Race bike: Hertrampf-Ducati 1098R

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Race bike: Hertrampf-Ducati 1098R

Race bike: Hertrampf-Ducati 1098R

Black gold

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This Ducati 1098R from HPC-Power is so noble that it couldn’t even be bought with Swiss black money. No, it could only be outweighed, if at all, in black gold.

The customer is king. At least at HPC-Power, the tuning division of the Nordhorn motorcycle empire in whose epicenter the Hertrampfs work. And the king who calls this noble Ducati 1098R his own had placed exactly two conditions on the head of the tuner gang. First: He wants a motorcycle that has traction control so that he no longer has to deal with highsiders. Second, the new rocket had to be faster than the MV Agusta F4 that was already lurking in the garage.
HToday the logical consequence would be to sell the customer a BMW S 1000 RR – but it did not work when the project was born. The BMW didn’t exist back then. In addition, customers like motorcycles of Italian origin, so the S 1000 RR would not be an option anyway.

With the Ducati 1098R, Denis Hertrampf took an already noble base. In order to meet the wishes of the customer even more, he lend a hand. Since the in-house IDM team uses Ducati motorcycles, much of the experience gained in racing flowed into this project. When building the twin, he attaches great importance to the spacing of the crankshafts and transmission shafts. Background: If you neglect this, you run the risk of defective crankcases. The remaining tuner interventions come from the ABC of generally applicable tuning rules: reduction of internal friction, increase in compression, larger ram air channels, thicker manifold diameters and of course the adaptation of the injection system. The latter works with a Superstock-Kit-ECU and a Dynojet-Power-Commander, which are finely tuned to each other. (At the time of the test at PS-TunerGP 2009, short intake trumpets and homemade camshafts from HPC-Power with sharper control times were not yet available. With these parts, the output of the Ducati increases to 200 hp). The Tellert automatic gearshift, whose ignition interruption time can be set separately and therefore perfectly for each gear change, ensures a long service life for the transmission. With automatic gearshifts without individually adjustable interruption times, transmission damage is more the rule at Ducatis.

Denis put no less effort and effort into converting the chassis. A truly noble Ohlins gas pressure fork takes care of the sensitive and firm front wheel control, while the also Swedish TTX-36 takes over the damping work on the hindquarters. The coordination of the dampers and the balance of the 1098R is know-how from Hertrampf’s IDM treasure trove of experience. The rear height increased by two millimeters, Denis is silent about the rest. Of course, individual small parts, such as Pazzo levers or Ducati-Corse footpegs, also migrated to the Duc – listing all of these would not only go beyond the scope, but also bore you. What is not boring at all, however, is the driving experience with this piece of gold. To get straight to the point, the HPC-1098R drives nicer because it is more neutral and friendlier than the factory superbike of a certain Mr. Haga (see PS 3/10). Which is because HPC has built a wonderfully balanced motorcycle with a very well coordinated engine and chassis that suits hobby racers and horsepower testers. The Ducati curves almost thought-controlled, follows the targeted line through the curves of the track like a dream, and pushes forward with powerful, but easily controllable pressure. Without question, a great pleasure to shoot so relaxed across the ring, to celebrate every corner exit thanks to traction control and to listen unrepentant to the shooting of the 1200s.

Denis Hertrampf certainly met the customer’s specifications 100 percent: The Ducati is not only good-natured, but also extremely fast.

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