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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