Ducati 1000 ss




Ducati 1000 ss

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  • Ducati SS DS. Year. Engine. Four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder, belt driven. Capacity. cc / cu in.

    View our full range of Ducati SS Motorcycles online at COMESEEORLANDO.INFO – Australia's number 1 motorbike classified website. Find the best deals today!.

    The Ducati SuperSport and SS are a series of air-cooled four stroke desmodromic 2-valve 90° .. Eventually, only the 1, cc version was available, which was finally discontinued in The SS naming convention was eventually dropped.

    Ducati 1000 ss

    Ducati 1000 ss

    The still reasonably tight made nearly 83hp on the dyno which compares favourably to the 73hp we recorded from a 3, kilometre SS. December Learn how and when to remove this template message. Inside the new cylinder heads the camshafts now run on pressurised plain bearings instead of the ball bearing arrangement found on the previous engine. It pressed all the right buttons for me emotionally as well as providing a deeply rewarding riding experience.

    Ducati 1000 ss

    Ducati 1000 ss

    Ducati 1000 ss

    Ducati 1000 ss

    Ducati 1000 ss

    DUCATI SS () Review | MCN

    However, over the last decade the SS had fallen well behind the times. A rather asthmatic and fairly uncivilised engine never won my heart. Combine that with a fairly extreme riding position, and the ingredients mixed to make a recipe that provided a sometimes objectionable ride. We are very pleased to say the menu has changed for the better with the arrival of the new SS. The machine is improved in all areas, the biggest enhancement coming from a change in the engine room.

    Residing between a trademark Ducati steel trellis frame is the all new Dual-Spark engine. The still reasonably tight made nearly 83hp on the dyno which compares favourably to the 73hp we recorded from a 3, kilometre SS.

    Ducati 1000 ss

    Torque is up from 74N-m to 86N-m, but more importantly that significant margin of advantage is apparent from idle. These are bigger improvements than Ducati actually claim for the new engine. But the added grunt is not what has completely changed our opinion of the SS. It is instead, the fluid way in which it is delivered. Drive everywhere in the rev range from the new engine is seamless and beautifully smooth.

    In this regard it is simply light years ahead of the previous motor. Right from idle it grunts quite hard, but most impressive is the level of refinement it displays. People love twin cylinder engines because of their strong mid-range and significant torque in the lower rpm ranges.

    Ducati 1000 ss

    Unfortunately, a lot of them go in to convulsions when asked to use that bottom end, especially in gears any higher than second. I have covered over 20,km in recent years aboard sporting twins from various manufacturers, but it is this trait that simply made them too painful on the road for them to enter my mind as a serious buying proposition.

    Now, I actually find myself lusting over the SS. Did I expect this before riding the machine? And the key to the matter is that engine. It is the best road going twin cylinder engine I have ever used. In the numbers it also falls well behind the SV Suzuki or Honda Firestorm, but on the road this engine is an absolute pearler. Positive proof that the mettle of an engine for the road is found by covering plenty of kilometres on the road, and not by just looking at dyno charts.

    From a tick over 2,rpm in first gear, only the slightest whiff of throttle sees the front wheel rise gracefully in to the air. Definitely not too licence friendly, but immensely enjoyable all the same. I am sure that precise mapping of the new Marelli 5. But that alone could not have provided the improvements found with this new model.

    Ducati 1000 ss

    From a technical perspective, and we are going to get a little technical here, the DS motor is an all-new cc degree L-Twin. With the new engine Ducati had been aiming for more power, simplified mechanicals, lower engine temperatures, more reliability, lower emissions and lighter weight.

    I can safely say that they have achieved much of what they set out to do. The air-cooled design has obvious advantages in relation to simplicity and the fact that radiators, water pumps and associated hoses are not needed. Lighter weight is a result, as is easier access to the engine for servicing. The minus side of the equation is that air-cooled engines normally produce less power, and generally run looser tolerances to allow for the wider variations in operating temperature.

    Soundcheck: Ducati SS1000DS + GPR Endschalldämpfer



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