Driving report Fogarty-Ducati

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Driving report Fogarty-Ducati

That hits the barrel right in the face

Carl’s box is just awesome.

Unusual, the slogan of this story. You’re right. But the motorcycle is also unusual. The king’s tool, the key to his triumph, his weapon. And this time the weapon is sharp, razor sharp, in contrast to earlier press events with limp alibi machines. 168 HP should it have? which I have no doubt about.

Because the thing burns out of the last chicane on the home straight of the Misano route that it robs me of my belief in the good in people. The front wheel a hand’s breadth above the ground. 9000 rpm are only on the digital tachometer, but anyway, I prefer to shift. A short step on the filigree lever, the load pushes on thanks to the automatic switch without the slightest jerk. Third gear, almost 11,500 rpm, the front wheel is still in the air. A brief twitch in the handlebars, a slight shake in the chassis: the wheel is in contact. Fourth and briefly, very briefly, click the fifth, and the hundred-meter sign flies by. Throw anchor.

What a brake. The pressure of one finger is enough, the hindquarters become light – and I’m actually still way too fast. Almost simultaneously, two gears down in a split second. It’s simply unbelievable what happens: This is how a jet fighter pilot should feel when landing on an aircraft carrier. As if hanging on a rubber band, the already impressive delay increases progressively, no stamping, no restlessness, just brutal, controllable delay. This effect is achieved by a special slip clutch that reduces the braking torque of the engine when downshifting to exactly the amount that the rear tire can still transfer to the asphalt. Turning in on the brakes is child’s play, and I’m sure it would have been possible to brake a little later. Just how much is a little?

Drive in a tight line, the inner curb under your knee. Open the gas early, but always slowly and carefully. Otherwise it’s that time again: The beast is rising. And pushes. Pushes like possessed, by no means aggressively, but with unbelievable emphasis. And not just from 10,000 rpm, with 4000 around the corner, and off you go. In contrast, a Hayabusa degenerates into an entry-level bike.

Quickly shift through the gears in a fully leaned position and fire out onto the long back straight with plenty of momentum. And now I’m finally doing it, I’m pulling fully open the tap and leave ?? turn the box. Turn until the limiter starts at 12500 rpm. Step on the gear lever again and don’t flinch with your right hand. Less than ten seconds later, the full throttle magic is over. Stay a good 200 meters to decelerate from 260 to 90 km / h. These brakes, a dream.
What follows is a long radius and the question: How do I get the power on the ground? In theory everything is clear. Pressure in the notches, weight forward. Implementation alone creates difficulties. That red fire chair rises again and again. First, second, third gear ?? Speed ​​hardly plays a role. Anything over 8000 rpm is too much.

Key point chicane. The factory racer not only falls in, it also wipes through it with unusual ease. The effort on the handlebars is no longer necessary. A long wave follows at the exit of this chicane and for the first time a hint of criticism. The hindquarters begins to pump, really rocks. The set-up is too soft, my driving style too hard. With King Carl, on the other hand, the box lies like a board, according to the data record – I take back the criticism.

The last corner, a 180-degree U-turn. Brake again almost to the apex. Initially brutal, then fine and perfectly adjustable. Crystal clear feedback instead of a spongy feeling. In this way, I can easily correct the sloppy line even when I am fully inclined and make a tight hook at the apex. The motto is to get up as early as possible. Use the propulsion that this V2 willingly makes available. Conquer the emerging front wheel without constantly having to turn off the gas. That is the art that no one has mastered as well as Sir Fogarty. Because performance is one thing, using it is another.

The black and white checkered flag is outside, my time is up. Fire through the finish chicane and down the straight one last time. Feel the incredible thrust, accompanied by the muffled tone of the two-cylinder. Hoot again under the helmet and enjoy the brute force. Power that is never aggressive and unpredictable, power that is simply there, whether at 4000 or 12000 rpm. These D.ucati is awesome.

Analysis Carl Fogarty – The Small Difference

Why is Superbike World Champion Carl Fogarty faster than other riders? An analysis.

The king was cold. In the cold and damp Misano, Carl Fogarty thanked him for the lap of honor. The weather was too cold and too damp, and Carl’s head was slightly feverish. This time, the others should drive – which they did. Gerhard Lindner competed for MOTORRAD on the original Ducati Superbike works racer. At first he was almost as cold as Fogarty, since he would have loved to do a lap of Misano with Fogarty, under the same conditions for both of them. But the feverish Foggy couldn’t, and so Lindner worked his way up to ever faster lap times alone on the drying track. In the end, his best result was 1.40.7 minutes – significantly faster than many wild card drivers in the Superbike race in June on the same track, and that in much worse weather. The Ducati measurement technicians called in to compare the two drivers Fogarty and Lindner Fogarty lap from the second run in Misano, for which the Superbike World Champion needed 1.36.5 minutes at the time – a good four seconds less than Lindner. Where is Fogarty doing what better? As always nowadays, the computer helps with the analysis. Sensors on the factory Ducati record vast amounts of data. Whether spring travel, temperatures of air, water and oil, speed, engine speed, lambda values ​​or the position of the throttle valve, there are no secrets here. Upon request, the computer spits out a diagram on which Lindner’s and Fogarty’s curves are superimposed. One shows the speed being traveled, the other the position of the throttle valves. An analysis of the different chassis reactions makes little sense, the stature of both drivers is too different: Lindner is 1.90 meters long and 83 kilos, Fogarty is only 1.72 meters tall and 65 kilos light. Unfortunately, Ducati did not want to push the speed curve over the whole route: “The competition can read too much from that,” said chief engineer Corrado Cechinelli. But Fogarty’s electronics engineer Matthew Casey can also recognize a lot in terms of speed and throttle position: “Essentially, Lindner’s lines correspond to those of Fogarty, only the last bit is missing.” Aha. But where exactly? Fogarty’s absolute top speed in the comparison lap was just before the Tramonto curve (5) at 268 km / h, Lindner’s at 260 km / h, at the slowest point of this long left turn (6) Fogarty was still 97 km / h, Lindner 91 km / h. Both had the lowest overall speed in the second corner after the start (3): Lindner 80 km / h, Fogarty 83 km / h. When analyzing the Tramonto curve, the position of the throttle shows that Fogarty downshifts earlier and significantly faster. “Lindner probably had to get used to our special coupling first,” the Ducati technicians consoled. This sliding clutch developed by SFM ensures that the clutch slips a little further even after the driver has already let go of the lever. “This means we have fewer engine brakes and the bike is more stable,” says Casey. It remains to be noted that, contrary to popular belief, Master Fogarty does not brake later, but earlier, but does not reduce the speed as much as comparison driver Lindner. And another small but decisive difference: Fogarty tears the gas completely open much more often, namely 13.4 percent per lap, which corresponds to just under 550 meters. Lindner, on the other hand, only achieves 8.9 percent, which means that the equivalent of 360 meters keeps the gas fully open. Fogarty wins decisive tenths of a second, which then add up to whole seconds over the entire distance. For example after the Tramonto bend and before braking at the Quercia bend (8), where Fogarty is a proud 217 km / h for a short time, while Lindner only reaches 205 km / h. Once again, engineer Casey defends the MOTORRAD test chief: “You can see very clearly that he still had to get to know the motorcycle, it won’t be so easy in a few laps.” So it’s just a matter of practice? Not at all. Because in the league in which Carl and the like fight for victory and defeat, it is no longer a matter of seconds, but of hundredths of a fraction. Then success no longer depends solely on the right material, then the psyche plays a decisive role. And that seems to be fine with Carl Fogarty. Eva Breutel

Technical specifications –

Ducati 996 FactoryData Design, number of cylinders V, 2Hub volume 996 ccmBore x stroke 98 mm x 66 mmPower 124 kW (168 HP) at 11 500 / minTorque CA compression KAGemix processing injection ; 18 / 67-17Wheelbase 1430 mm Steering head angle 65 ° 30´ to 66 ° 30Caster 91 to 97 mmTank capacity 24 litersWeight 162 kg dryPrice incl. VAT xxxx

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