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…
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 ... SR75 Source: http://manziana.motocorse.com/blog/31516_inclinazioni.php Translation by google chrome