

Even if a game does not offer an “Enhanced” version with better graphics, one of the bigger, less heralded benefits is the faster load times. In many instances, load times were cut nearly in half, which is no small feat. Slow loading screens are the bane of gamers everywhere, and these shorter loading screens are wholly appreciated.

 

The Xbox One X comes with a 1TB hard drive (less than 800 GB is available for you to use), and the new “Enhanced” Xbox titles take up a lot of space due to the added 4K assets, so you will more than likely need an external drive to store all of your games. Xbox One titles typically take up 40 GB of space, and the “Enhanced” titles regularly exceeded 70 GB.

 

Another advantage that the Xbox One X has over the PS4 Pro is the addition of a 4K Blu-ray drive, whereas the PS4 Pro has just an HD Blu-ray drive. Sure, both consoles can stream content in 4K, but 4K Blu-ray discs offer considerably better image quality. 4K Blu-ray players are not cheap and the difference in quality can make a noticeable difference compared to an HD version. Having a 4K Blu-ray built into the Xbox One X makes it a more future-proof option.

 

Microsoft has created the most powerful console ever built and it’s not even close. The Xbox One X is significantly more powerful than the PS4 Pro and it doesn’t look like Sony will overtake them anytime soon. If you’re looking for the absolute best graphics on a console, look no further than the Xbox One X (provided by Microsoft for review). While there are still a limited number of “Enhanced” titles that take advantage of the new Xbox’s powerful hardware, that list continues to grow.

If you’re thinking of buying an Xbox One X, you must have a TV capable of taking advantage of the new Xbox’s two key features: 4K resolution and high dynamic range (HDR) color. I cannot stress the importance of having the right TV if you’re thinking of buying an Xbox One X. If you don’t have a TV capable of supporting 4K HDR, you’re better off waiting until you’re able to do so as you won’t be able to take advantage of some of the console’s best features.

 If you want to buy an Xbox one X check the link

 

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How to Search Videos within a YouTube Channel on your Mobile Phone

YouTube is probably the second largest search engine after Google. It offers extremely powerful search commands but there’s one important search functionality that YouTube is yet to include in its mobile app for both Android & iPhone.

We cannot search for videos within a specific YouTube channel while using YouTube on a mobile phone or tablet. For instance, if you would like to search for Tesla videos that were uploaded on the MKBHD channel, you simply can’t do that from your mobile phone.

This search-within-channel feature has been available for long on YouTube’s desktop website – see screenshot – but none of the YouTube apps have it yet. This is surprising considering the fact that more than half of video views on YouTube now come from mobile devices.

 

That’s where this mini YouTube search engine from labnol can help. Sign-in with your YouTube account, enter a search query, select any YouTube channel that you are subscribed to and it will show a list of all matching videos within the selected channel.

The app builds a list of all channels that you are currently subscribed to and prepares a nice drop-down with the channels sorted by name. The drop-down also features the channel icons so it is easier for you to find the channel you are looking for.

 

Also, if you have multiple YouTube accounts, you can click the “Logout” link to sign-out from the current account and log in to any other account. The app requests read-only access to your YouTube account and does not store any of your data anywhere.

  

If you are a desktop uses, you’ll probably never need this site but for mobile users, mini YouTube search engine from labnol could be worth bookmarking until YouTube incorporates this missing feature to their native apps.

 

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Engine transmission- An overview of types of transmission, advantages & disadvantages.

Audible

Transmission refers simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device. There are two types of transmission mainly Manual transmission and Automatic transmission.

Manual transmission:-

A manual transmission, also known as a stick shift or manual gearbox, is a type of vehicle transmission that requires the driver to manually shift gears.

Advantages of manual transmission:

•Driving with manual transmission gives you more control of the vehicle because you shift the gears. It will be easier to slow down or stop when you drive a manual vehicle.

•Manual transmission requires less maintenance and is cheaper to repair.

•Manual vehicles are more fuel-efficient than their automatic counterparts.

•Manual vehicles are less likely to be stolen because they are not as popular as automatic vehicles.

Disadvantages of manual transmission:

•Driving a manual transmission vehicle can present more safety challenges because it requires the driver to take one hand off of the wheel.

•The driver of a manual transmission vehicle has to constantly work three different foot pedals: the clutch, the brake, and the accelerator.

•It is much more difficult to learn how to drive a manual transmission vehicle.

•It is difficult to sell a manual transmission vehicle.

Automatic Transmission:-          

An automatic transmission, also called auto, self-shifting transmission, , is a type of transmission that can automatically change gear ratios as the vehicle moves, freeing the driver from having to pressing the clutch and shift gears manually. Like other transmission systems on vehicles, it allows an internal combustion engine, best suited to run at a relatively high rotational speed, to provide a range of speed and torque outputs necessary for vehicular travel.

Here are the main advantages of an automatic transmission:

•Vehicles with automatic transmission are a lot easier to use because the transmission will do the gear shifting for you.

•Automatic vehicles allow you to keep both your hands on the steering wheel for added safety in driving.

•Driving an automatic vehicle facilitates greater comfort for the driver because his feet have to work just two pedals – the accelerator and the brake.

An automatic transmission presents disadvantages, too, including the following:

•Automatic vehicles are more expensive than manual transmission vehicles. They are also more expensive to maintain and repair.

•An automatic vehicle depends on the torque convertor to switch gears, making it less fuel-efficient.

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Ducati showcases 7 new models at Ducati world premier 2018

Ducati showcased seven new motorcycles at its Ducati World Premier 2018, including big ones like the all-new V4 Panigale, Scrambler 1100, and the Multistrada 1260. While the Scrambler Mach 2.0, the Monster 821 and the white colour XDiavel S were also showcased, another new unveil was the 959 Panigale Corse. Following are the details.

 

959 Panigale Corse

 For 2018, Ducati has given its smaller Panigale 959 the Corse treatment. The highlight feature on this middleweight supersport motorcycle is suspension, which comprises of a fully adjustable Ohlins NI30 43mm fork, a TTX36 rear monoshock and an adjustable Ohlins steering damper. Helping reduce the overall weight by 2.26kg is the new Akrapovic exhaust and a lithium-ion battery. And of course, like the 848 Corse models before it, the 959 Corse arrives with a special racing colour scheme. Power figures remain unchanged for the Corse, and it continues to make 150hp at 10,500rpm and 102Nm of torque at 9,000rpm from its 955cc engine.

 

Scrambler Mach 2.0

 The Mach 2.0 gets a new retro paint job on the fuel tank. Other cosmetic bits include a seat borrowed from the Scrambler Flat Track Pro, blackened exhaust cover and engine heads and brushed fins borrowed from the Scrambler Café Racer. The only functional change is a lower cross-section aluminium handlebar. Propulsion will be provided by the same 803cc L-Twin engine as the rest of the Scrambler range, with a power and torque output of 73hp at 8,250rpm and 67Nm at 5,750rpm, respectively. The Mach 2.0 will run on Pirelli MT 60 RS tyres, front and back.

 

Accompanying the introduction of the Mach 2.0 will be the updated Scrambler Full Throttle. It will feature a handful of cosmetic changes only – marginal ones – such as a chequered pattern on the yellow stripe on the side panel on the fuel tank.

 

2018 Monster 821

 The 2018 Monster was completely unveiled last month, it uses the headlight from the Monster 1200, but one of the bigger upgrades comes in the form of a colour TFT instrument cluster. The 821 continues with the same 821cc, 90 degree V-twin but it now makes slightly less power and torque on account of becoming Euro 4 compliant. Peak power is now 2hp down to 110hp while torque drops from 89.4Nm to 86Nm. Braking is handled by dual 320mm front discs slowed by powerful Brembo M4.32 callipers. The Ducati Safety pack continues to offer three levels of ABS, eight levels of traction control and three riding modes. However, the six-speed gearbox now gets a bi-directional quickshifter like we experienced on the SuperSport S.

 

Iceberg White xDiavel S

 Ducati had previously unveiled its 2018 xDiavel S in a new ‘Iceberg White’ colour. This will be the first xDiavel model offered without a dark colour scheme.

 

All-new Panigale V4

 Ducati has unveiled its all-new V4-powered Panigale flagship. The bike is available in three trims – base, S, and the limited-edition Speciale – and will be the first mass-produced Ducati bike to have a four-cylinder engine (with the exception of the low-volume production Desmosedici), leaving behind its traditional L-Twin format. Ducati has claimed output figures of 214hp and 123.5Nm of torque for its MotoGP-winning, Desmosedici-derived engine that powers its performance flagship.

 

The 1,103cc V4 engine on the Panigale uses the same 81mm bore as the MotoGP bike, with a longer stroke for improved low- to mid-range torque. The engine comes with a power figure of 214hp at 13,000rpm and 123.5Nm of torque at 10,000rpm, which can be further boosted to 226hp by mounting the all-titanium racing exhaust, made by Akrapovic as per Ducati Corse specifications. Mated to this engine is a six-speed gearbox with Ducati Quick Shift (DQS) up and down.

 

Weighing in at 64.9kg, the V4 motor is just 2.2kg heavier than the 1,285cc L-twin on the 1299 Panigale it replaces. To limit weight, all engine casings are made of die-cast magnesium and the same material has been used to make the cam covers, the oil sump, the alternator cover and the two-piece clutch cover. The Italian bike maker has also developed a new frame where the engine itself has a load-bearing function. Called Front Frame, it's more compact and lighter than a perimeter frame and uses the engine as a stressed chassis element. The new frame and the use of light materials keep the kerb weight of the S and Speciale versions down to 195kg, while the base model tips the scale at 198kg. This gives the new Ducati a power-to-weight ratio of 1.1hp/kg, setting a new standard in the supersport production bike segment.

 

The base V4 comes with a 43mm Showa Big Piston Fork (BPF), fully adjustable for preload, compression and rebound damping up front and a fully adjustable Sachs shock at the rear. The S and Speciale use Öhlins NIX-30 fork, rear shock and steering damper, with electronic semi-active control. The suspension and steering damper are controlled by the Öhlins Smart EC 2.0 second-generation control system, featuring Ducati’s new Objective Based Tuning Interface (OBTi). The electronic suspension offers the choice between manual mode or an automatic semi-active 'Dynamic' mode. In Dynamic mode, the system automatically adjusts compression and rebound damping in response to the rider's inputs and the road or track surface.

 

The 2018 Panigale range is equipped with a new 5.0-inch high-resolution screen and the latest-generation electronic package with six-axis Inertial Measurement Unit (6D IMU), ABS Cornering Bosch EVO, Ducati Traction Control EVO (DTC EVO), Ducati Slide Control (DSC), Ducati Wheelie Control EVO (DWC EVO), Ducati Power Launch (DPL), Ducati Quick Shift up/down EVO (DQS EVO) and Engine Brake Control EVO (EBC EVO). The brakes on the motorcycle are the Brembo Stylema monobloc calipers - the latest evolution of the M50. The new Ducati has four-piston calipers with 330mm discs in the front and a single 245mm disc with a two-piston caliper at the rear.

 

The Speciale variant is limited to only 1,500 units and comes with a different colour scheme, carbon fibre mudguards, Alcantara seat, Akrapovič exhaust system, racing screen and a few other exclusive bits.

 

New Multistrada 1260

 get the older, 1,198cc motor) courtesy a 71.5mm longer stroke and produces 158hp at 9,500rpm, a 6hp increment over the MY17 Multistrada which produced peak power at the same rpm. Torque, too, has gone up by 1.5Nm, bring the tally up to 129.5Nm at 7,500rpm. This new motor features Desmodromic Variable Timing (DVT), which, paired with Desmo valve actuation, results in good low-rev torque (and hence, rideability), an optimal power output while making it Euro-IV emissions norms compliant.

 

The Multistrada 1260 will be available in four variants, with the S, the S D|air and the Pikes Peak completing the line-up. The S D|air is a new addition to the Multistrada family and features a wireless connection to the motorcycle which triggers the Ducati D|air by Dainese protective armour in just 45 milliseconds, proving vital in the event of a crash. Like before, the standard 1200 makes do without the Ducati Skyhook Suspension (DSS), although all the models, barring the Pikes Peak, feature the same, 48mm fork and a fully-adjustable Sachs monoshock (the Pikes Peak gets an Ohlins unit).

 

Updates to the chassis include a swingarm which is 48mm longer, and an increase in the steering rake from 24 to 25 degrees; this has resulted in a longer, 1,585mm wheelbase, up by 56mm on the previous model. This should contribute noticeably to the Multistrada’s high-speed stability, and it’s important to note that its weight, at 209kg (dry; 212kg for the S, 213kg for the S D|air) has remain unchanged, although the Pikes Peak variant has shed 2kg over its predecessor, weighing in at 206 kg, dry.

 

The Multistrada has always been loaded with good electronic kit and assists, and the 1260 goes a step ahead with its cornering ABS, back-lit handlebar controls and automatic turn-signal cancellation in addition to four riding modes (Sport, Touring, Urban and Enduro), Ducati Wheelie Control, cruise control and hands-free connectivity. An important addition is that of Vehicle Hold Control (VHC), a standard feature that’s part of the new ABS unit. In effect, this holds the bike steady by activating the rear brake (for a period of nine seconds, after which it automatically deactivates if unused). This is something that will be of immense helps in tricky, uphill riding conditions, particularly off the road. Ducati should introduce VHC to the off-road-biased Enduro, too, where its contribution will be invaluable.

 

Scrambler 1100

 Visually, the most striking design departure from the regular Scrambler is the twin underseat exhaust setup which is reminiscent of the Monster family. This is also what primarily adds to its apparent deviation from old-school scrambler design. The 1100 is about more than just its visual appeal, however, since it features an all-new twin-upper-spar steel-trellis frame to accommodate the bigger motor (and the resultant increase in performance, too).

 

Responsible for the 1100 moniker is a 1,079cc, L-twin motor that produces 86hp at 7,500rpm and 88Nm of torque at 4,750rpm, a noticeable increment from the regular Scrambler 803cc motor that puts out 74hp and 67Nm of torque. This motor is paired to a six-speed transmission and features ride-by-wire as well.

 

The 1100, unlike the 800, is big on electronics and features a comprehensive technology package (courtesy Bosch) that includes ABS, cornering ABS and a four-level traction control system. Standard equipment also includes three riding modes – Active, Journey and City. Active is the full-power mode with no restrictions to the throttle response and sets the traction control to a level most conducive to enthusiastic riding. The Journey mode is better suited to the highway, and while it doesn’t alter the power output, it does smoothen the throttle response while also engaging a higher intensity of traction control. On the other hand, City mode cuts power down to 75hp and engages the highest level of traction control, making it suitable for urban conditions where the additional power output may seem unnecessary.

 

Mechanical changes to the Scrambler 1100 include a steering head angle of 24.5 degree (up by 0.5 degree), although the trail remains unchanged at 110mm, which should help it retain its agility while making directional transitions a lot more linear than on the base Scrambler. That said, at 205.9kg (wet), the 1100 is 20kg heavier than the base Scrambler, but still 1.1kg lighter than the Desert Sled. Importantly, the Scrambler 1100 features a 14.7-litre fuel tank (13.5 on the 800) which should provide it with a decent overall range.

 

The Scrambler 1100 will be available in three variants – the standard, the Sport (a more custom-racer profile) and the Special (on the lines of a modern classic and also the heaviest of the lot, at 210.9kg) – all of which are identical in terms of engine output but bear changes to cycle parts and cosmetic elements. The standard and Special 1100 variants features a fully adjustable 45mm USD fork from Kayaba and a preload/rebound-damping adjustable monoshock; the Sport also gets both, but from Ohlins. Radial-mounted twin-disc brakes with four-piston Brembo M4.32B calipers are standard equipment across all variants.

 

The 1100 also features new, wire-spoke wheels which are shod at either end with Pirelli Enduro rubber. The front end gets a 120/80-ZR18 while the rear gets a chunky 180/55-ZR17 tyre that should serve you well on most kinds of terrain, barring extremes.

 

There’s more. The Scrambler 1100 also gets the expected updates to its trim, which means a new headlight with a prominent ‘X’ pattern housed within, as well as an LED ring around the circular daytime running lamp. Another welcome update has been to the instrument console that now sports a secondary oval element in addition to the circular single pod. This now splits the read-outs, with the latter displaying the tachometer, riding mode, traction control level, dual tripmeters, fuel level, a ‘distance to empty’ indication and air temperature. The inset element displays the speed and is programmed to display info from the Ducati Multimedia System, available as an accessory with the optional Bluetooth package.

 

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