Posted: January 19, 2012 in Research Progress

Setelah berhasil dengan proses gasifikasi dan desulfurisasi yang dapat berjalan sekaligus dalam satu reaktor gasifikasi yang dilengkapi dengan katalis sekaligus solvent molten alkali carbonates (MACs), penelitian dilanjutkan dengan mempelajari kemungkinan mere-generasi solvent yang sudah digunakan untuk desulfurisasi. Konsepnya adalah re-generasi dan re-sirkulasi terhadap used alkali carbonates sehingga akan meningkatkan efisiensi system dan nilai ekonomis.

Skema di atas menunjukkan bahwa dibutuhkan suatu regenerator untuk me-regenerasi used MACs. Selanjutnya regenerated MACs dapat di re-sirkulasikan kembali ke dalam reaktor.

Berdasarkan reaksi desulfurisasi: M2CO3+H2S/COS–>M2S+H2O+CO2 (M: alkali metals), diketahui bahwa konten utama used MACs adalah M2S. Untuk menghasilkan kembali M2CO3, maka digunakan steam and CO2 sebagai regeneration agents. Parameter penting disini adalah mencari rasio steam dan CO2 serta temperature reaksi yang optimum. Hasil penelitian menunjukkan bahwa pada rasio dan temperature tertentu, efisiensi regenerasi bisa mencapai 95 %.

Penelitian ini dan beberapa penelitian sebelumnya menunjukkan bahwa alkali carbonates memiliki karakter yang lengkap, sebagai katalis, desulfurizer, ash kolektor, dan bahkan bisa dire-generasi.

Next: alkali carbonates gasifier sebagai sebuah sistem power plant



How the ducati develop GP12

Posted: January 17, 2012 in Sport Review

Ducati GP12 is the most anticipated bike on the 2012 Motogp grid. Ducati general manager, Filippo, has spoken about the development of GP12 at the Wroom 2012 event. He told that 90 % of the bike is a brand new without specifically detailing what kind of revolution they made. It makes some motosport observers trying to guess what happened with the ducati bike. Below, is the translation of an Italian magazine, which is trying to reveal the changes applied to GP12. Enjoy…

Inclinations …

And 'well over the winter break, which forced us to ruminate on a few details, leaving little 
room for imagination. Fortunately, the press conference of Filippo gave me back a bit 'of 
material to work with. Thank you, Filippo ...
Obviously these are mere suppositions, not being able to get any kind of official confirmation, 
in words or even less through detailed photos of the new GP12. I am heartened, however, 
past experience: I have seen that the assumptions expressed in my previous articles have 
gone very close to what was then made public. 
Before you begin, anticipating some explanation that clarifies the speeches that follow. 
The engine Ducati V 90 is that, when placed parallel to the ground, as is standard on 
all bikes and Superbike Ducati (at least until the Panigale), an L.

In the picture you have an example of V 90 °, placed at an angle slightly rotated to the
 rear - we are the limits of what can be called a scheme to L. Filippo, in his lecture, has 
dilated to explain why it was necessary to find a solution that would allow you to place 
the engine with more freedom than it was using a carrier and sub-frame diagram of carbon. 
The explanation is simple enough stta: step - distance or if you prefer - used by pilots 
to adapt the bike to your riding always ended up being the most extreme among the 
adjustment options granted. If you remember, I had already spoken in a previous article. 
She lacked the ability to move the engine, if they do not manufacture out of whole cloth 
a new sub-frame units with completely different, that changed the rear suspension. Now, 
as mentioned in this piece by the hypothesis of a tilting motor solution, this can have it.
Filippo's speech reminded me of the whole very closely the work done in its time (2008) 
by Yamaha M1 on to find the optimum balance required by Bridgestone - refer 
to this article for details.
In practice, the team of Smith "moved back" the whole motion opening the steering head 
and using a chain as short as possible to load more without changing the distance 
between the rear end. An extreme setting, in fact, that Yamaha had then become the 
"base" - that is, by definition, a setting that allows adjustments in both directions - creating 
more offset triple clamps and a shorter arm. It is worth remembering how this operation was 
trying to bring the Yamaha in what was then the weight distribution of the Desmosedici 
GP07 for which, lest we forget, the Bridgestone tires were developed that the rest of the 
grid, Rossi first, yearned .
 Ducati, on the contrary, had to move to a more Japanese scheme, following the progress 
made ​​by Bridgestone from then to now. This transformation required the ability to move the  
engine nearly at will , bringing it back to a known position with respect to the whole. That is  
what the pilots obtained during the season, with radical settings for fork and swingarm. And 
maybe a little 'over. A more difficult task than he had set Yamaha, thanks to its four-cylinder 
in-line with changing overlay (very compact and advanced longitudinally in its initial position) 
had the game easier than the Ducati, which has to deal with dimensions of its V90 to desmodromic.

But let's get down to brass tacks. The words of Filippo, when he mentioned an engine inclined 
favor the centralization of the masses, made ​​me think. The ideal for this purpose, obviously, 
would be to have a motor with a smaller angle between the cylinders, perhaps near the area 
of 75 ° assumed with a good margin of safety (no state official data) for V4 Honda and (RIP ) 
Suzuki, far more compact of the Desmosedici. But it is possible to mitigate the problem through 
a 90 ° V engine, but turned back. It has piqued my curiosity, and I went to pick out some 
photos of my archive of GP11, GP12 and GP11.1, or zero if you prefer, finding something interesting. 
Of course, we are dealing with hypotheses, but ...
 Looking at the trend of motorcycle fairings are some differences in question. The most obvious 
and important is design in the front, must be tied to the radiator. Starting from the intake air box, 
you open the front opening and closing and then huddle around the oil cooler located under the water. 
In versions 11 and 11.1 the profile was less sinuous and more straight, reaching to cover the view 
of even the front wheel. 12 In contrast, the edges of the fairing below the design of the wheel, 
resulting in an aesthetic effect, unfortunately bad enough when combined all'assetto "all back" 
that the team was forced to take on the season finale - the bike looked like a chopper.
 But why change the shape of the fairing? To make the bike more agile, sure, but if it were possible 
to do so before they would do all right. I must have moved the radiator. Possible? And 'the inclination 
changed? If so, how and why? In order to tilt the radiator should move up the front cylinder, 
otherwise there would not be necessary space. That would assume that the inclination of the 
engine is already changed without anything officially leaked. We can not but think otherwise: I 
can speculate at this point, that the frames tested in Valencia were only drafts prototype needed 
to try these solutions. 
In the photo below I propose the overlap between the GP11 Wrooom presented at last year's GP12 
and Checa in November with a view to Jerez. You can easily see the difference in size of the fairing.

Here's what would happen, as suggested Motomatters, turning the engine back to 6 ° as has 
been done on the Panigale.

Solution that, at this point, seems to have been used already during the 2011 season. 
The most plausible hypothesis, then, becomes that we will see the bike in Sepang 
has completely new crankcase (Precious indirectly confirmed that talks about a new 
bike at 90%) attacks with different positions to adapt to the final frame. 
Philip Bravo, bravo Ducati. We did not know, if not in part, that your inclination 
to screening. Congratulations ...

Translation by google chrome

A trip to Spain and Bangkok II

Posted: January 17, 2012 in Life

I have been in busy schedule since coming back to Japan from Madrid. That’s why I have to write this article a piece by piece. Ok, let’s continue…After 9 hours waiting for my flight to Madrid, finally, I got on board to Madrid. 13-hour flight, it’s a long flight, but I tried to sleep because I had to walk around Madrid after landing.

Madrid, in my opinion, is not a clean city. It is even worse caused by the people, they are so not polite. But, reputation of this city is saved by their ancestor, who built many beautiful buildings. Then, I have to give another minus rating to this city, when my iPhone was stolen by damned pickpocket. It is very dangerous city, be careful with your valuable things when you walk around Madrid. You know, even women do this dirty work.

Another suggestion for those who intend to stay in cheap place, please be sure that your cheap place is fairly good when you make booking. I booked a hostel in downtown Madrid, near Gran Via. I had to wait for more than 1 hour to get the room ready. And, it was very funny when you can hear a couple making sex in nearby room. But anyway, it is a nice city with historical buildings and sightseeing. You can go along the Gran Via street, the main street with many classical buildings on either sides. Or, you can go to Toledo, a world heritage city, which is 45 minutes from Madrid by bus.

A picture around Gran Via

A picture taken in the gate of Toledo city

Sorry, but I have to end now. Next I will write about Oviedo and Bangkok.

See ya..


A trip to Spain and Bangkok I

Posted: November 15, 2011 in Life

Hi guys, I just want to share my lovely and sad experience during a trip to Spain and Bangkok on early October, 2011. It was just an effect of my research progress, forcing me to attend an international conference in Oviedo, the northern part of Spain. Once again, I was forced to find a cheapest ticket because of my wallet budget. But, I tried to take an advantage during long time transit in Bangkok and Madrid, I was forced to take Thai Airways.

Taking Thai Airways for your trip to europe, means you have to prepare for very long flight over the globe in your life. But, I decided to enjoy my long trip, by visiting as many as places as well as taking as many as pictures. My flight from Nagoya to Madrid took 6 hours to Bangkok, 9 hours transit, then 13 hours from Bangkok to Madrid, 28 hours for the total.

I used my 9 hours transit in Bangkok to walk around inside svarnabhume international airport, looking around its facilities and taking some pictures. It was very enjoyable and relaxing to wait my flight inside the airport, there were many places for eating, shopping, resting, even sleeping, but most of all, I could feel really save. The facilities inside the airport make you comfortable to kill your transit time. I just wonder, when the cengkareng international airport creates such atmospher.

Sorry guys, it is time to end now, I will continue next time……adios…


Finally, the ducati tasted or tested the aluminium chassis yesterday (thursday), which is actually the second time after dismissed by Stoner on 2008. After winning the title on 2007 on steel trellis frame, Stoner was offered 2 kinds of chassis, carbon fibre and aluminium, but he preferred the CF to aluminium.  Since then, the ducatis focus only to develop their bike on CF chassis.

2008 season recorded the best battle in history between rossi and stoner in laguna seca, which marked the downhill for Yamaha M1 and the Uphill for ducati GP 8. Actually, the ducati GP 8 was struggling in that season and even worst in the following season and continue until after the arrival of rossi. rossi and his legendary crew chief JB have been putting all effort in setting up the ducati bike, even to the GP 11.1, unfortunately only gave single podium out of 12 races, new experience for rossi, racing without win back to 1996. It seems that the front end problem is the DNA of ducati, thus it is very difficult to be sorted out.

In my opinion, ducati might have made a mistake by considering stoner choice to stick with CF chassis. So far, only stoner can tame the bike because he has a hard or extreem riding style and quick adaptation to new bike (see what he is doing with honda). While, other riders including capirossi, melandri, nicky hayden and rossi all have difficulty in turning the bike at high speed. Particular riding style of stoner costs the ducati in wrong direction of development. And now, rossi and his team are nearly giving up or more exactly, pressuring the ducati factory to run  a parallel project, which is completely different idea, alluminium chassis, especially for 2012 season.

Aggressive riding style will cost the rider with many crashes and exhaustion if the bike is hard to ride, in other words, it will be difficult to post consistent win or word title. But if the bike is friendly to ride, the rider will enjoy the race and win many races, like happened with honda now. The honda guys made a right decision to sign stoner this season, but what happens with honda if they did not sign stoner? see what pedrosa and dovi can do against lorenzo-yamaha M1? nothing, and may be honda will never win motogp title in 800 category.

CF material is a artificial, which is however, inferior to natural material such as steel and alluminium in term of flexibility. Racing bike needs enough flexibility to create stability of the bike under hard braking entering the corner and sudden throttle opening exiting the corner. According to the experience, motogp bike with alluminium chassis can create such stability, especially yamaha-M1. That might be the reason, after frustrating with CF desmosedici GP 11, rossi and his legendary chief crew JB, which have many experience with alluminium chassis-bike, pressuring the ducati bos filippo to develop new bike with completely different idea. The new idea, alluminium chassis-bike, was tested by rossi yesterday (thursday) in mugello circuit.

Rossi rides the bike in completely different way to stoner. He does not muscle the bike like stoner does, other wise, rides as smooth as possible. That is why he has to make the bike as friendly as possible to the rider, as he did to yamaha-M1. By doing this, he can post consistent win, or even multiple word title as he did before. That may be his purpose starting from 2012 season, doing all possible ways this season to transform the ducati into friendly bike for next season. But, one thing to remember, if he fail to cure the ducati next season, he must be  ready to throw off his title “the doctor”.


Ducati is considering to switch to aluminium chassis? Very interesting solution. They will be on the same foot with Japanese bikes.

On 2009 season, when the first time Ducati applied their concept on carbon fiber (CF) for chassis, I reckoned they will struggle with the flex of the bike, especially in turning the bike. See my previous post ( And someday, they will throw out the CF, back to natural metal like aluminium.

When VR and his long time crews jumped to Ducati from Yamaha this season, they keep strugling race after race until now, even tried different solutions in setup. And now, they come up with an idea to run parallel project, which is revealed as aluminium chassis project as discussed in article below.


Ducati Building Aluminium Chassis As Parallel Project

Ever since Valentino Rossi ended the first Valencia MotoGP test in lowly 15th place on the Ducati Desmosedici, one-and-three-quarter seconds behind fastest man and former teammate Jorge Lorenzo, there have been calls for radical changes to Ducati’s MotoGP machine. Those calls have only intensified as the season has progressed, the switch from the GP11 to the GP11.1, the destroked version of Ducati’s 2012 MotoGP machine, having brought little improvement until a few key parts were introduced at Brno.

The focus of much of the fans’ anger and the paddock’s scepticism has been Ducati’s monocoque carbon fiber chassis. Ducati’s radically different design has been pinpointed as the obvious culprit for the problems with the Desmosedici, with critics pointing to the success the Japanese factories have had with an aluminium twin spar chassis, as exemplified by Yamaha’s Deltabox concept. If Ducati had an aluminium twin spar frame, the argument goes, they would at least be confronting the Japanese on equal footing.

Crucially, the criticism has come not just from outside of Ducati, but both Valentino Rossi and his long-time crew chief Jeremy Burgess as well. Both Rossi and his crew chief have called for Ducati to run a parallel project to design an aluminium chassis to test whether such a chassis would bring an improvement. By running two different projects in parallel, the argument runs, the pace of development of the Desmosedici could greatly increased as the data from the two projects is analyzed.

It appears that Rossi and Burgess are to get their wish. French journalist Thomas Baujard of the magazine Moto Journal has uncovered that Ducati are currently building an aluminium chassis for the Ducati Desmosedici. A Ducati engineer confirmed the news to Baujard at Brno. Construction of the chassis has been farmed out to a third-party chassis builder with many years’ experience of fabricating aluminium parts. By contracting the building of the chassis out, Ducati are avoiding the pitfalls that prevented them from embarking on such a project earlier, and which team boss Vito Guareschi continually raised when confronted by Italian journalists: Ducati has never built an aluminium twin spar chassis and has no experience in manufacturing them, and so would be starting with a huge deficit to the Japanese factories.

Ducati Corse General Director Filippo Preziosi remained coy on Monday when he was quizzed about it by reporters. “We are exploring different solutions, though I don’t think material is the key point,” Preziosi said. He reiterated that the CF chassis was not a point of dogma for Ducati. “We are open-minded. We are ready to use what we believe is better.” Preziosi pointed to the fact that Ducati abandoned their iconic V twin configuration for a four-cylinder when they entered MotoGP, explaining that the rules both at the time and currently push motorcycle designers towards the use of a four, whatever their natural preference for engine configuration. “Sometimes you use a solution, the right solution, depending what is writtten in the rules. So for me, we are are open to use what we believe is better.”

The move comes after Ducati made a big step forward with the carbon fiber chassis at Brno. Ducati Corse brought a number of new parts to help improve the front end feel of the bike, which also allowed Valentino Rossi to move his position on the bike. The list of revised parts included fork bottoms and steering head bearings, Nicky Hayden told reporters on Saturday night, but they also included the inserts used in the carbon fiber steering head, a fact also uncovered by Moto Journal‘s Baujard. The aim of the revised inserts was to modify the contact between the steering head stem and the CF frame, altering the feel of the front end by changing the way that information was transmitted from forks through to the chassis.

The parts had given Rossi more confidence in the front end, he said on Saturday. The changes helped especially under braking, Rossi said: “When I brake, I feel more what happens on the front tire and I can force more the entry. So I can brake on the edge of the tire, which allows me to enter the corner a lot faster and make a better line.” The modifications were a definite change for the better. “I think we improve some of our problems,” Rossi said, “This is a small but clear step. We are still not competitive for the win, but we are more close.”

Bacaan #9

Posted: June 22, 2011 in Renungan

Dan (ingatlah kisah) Zakaria, ketika dia berdoa kepada Tuhannya, “Ya Tuhanku, janganlah Engkau biarkan aku hidup seorang diri (tanpa keturunan) dan Engkaulah ahli waris yang terbaik. (Al-Anbiya: 89)

Maka Kami kabulkan (doa)nya, dan Kami anugerahkan kepadanya Yahya, dan Kami jadikan istrinya (dapat mengandung). Sungguh, mereka selalu bersegera dalam (mengerjakan) kebaikan, dan mereka berdoa kepada Kami dengan penuh harap dan cemas. DAn mereka orang-orang yang khusyuk kepada Kami. (Al-Anbiya: 90)