Driving report Vee Two Super Squalo
No Duc has more pressure: Thanks to a compressor, the Australian tuner Vee Two’s 999 has a whopping 204 hp.
Henry Brook is a typical Australian. Uncomplicated, straight forward, with both feet on the ground. Down to earth, as people say not only in the Western Australian metropolis of Perth.
And that’s where Brook’s down-to-earth attitude helps. "Tuning has to make sense. Should have a use, not an end in itself for show-offs", the former racing driver explains his company ethics. Yet his latest creation could serve both. Super Squalo is the name of the conversion based on a D.ucati 999 S. Squalo, the Italian name for shark, because this Duc should feel just as ruler of the sports motorcycle scene as the sharks subjugate the underwater world off the coast of Western Australia.
The key to power: a compressor. While this technology was first introduced in automobile construction in 1921 with Daimler-Benz in a vehicle that could be bought by everyone, the motorcycle scene persisted ?? apart from racing, such as the supercharged BMW RS 500 from the thirties ?? so back so far. Only Peugeot ventured into the two-wheeler sector, but with a scooter, the Jet Force 125, in 2003 for the first time in series production with this technology. For Brook an incomprehensible reluctance. "The future belongs to supercharged engines. The car manufacturers have long been leading the way. By charging, firstly, the pollutant emissions of the engines can be reduced and, secondly, much more power can be obtained from smaller, therefore compact and light engines."
Squalo – The shark in the carp pond
204 hp are always good for a punch in the back.
In contrast to the turbocharger, a turbine driven by the exhaust gas flow, which shovels the compressed air into the intake duct with a delay that can hardly be avoided when the engine speed increases, a compressor eliminates the resulting turbo lag through its mechanical connection between the crank mechanism and the compressor. Especially in the lower engine speed range, the boost pressure increases with virtually no response time. The response behavior is similar to that of an uncharged engine. This mechanical drive of the Sprintex compressor, also manufactured in Australia, is the most obvious modification that distinguishes the series 999 S from the Super Squalo. A belt pulley connected to the clutch basket drives the compressor positioned between the cylinders via a belt. The compressor housing houses both the 60-millimeter throttle valve (999 series: 54 millimeter) controlled by the throttle grip and the two other secondary valves, which are actuated by servomotors.
In fact, the inflated Super Squalo hardly differs from its standard sister at idle. The L-motor thuds sonorously, drowning out the quiet hum of the compressor drive belt even when the vehicle is stationary. Only the three-part cladding, which is bulging around the center of the vehicle, suggests that the game plan could offer an extraordinary experience. One that even Brooks’ warning of ?? "Remember, 204 hp" ?? could be accused of fraudulent belittling. Engage the clutch, the Duc still behaves piously, winds its way through the first corners as if it had no more horsepower than its standard 137 to tame. But occasionally one can already guess what was to come. The Australian-born Italian snaps every little bit of gas forward, pulls out her arms, hits the very best with a sharp jerk against the rear of the bench. Every step on the gearshift lever, which is linked to an ignition breaker, is followed by a blow in the cross.
1000 superbikes with no chance against the Squalo.
The way to power: Pure compressor power.
The next straight is nerve-racking. Every drop of mixture that the compressor squeezes into the combustion chambers seems fervently committed to one single goal: acceleration. 1000cc superbikes don’t stand a chance when the extreme Ducati competes. Like a shark that smells blood, the Super Squalo bites into the acceleration duel with the competition. That she even accelerated the 2006 factory Ducati of Superbike World Champion Troy Bayliss at the Festival of Speed in Goodwood, England, is impressively understandable in these moments. But this motorcycle is not defined solely by the mundane sprint, but also preserves the entire range of its sportiness after the doping cure.
Whether gently applying the throttle from flowing curves or stop-and-go in tight terrain, the Super Squalo pushes just as cultivated as a standard 999. And yet it is refreshingly hearty. Reaches with the whole hand instead of the little finger, but remains the track-stable 999 as you know it. Neither the original tubular steel single-sided swing arm, modeled on the Ducati Monster, nor the additional weight of eight kilograms that the compressor and drive weighs.
Enjoyment without regrets? It would be nice. Those who succumb to the addiction to pressure should also be able to blow financially. Mr. Brook asks 50,000 euros for a Super Squalo. He only wants to build 99 of them. And not a single one for show-offs.
Data Vee Two Super Squalo
Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, timing belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, regulated catalytic converter, injection, Ø 60 mm, three injection nozzles, Sprintex compressor, boost pressure 0.56 bar, six-speed gearbox, secondary drive via chain, bore x stroke: 100 x 63.5 mm.
Displacement: 998 cm³,
Compression ratio: 11.4: 1,
Rated output: 150 kW (204 hp) at 9500 rpm,
Torque: 168 Nm at 5200 rpm.
Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, single-sided swing arm made of tubular steel,
Central spring strut, weight 195 kg without petrol.
Top speed: over 300 km / h.
Price: 50,000 euros.
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