Impression Ducati 1000 S
How come Good old days, all right. But that only partially explains the matter. Why even those who weren’t there at the time find the design language of a Ducati 1000 S successful must have other reasons.
It cannot be weighed or measured. And you can’t even squeeze it into a 1000-point scoring scheme. “Appearance” does not even take place there under “also ran”. Design cannot be expressed in numbers, it is not an objective, generally applicable criterion. But design doesn’t let go either. On the contrary: when everything has been measured, evaluated and compared, this unknown quantity is overwhelming. Throws a dark shadow on measured value acquisitions or a flattering light on even the worst point faux pas. Design polarizes.
All the more astonishing: The new one D.Everyone thinks ucati 1000 S is beautiful. But not because it looks like it was yesterday. But because their role model already looked good yesterday. The fact that the red hits the bull’s eye initially has nothing to do with retro. On the contrary: There were serious derailments in the early 1970s, when the model 750 S took off through the bends. It has to be something completely different.
Only what? Anyone who takes the time, gets involved, practically strokes the 1000 with their eyes, will find out. It is this wonderfully clear design language that inspires. Technology transparent, function in a nutshell. In new German: Form follows function. The old designer slogan lives on in 1000 S. In the traditional sense. In a world in which a tank is still allowed to be a tank, frames only frames and in which the individual motor function carriers can be recognized at first glance, our eyes are caught immediately. Immediately embark on a journey along the leitmotifs, assign the individual assemblies, discover their meaning. This immediately creates a coherent image in our perception, namely that of a first-rate driving machine. No frills, no frills, just built for an obvious purpose. Purism in its most beautiful form.
And with memorable consequences. On the stub dummies of the newer cut would ?? you can be as comfortable as you want? a white stripe of this size just look silly. On a barrel with the present dimensions (the Duc affords its only bluff here, because the 1000 S also needs an airbox) it is simply indispensable. Is even present while driving, because the driver leaning far over the tank is forced to keep looking forwards / downwards, thus opening up another perspective that modern motorcycles do not offer. The fairing, which is open at the bottom, with the instrument panel that has been moved far forward, provides a clear view of the front wheel. You can see it give in, deflect. You are amazed at how it follows steering commands and processes bumps. Technology transparent ?? not only when stationary, but also when driving.
The same goes for the cockpit. On the one hand, of course, through the plus in sensuality that an indicator needle that can be calculated using the scaling is ahead of today’s digital bar nirvana. On the other hand, because this cockpit, which is softly mounted in rubber, always swings happily with the two-valve valve below in the tubular framework.
This is the only flex zone that the 1000 S can afford. The rest is pure function. It starts with the frame, which appears exactly where it is needed and has massive struts exactly where it has to be particularly stiff. It continues with the cylinder heads, the shell of which is so tight that you can see the valves dancing forcibly. It doesn’t stop with the swing arm, the stability of which is not derived from assumed wall thicknesses, but logically results from the immense diameter of the round tube. In this environment, the reservoirs of the fully adjustable suspension struts almost mean a coquetry with its own vanity, which, however, passes as a more venial sin than the matt black exhaust system made of steel, which would have done a little glossy with all its functionality. Just like the bench a little less width.
However, even with closer inspection, this remains the only point where the form of the function clearly follows a beaten path. At best, this could be seen as a concession to the degenerate meat of these days. But what good is the softly embedded bottom when the cruelly deep halves of the handlebars nip any hint of comfort in the bud? No question about it, the classic context of function and form also demands a certain asceticism from the driver. But he also gives a lot. Last but not least, the two-valve V2 provides convincing evidence of this. Strong at the start, with full power delivery and fine throttle response, it quickly turns the old puristic times into good times. If you still can’t believe it, you should finally take a look at the data sheet: The Ducati 1000 S weighs 208 kilograms with a full tank and without the use of exotic materials. That is purism in its most beautiful form.
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Impression Ducati 1000 S
Technical data Ducati 1000 S
Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, one overhead camshaft driven by a toothed belt, two valves per cylinder, injection, ø 45 mm, bore x stroke 94.0 x 71.5 mm, displacement 992 cm3, Rated output 67.7 kW (92 PS) at 8000 rpm, max. Torque 91 Nm at 6000 rpm. Chassis: tubular steel frame, upside-down fork, ø 43 mm, two spring struts, double disc brake at the front, ø 320 mm, double-piston floating calipers, disc brake at the rear, ø 245 mm, single-piston floating caliper, tires f / r 120 / 70R 17; 180 / 55R 17. Measured values: Top speed: 210 km / h, 0-100 km / h 3.8 seconds, weight with a full tank of 208 kg. Colors: black, red, yellow, price: 11,495 euros, additional costs 255 euros.
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