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The crankcase also serves as the attachment point for the rear suspension and swingarm.The Front Frame allows the Panigale to be slender in the tank-seat zone and in DUcati’s confident sounding words: “ensures perfect bike-rider integration.” It all comes down to a claimed “curb weight” of 430 pounds, wet.
If that’s not rich enough, the Panigale V4 Speciale is a numbered, limited-edition bike with dedicated livery, titanium exhaust and CNC-machined from billet components. Its 81mm bore (the maximum allowed by Moto GP rules) is combined with a longer 53.5mm stroke than the Moto GP bike, netting a total displacement of 1103cc, not to mention a bit more torque.
the crankcase zone under the pistons is kept in a controlled, constant low-pressure state and thus reducing airing losses (i.e.
power absorption caused by the aerodynamic resistance exerted by the air and splashing of the oil in the con-rod casing).
Compression ratio is 14:1 (seriously, don’t fill up at the Russian gas station).
Ducati claims the V4 Stradale makes 214 horsepower at 13,000 rpm, with 91.1 lb-ft of torque at 10,000 rpm.
A counter-rotating crankshaft offsets some of the gyroscopic effect generated by the spinning wheels which should result in quicker direction changes and greater resistance wheelies under acceleration or rear-wheel lift on decel – but the counter-rotation also requires a jackshaft to convert its spin into the proper direction for the final drive to the rear wheel.
Ducati claims that extra shaft robs 0.98% from the crank, that’s a net loss of about two horsepower according to the boys from Bologna.
The camshaft’s connected to the legbone, no wait, the camshafts are controlled by two silent timing chains.
On the front bank of cylinders, the chain drives the intake cam, which transmits drive to the exhaust camshaft via a pair of gears – a “hybrid” drive.
Each throttle body has one sub-butterfly injector for low-load use, and another shower-type injector above it that comes online as required.
Given the high revs attained by the V4 and the large valves, sayeth Ducati, a traditional spring system would be inadequate because the valves would be unable to follow the steep cam profiles.
“The oil tank – which also acts as a filter housing – is in a magnesium sump mounted underneath the crankcase and connected to the gearbox but separate from the crankcase.