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

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