Top test Ducati Sportclassic GT 1000
Top test Ducati Sportclassic GT 1000
In places they took it very seriously, for example with the lettering. It’s from back then, an era when Ducatis still wore bevel waves, were long, narrow and loud. The modern GT drives its cams via a toothed belt, whispers discreetly from its chrome pots and is a bit chubby in the rear area.
Thankfully, the handling characteristics of the third bike in the Sportclassic series are far removed from the historical model. Even the first contact is positive. The seating position is casual, the handlebars are wide and pleasantly cranked, and the knee angle is comfortable for the average person. However, there are a few small things that are annoying after a long journey: The edges of the tank at the transition to the seat bump uncomfortably against the thighs, and the bulges are too short for people with long legs. Nonetheless, the GT 1000 made the majority of the test drivers feel good and in good spirits from the very first few meters. Because it is an honest bike with no underhandedness. A driving machine that should and must be given love and attention. Something like that connects.
Nothing with quick push of a button and after 200 meters on the highway. No, the air-cooled 992 cm3 V2 wants to be kept warm. An oil cooler plus cooling fins, which still deserve their name, ensure a moderate temperature balance. You start without a choke, the engine management lets the two-cylinder run smoothly even at very low temperatures. And that in subtle speeds with hardly any increased idle speed.
The hydraulically operated clutch could be easier to operate. But no comparison with before, when you got tendinitis in your left arm after just one hour. First course ?? clack, zack, sit ?? disengage. Easy slips the 209 kilogram machine out of the courtyard entrance and threads its way out of the city via side streets. However, the injection tuning, which is designed for Euro 3 and accordingly poor, takes its toll: the test machine often dies suddenly at traffic lights when it is half-warm.
After around five kilometers, the “low” warning indicator for the oil temperature stops
to flash and read 50 degrees. The V2 now runs smoothly, however, even at operating temperature, it shows slight constant jerking in the partial load range and exhaust slaps when coasting. Gradually they are made especially for them D.ucati GT Pilot Classic tires developed by Michelin with a stylish tread design are also warmed up, the town sign has passed, the lean angles can come.
And how they can come. Because neither footrests nor the two since-
Lich protruding exhaust bags put an early end to the curve swing. Only in the top test course did the pots scrape ?? in driving conditions that rarely occur in normal life. The braking system works well and is free from fading. At the front, however, you have to grab really hard so that the double-piston floating calipers bite and effectively decelerate the GT via two mighty 320 mm discs.
Surprisingly easy to curve around the thousands of obstacles of all types and sizes, it has nothing to do with the truck feeling of earlier vertical shaft Ducs. The GT turns in seamlessly and is handy in every situation. Even though the bikes could be lighter? Chrome-plated rims with steel spokes are installed at the front and rear ?? and the 180 mm slipper at the back doesn’t really promote handling either. Proof that the Michelin tires harmonize wonderfully with the chassis design of the GT. The Pilot Classic offers a lot of grip right up to the limit, adheres properly even when wet and seems to have a positive effect on handiness.
If the road surface becomes uneven, however, the harmony begins to crumble. A brisk, sporty driving style reveals two glaring chassis weaknesses: The suspension struts are overdamped, while the fork is comfortably tuned, but does not respond sensitively enough and immediately blocks when braking hard. Anyone who chases the thousands over a blanket of tar that has been broken up by the claws of winter will receive severe blows to the wrists and spine. The aiming accuracy also leaves something to be desired under such circumstances. Hard at the back, soft at the front, plus bumps in an inclined position ?? this forces you to make quick course corrections if you don’t want to leave the ideal line. However, these difficulties can easily be eliminated by reducing the pace. Those who drive quietly through the landscape can live with the suspension adjustment.
And somehow the retro bike gives many riders the bliss that one misses in so many modern motorcycles. Starting with the classically scaled, easy-to-read instruments above the round headlight, continuing with the no-frills handlebars to the casual, powerful pounding of the V2. The sophisticated, air-cooled two-valve engine ?? known from four other Ducati models ?? With a measured 82 HP at 8000 rpm, it is still strong enough to hit any sheet metal cage at traffic lights or on the country road. But not so strong that it would overwhelm newcomers or beginners. The golden mean, the feeling of having everything under control. The torque plateau is also almost optimal: between 3000 and 8000 rpm
there are always more than 70 Nm ready, the summit with 81 Nm is 6100 tours.
This is noticeable when driving: Those who rely on a quick start may only engage the clutch at 3000 rpm. In an emergency you can turn the first one almost to the limiter, which takes effect at 8700 rpm. Then theoretically just over 80 km / h would be on the speedometer. But hardly anyone does that. Because gear changes are primarily determined by feeling. And that advises relaxed driving between 4000 and 6000 tours, in this area the V-Twin feels right at home. If you want to be more sporty, the Duc turns up to 8000 rpm. When the pace is brisk, the long secondary gear ratio is a nuisance. MOTORRAD recorded a top speed of 205 km / h in the fifth, and in the sixth it even drops a little. You hardly need the last gear on the country road anyway, it acts more as a gentle gear. If you drive briskly, you actually only use the lower four gears.
The crankshaft turns a friendly 5000 rpm at a cruising speed of 140 km / h. Then the Vau runs pleasantly smoothly, vibrations are present, but not disturbing. Form the salt in Ducati soup, so to speak. Consumption is also not unreasonably high: 5.1 liters of Super atomize the nozzles at a constant 130 km / h, 4.5 liters on country roads. That gives a theoretical range of 333 kilometers.
Ultimately, despite a few points of criticism, a positive conclusion because the concept is consistent. A comparison with the similarly designed Monster S2R is obvious. Is the GT even the better monster in the end? The inadequacies of the chassis can be brought under control. It’s more casual on the GT, you feel livelier than on the Monster. And the GT steers easier and more directly than a monster, conveying the subject of individuality and rebellion more intensely in an idiosyncratic way. The Italians actually did one thing: to feel 20 years younger on this motorcycle. You forget the cost price of 9800 euros, at least temporarily.
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Top test Ducati Sportclassic GT 1000
Top speed 205 km / h
0 ?? 100 km / h 3.8 sec
0 ?? 140 km / h 6.9 sec
0 200 km / h 30.4 sec
60 ?? 100 km / h 5.1 sec
100 ?? 140 km / h 6.0 sec
140 ?? 180 km / h 7.9 sec
Effective (display 50/100) 47/96 km / h
Display red area 8700 rpm
Effective 8700 rpm
Consumption in the test
at 130 km / h 5.1 l / 100 km
Country road 4.5 l / 100 km
Theor. Range 333 km
Fuel type super
mass and weight
L / W / H 2118/850/1300 mm
Seat height 830 mm
Turning circle 5600 mm
Weight with a full tank 209 kg
Load 181 kg
Wheel load distribution f / r 45/55%
Driving dynamics 1
Braking distance from 100 km / h 39.4 m
Average deceleration 9.8 m / s2
Comments: The fork is fully immersed and then goes on the block. The brake metering is very good, the hand strength a bit high. Before the rear rises, the front wheel locks.
Handling course I (fast slalom)
Lap time 20.0 sec
vmax at the measuring point 106.5 km / h
Comments: The fork, which is too softly tuned, and the overdamped rebound stage of the rear shock absorbers prevent an exact line selection. High steering forces are required. At the turning point, the powerful engine in conjunction with the neutral steering behavior makes time well.
Handling course II (slow slalom)
Lap time 28.3 sec
vmax at the measuring point 52.8 km / h
Remarks: The far protruding mufflers limit the speed in the slow slalom. Here, too, a high level of concentration is necessary in order to hit the exact line with the soft fork.
Orbit Ø 46 meters
Lap time 10.9 sec
vmax at the measuring point 52.4 km / h
Comments: The parting joints make the motorcycle unstable. Contacting mufflers limit the speed.
Air-cooled two-cylinder four-stroke 90 degree V engine, one overhead, toothed belt driven camshaft, two valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery , hydrau-
Lically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 94.0 x 71.5 mm
Displacement 992 cm3
Compression ratio 10.0: 1
61.0 kW (83 PS) at 8000 rpm
Max. Torque 91 Nm at 6000 rpm
Pollutant values (homologation) in g / km
CO 0.652 / HC 0.167 / NOx 0.138
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, 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.
Spoked wheels with steel rims
3.50 x 17; 5.50 x 17
Tires 120/70 R 17; 180/55 R 17
Tires in the Michelin Pilot Classic test
mass and weight
Wheelbase 1425 mm, steering head angle 66.0 degrees, caster 104 mm, spring travel f / r 120/133 mm, permissible total weight 390 kg, tank capacity / reserve 15.0 / 3.5 liters.
Service intervals every 10000 km
Oil and filter change 10000 km / 3.5 l
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.2 / 2.4 (2.2 / 2.4) bar
Two year guarantee
Colors red, gray
Price 9800 euros
Additional costs 250 euros
82 PS from 992 cubic? That doesn’t sound like a lot, but it is enough in everyday life
completely out to be at the forefront. The Duc loses valuable points due to the injection that was not optimally successful (cold start behavior, constant travel jerks). The clutch actuation force could also be lower, the Ge-
including translation will be shorter.
Schwuppdiwupp ?? around the corner. The GT surprises with its playful handling and decent steering precision. And that, even though your chassis is not optimally tuned. The Duc becomes slightly unstable on bumps on an incline.
The brake decelerates well, but requires a strong pull on the lever. Nevertheless, it can be dosed well. Although the fork is comfortably tuned, the GT tends to hit the handlebars. Reason: The fork works insensitively,
filters out short, hard impacts insufficiently. The light output
is rather weak for a round headlight of this size.
No main stand, undercarriage almost not adjustable, luggage is very difficult to stow, modest payload ?? The GT is by no means an everyday beast.
But the range is decent.
Disturbing corners in the tank, too small
Leg bulges? this reduces the otherwise good seating comfort for the driver. The passenger squats on a slightly sloping end of the bench and can hardly find a footing.
Scoring costs / environment
Break in style? The workmanship is generally okay, but it is actually forbidden
classic look with chrome-plated plastic. And finally, given the high list price, aluminum rims and four-piston brake calipers would be nice too.
A classically inspired, pure
Driving machine with a high fun factor,
both beginners and old
Bunnies excited ?? that could
Ducati GT 1000 be unquestionably, because it has the systems for it. Something
Fine work in terms of engine management, translation and above all with regard to the strut adjustment
however, is necessary.
Was there anything else?
Allows elongated tank shape
large tank bag
Adjustable hand lever
Immobilizer as standard
Simple steel rim wheels
Vibrate mirror ?? Difficulty seeing
No hazard lights
Strut: spring base in level one for
Solo operation, level two for pillion operation
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