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Ducati has unveiled the new 2018 Monster 821 and one of the most noticeable features is that new exhaust muffler that replaces the much talked about unit from the previous generation model. For 2018, the Ducati Monster has been upgraded to include aesthetic and functional features first introduced on the Monster 1200: a more streamlined, agile look with fully redesigned tank and tail, Euro 4 compliant engine, an all-new silencer and a headlight that is both classic and contemporary. Also making its debut on the mid-size Monster is the colour TFT display with selected gear and fuel indicators, while available accessories include the Ducati Quick Shift up/down system.

Here are all the details of the new 2018 Ducati Monster 821.

New 2018 Ducati Monster 821 Expected Prices

With the added features, the new 2018 Ducati Monster 821 will carry a slight premium over the previous generation model. Expect the prices to hover around INR 12 lakh (ex-showroom).

New 2018 Ducati Monster 821 Expected Launch Date

While there are no official details about the India launch of the new 2018 Ducati Monster, we expect that the motorcycle should arrive in showrooms by early 2018.

New 2018 Ducati Monster 821 Features and Details

The new 2018 Monster 821 has been redesigned to create a sleek, compact bike with true sporting character. The new tank is now claimed to be lighter and also features the classic anodized aluminium attachment clip. The short, compact, sleek tail, supported by the steel Trellis subframe, lets riders set a seat height of 785 or 810 mm.

On the Monster 821 the engine acts as a load-bearing element, the Trellis frame being attached to the cylinder heads. The double-sided swingarm on the Monster 821 also ensures a compact 1480 mm wheelbase. The rear seat-carrying subframe – also attached directly to the engine – has been redesigned to provide a compact structure that also supports the new passenger footpeg struts. Both rider and passenger footpeg attachments are made of die-cast aluminium and mount aluminium pegs. The rider’s pegs also feature aluminium heel guards.

Up front, the Monster 821 is equipped with a 43 mm fork and, behind, a monoshock with spring pre-load and rebound damping adjustment that makes use of progressive linkage. The shock absorber is attached directly on the vertical cylinder head at one end and on the die-cast aluminium double-sided swingarm at the other. The motorcycle is equipped with 10-spoke alloy wheels, 3.5 x 17” up front and 5.5 x 17” at the rear, mounting Pirelli DIABLO ROSSO III tyres, 120/70 up front and 180/55 at the rear.

The new, Euro 4 compliant silencer draws its inspiration from the exhaust on the Monster 1200 R. Another signature component on the 821 is the round headlight, high-tech yet iconic and, like the tank, identical to the one on the Monster 1200. The headlight provides a powerful halogen light source and features LED “horseshoe” side lights. LED lighting is also incorporated at the rear. The Monster 821 also has a Hazard lights function, activated by pressing the left indicator switch for four seconds.

The Monster 821 instrument panel has a colour TFT display that shows selected gear and fuel level. The display has three different configurations, each designed to show information that is best suited to certain riding situations. In Urban Riding Mode, the display adopts the Core configuration, minimising the shown data: ideal for downtown riding. The clearest information is vehicle speed, displayed in the centre of the screen, while the selected gear is shown on the right. In Touring Riding Mode, the display changes completely and goes to the Full configuration to display as much useful travelling info as possible. In Sport Riding Mode, the display adopts the Track configuration, providing only information related to sport riding. The rev counter graphic is reset with a Superbike-style layout. The TFT control panel on the Monster 821 can be personalised and the rider can choose the display mode regardless of the selected Riding Mode.

The Monster 821’s instrument panel is ready to display info related to the Ducati Multimedia System (DMS); the latter lets riders connect their smartphones via the Bluetooth module (available as an accessory) and control some of its functions via the switchgears. The panel displays music player controls and earphone connection, incoming call and received message status icons. Moreover, the Monster 821 has an under-seat USB port to recharge smartphones and other devices.

The Monster 821 comes in three different colours:

  • Ducati Yellow with black frame and black wheels
  • Ducati Red with red frame and black wheels
  • Dark Stealth with black frame and black wheels

New 2018 Ducati Monster 821 Engine and Performance

The Monster 821 is powered by the 821 cc twin-cylinder Desmodromic Testastretta 11 Euro 4 compliant engine which delivers a maximum power of 109 hp at 9250 rpm and a maximum torque of 86 Nm at 7750 rpm. That valve clearance needs checking every 30,000 km (18,000 miles). The twin-cylinder engine uses throttle bodies with Ride-by-Wire control. The Monster 821 exhaust ducts, with a cross-section of 50 mm, form part of a 2-1-2 system designed.

Monster 821 accessories include Ducati Quick Shift (DQS) up/down, a race-derived electronic system that lets riders up-change without using the clutch and without having to close the throttle and down-change without operating the clutch, just closing the throttle. The system works differently for upshifts and downshifts, integrating adjustment of spark advance and injection during upshifts with an auto-blipper function during downshifts.

New 2018 Ducati Monster 821 Safety

Up front, the Monster 821 mounts twin Brembo M4-32 4-piston monobloc calipers that grip 320 mm discs and an axial-pump brake lever with incorporated fluid reservoir. At the rear is a single 245 mm disc gripped by a Brembo caliper; like the front brake, it features enhanced-efficiency sintered brake pads.

The Monster 821 features Ducati Riding Mode technology. This incorporates the Bosch 9.1MP 3-level ABS system with integrated pressure sensor and 8-level DTC that, together, make up the DSP (Ducati Safety Pack) which optimises vehicle control and enhances ride safety.

Riding modes include Sport, Touring and Urban, with each mode being programmed to vary the engine ‘character’ (Power Modes) and the ABS and DTC intervention levels instantaneously, even on the go. Electronic Ride-by-Wire (RbW) uses Ducati e-Grip system to manage different mappings and adjust power delivery (Power Modes), while Ducati Traction Control (DTC) features eight levels of system interaction to enhance control by reducing rear wheel spin. Lastly, the ABS system, designed to prevent wheel lock during braking, offers three different intervention levels.

  • Sport Riding Mode delivers 109 hp of power with direct RbW throttle twist response, reduced DTC intervention, level 1 ABS braking efficiency and rear wheel lift detection disabled.
  • Touring Riding Mode delivers 109 hp of engine power with a more progressive RbW throttle twist response, increased DTC intervention, level 2 ABS braking efficiency and moderate rear wheel lift control.
  • Urban Riding Mode delivers a maximum power of 75 hp with progressive RbW throttle twist response; DTC is set to an even higher intervention level and the ABS is set to level 3, maximising braking stability and wheel lift-up prevention.

New 2018 Ducati Monster 821 Technical Specifications

 Ducati Monster 821 (MY18)
ENGINE
TYPE Testastretta 11°, L-Twin, 4 Desmodromically actuated valves per cylinder, Water cooled
DISPLACEMENT 821 cc (50.1 cu in)
BORE X STROKE 88 x 67.5 mm (3.46 x 2.66 in)
COMPRESSION RATIO 12.8:1
POWER* 80 kW (109 hp) @ 9,250 rpm
TORQUE* 86 Nm (8.8 kgm / 63 lb-ft ) @ 7,750 rpm
FUEL INJECTION Electronic fuel injection system, Ø 53 mm throttle bodies, Full Ride-by-Wire
EXHAUST 2-1-2 system, two lambda probes, stainless steel muffler with aluminium end cap
TRANSMISSION
GEARBOX 6 speed
PRIMARY DRIVE Straight cut gears, Ratio 1.85:1
RATIO 1=37/15, 2=30/17, 3=28/20, 4=26/22, 5=24/23, 6=23/24
FINAL DRIVE Chain drive, Front sprocket Z15, Rear sprocket Z46
CLUTCH Slipper and self-servo wet multiplate clutch with mechanical control
CHASSIS
FRAME Tubular steel trellis frame linked to cylinder heads
FRONT SUSPENSION Ø 43 mm usd fork
FRONT WHEEL 10-spoke light alloy, 3.5″ x 17″
FRONT TYRE 120/70 ZR 17 Pirelli Diablo Rosso III
REAR SUSPENSION Progressive linkage with adjustable monoshock, Aluminium double-sided swingarm
REAR WHEEL 10-spoke light alloy, 5.5″ x 17″
REAR TYRE 180/55 ZR17 Pirelli Diablo Rosso III
WHEEL TRAVEL (FRONT/REAR) 130 mm /140 mm (5.12 in / 5.51 in)
FRONT BRAKE 2 x Ø 320 mm semi-floating discs, radially mounted monobloc Brembo M4-32 callipers, 4-piston, axial pump with Bosch ABS as standard equipment
REAR BRAKE Ø 245 mm disc, 2-piston calliper with Bosch ABS as standard equipment
INSTRUMENTATION TFT colour display
DIMENSIONS AND WEIGHT
DRY WEIGHT 180,5 kg (398 lb)
WET WEIGHT (KERB) 206 kg (454 lb)
WET WEIGHT (NO FUEL) 195 kg (430 lb)
SEAT HEIGHT Adjustable 785 mm – 810 mm (30.91 in – 31.89 in)
WHEELBASE 1,480 mm (58.27 in)
RAKE 24,3°
TRAIL 93.2 mm (3.67 in)
FUEL TANK CAPACITY 16.5 l (4.36 US gal)
NUMBER OF SEATS 2
STANDARD EQUIPMENT
Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover.Up&down Quickshift (DQS), Anti-theft system, Ducati Data Analyzer (DDA) ready.
Warranty
Warranty 24 months, Unlimited mileage
Mainteinance service intervals 15,000 km (9,000 mi) / 12 months
Valve clearance check 30,000 km (18,000 mi)
EMISSIONS E CONSUMPTION**
Standard Euro 4
CO2 emissions 125 g/km
Consumption 5.4 l/100 km

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YouTuber ‘Ride with Rahul’ is back with another superstar product in his ride review video. This time, it’s none other than Ducati SuperSport S, recently launched in India for INR 13.39 lakh. Rahul got the bike in Red and felt amazed from the very beginning, praising the position as being perfectly balanced between performance and touring.

He further explains how wider seat makes him feel like sitting higher than his usual 810mm high 390 Duke (even though SuperSport has 810mm seat height). As 80% of the power comes at just 3000 rpm, SuperSport S comes out as a perfect option for everyday riding.

Excessively soft seats are not that good for long rides and thus, SuperSport brings balance between the hard and soft side for perfect long ride experience. Movable front windscreen makes it one great option as one could adjust the same as per daily driving and highway needs.

The best part for SuperSport was its everyday use and their conversation even claims that occasional weekend trips would be a delight on Ducati SuperSport. The motorcycle comes with Ducati’s single sided swing-arm that even seems away from 959 Panigale.

Instrument console on the motorcycle is even mind blowing as one get all details regarding engine health, fuel and all other daily need values like odometer, trip-meter and tachometer. Driving modes, traction control and many other electronic features like quick shifter makes SuperSport S the most effective bike for its price.

Ducati SuperSport S is powered by a 937 cc, twin cylinder engine producing 110 HP at 9000 rpm and 96.7 Nm at 6500 rpm. Buyers get Brembo brakes, Ohlins fully adjustable suspension and just 210 kg of wet weight on Ducati SuperSport S. It seems to be a perfect package for those who wish to join Ducati for their quality and practicality in everyday riding.

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Singapore – In standard form, the Ducati 1198 on its own is a rarity especially on our roads, so when we spotted a 1198 S owned by Derick – a good friend of ours – we just had to feature it, even more so because this bike has had a fair bit tuning up to make this Italian legend even better!

Now, the 1198 S represented a milestone for the Italian bike company as it is the first road bike to have a full race-type traction control system, making it impressively effective. You would have to throw out years of mental conditioning and lean the bike on its ears through a turn then go full open throttle. Sounds crazy? Not in the 1198 S.

While your mind might be prepping you to brace for impact, you are greeted instead with a surge so vicious any rider would start to doubt about unleashing all that even with the bike bolt upright, left alone on its sides.

Ducati’s DTC will endow any rider with new performance prowess and put you up there with the best of them in how much speed you can carry charging out of corners – there’s nothing quite like it and very few bikes back then (in 2008) that would be able to stay with the 1198 S in the bends. The 1198 S DTC is also a lot less intrusive than the 1098 R’s, working so discreetly that the only thing you would notice is a flashing red light on the dash.

Out the factory, the Ducati 1198 S pumps out 168hp and 169kg with a power to weight ratio that is close to 1,000hp per tonne – similar to driving a family sedan with several F1 engines strapped on and a ridiculously generous torque spread. Acceleration is breathtaking and instantaneous in whatever rpm you are at. Its exceedingly quick up till 6,000rpm, then the afterburners fire up and the bike turns into a cruise missile.

Handling the 1198 S is a little flighty at high speeds but the agility it possesses when going into turns is just out of this world. Stopping the Ducati dead in its tracks are fearsome Brembo Monobloc front brakes that cut speed like a hot knife going through butter. The feel of the 1198 S is more of a race bike in terms of how the engine and chassis respond; its also the last of its kind with a dry clutch.

Derick mentioned that what he loves about the 1198 S are its looks, the fact that its also the last of the dry clutch version of the bike makes it that much more desirable. He also pointed out the sexy underseat exhaust and the way the Ducati handles – being nimble and light – are all plus points when he was considering to purchase a sports bike. Its not hard to see why, as his relationship with this Italian number has lasted over eight years now.

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The Ducati SuperSport was elected as the most beautiful bike at the EICMA 2016. Nearly a year later, the motorcycle is all set to be launched officially in India on September 22nd, 2017. Ducati dealerships across the country have already started accepting bookings for this pretty looking Italian which packs punch and will bite but isn’t as hardcore as the Panigales.

Powered by a Testastretta 11° L-twin engine, the Ducati SuperSport is targeted towards those who want a sporty machine that also provides comfort and easy handling over everyday roads The SuperSport comes equipped with Ducati Safety Pack (Bosch ABS + Ducati Traction Control) and a height-adjustable windscreen. The standard model gets fully adjustable 41 mm Marzocchi forks upfront and Sachs shock at the rear which is adjustable for spring pre-load and rebound damping. The SuperSport S, on the other hand,  features fully adjustable Öhlins suspension, a Ducati Quick Shift up/down system and a rear seat cowl.

Powering the SuperSport duo is a twin-cylinder 937 cc Testastretta 11° engine which delivers 113 hp of power and 96Nm of torque. Ducati has tuned the motor in accordance with the character of the machine, where 80% of torque is available at a rather low 3,000 rpm. To suit changing moods, the motorcycle gets three Riding Modes (Sport, Touring and Urban). Backing genuinely versatile sports performance for the road is the screen (which can be raised by 50 mm to ensure better high-speed airflow protection), side pannier mounts and a long-range 16-litre fuel tank.

For looking like that and being an exotic Italian, Ducati has made it possible to lengthen the times between Desmo Service scheduled maintenance checkups (during which valve clearance is checked and adjusted as needed) to 30,000 km for the SuperSport. Simple checkups like the Oil Service have reached 15,000 km or 12 months. When launched, expect prices to start near the INR 12 lakh mark and this exotic piece of kit will go against products like the Kawasaki Ninja 1000 which retails for a lot less with its additional two cylinders.

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We’ve snapped plenty of pictures of the upcoming Ducati V4 superbike, but up until now we had no idea what it sounded like, but Belgian publication Maxx Moto recently uploaded a very grainy video to their Youtube page which they claim shows the V4 in action on track.

Ducati aren’t known for making rubbish sounding bikes, so it comes as no surprise that the bike in the video sounds absolutely epic.

We reckon the road-going V4 superbike will produce between 205-210bhp, and there’ll be two versions. One built purely for road riding with a larger engine capacity and a homologation special model for racing in series such as World and British Superbikes. There’s no official word on when the new model is set to be released, but Ducati usually unveil their new models at the Milan Show, which this year runs from November 7-12.

Put your headphones on and turn it up*, it sounds amazing.

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Ducati India will soon extend its product portfolio with the launch of the new SuperSport and the SuperSport S. Ducati dealerships across India have commenced the bookings for the SuperSport duo and the motorcycles are likely to arrive in showrooms in the coming weeks. The street focused Ducati SuperSport and the SuperSport S made their debut at the 2016 INTERMOT show.

The new Ducati SuperSport is targeted to those who want a sport-inspired bike that provides comfort and easy handling on everyday roads. The motorcycle also comes equipped with Ducati Safety Pack (Bosch ABS + Ducati Traction Control) and height-adjustable windscreen. The standard model gets fully adjustable 41 mm Marzocchi fork upfront and Sachs shock that’s adjustable for spring pre-load and rebound damping at the rear. The SuperSport S version features fully adjustable Öhlins suspension, the Ducati Quick Shift up/down system and a rear seat cowl.

Propelling the SuperSport duo is a twin-cylinder 937 cc Testastretta 11° engine which delivers 113 hp of power and 96Nm of torque, 80% of which is available at as low as 3,000 rpm. The motorcycle gets three Riding Modes (Sport, Touring and Urban).

While there is still no official statement, the prices are expected to begin from INR 12-14 lakh (ex-showroom).

Here is the detailed image gallery:

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This is one of the original sandcast Ducati 750 GTs from 1971, this first series of bikes included the legendary Imola race bikes, and they have the historic distinction of being the first Ducatis to have a 90° L-twin (otherwise known as a V-twin). On top of being the first L-twin Ducati, it was also designed by Fabio Taglioni, and it featured bevel gear operated overhead cams – a Ducati trifecta.

A BRIEF HISTORY OF THE DUCATI 750 GT

It’s difficult to overstate the importance of the 750 GT in the storied history of the Italian marque, it launched the then-small company into superstardom thanks to Paul Smart’s remarkable victory at the Imola 200 in 1972.

Ducati had been in significant financial trouble, and was taken over by the Italian government in 1969. It was clearly understood that they needed something in the 750 class to compete with the likes of the Norton Commando and the Honda CB750, and it was also known that whatever they built had to be unique – rather than a competing parallel twin design like the Commando, or an inline-4 like the CB750.

Luckily, Ducati had retained Taglioni, an engineering genius who was adept at working with limited resources. He developed a 90° L-twin with a capacity of 748cc by essentially combining two of Ducati’s 350cc singles mounted to a new crankcase. The 350 engine featured a tried and tested bevel gear operated overhead cam, itself a Taglioni design, and when combined into a twin it was capable of 60+ hp in road going trim – and more when tuned for the track.

This new L-twin had a low centre of gravity, a narrow frontal area, excellent cooling for both cylinders, and ample space for both carburetors and exhaust piping. The tubular steel frame also used the engine as a stressed member – helping with rigidity and weight.

With unit construction, 5-speeds, and overhead cams, the 750 GT was more advanced that the British machinery of the era and comparable with the motorcycles coming out of Japan – and when compared with early ’70s Japanese bikes the Ducati handled like a dream. The biggest single competitor in the high-end of the global motorcycle market in the early ’70s was the CB750, which was reliable and relatively inexpensive – but it weighed in at 218 kilograms (481 lbs) dry and produced 67 hp.

The Ducati 750 GT was an altogether traditional European superbike, with a kickstarter and a right side shifter with a one-up/four-down pattern. Unlike the V-twins built in the United States the Ducati was developed for European riding conditions – narrower more twisty streets that favor handling over cruising.

Ducati would build the 750 GT from 1971 till 1974 when they replaced it with the 860 GT. Looking back now with the benefit of hindsight its clear that the 750 GT was a paradigm shift for Ducati, launching the company into the world of superbike production and laying the groundwork for what was to come.

THE SANDCAST DUCATI 750 GT SHOWN HERE

The original sandcast Ducati 750 GTs are amongst the most collectible of the early L-twins, less than 400 were made including the race bikes and somewhat amazingly the large scale production bikes that would follow were almost identical in every way – such was the excellence of the original design.

The bike you see here is one such sandcast original, it was restored to original condition approximately 10 years ago and is now being offered out of a well-known Washington State factory Ducati dealer collection. It’s now accompanied by an Ian Falloon Report that certifies its authenticity and it has an estimated value of between $30,000 and $40,000 USD, if you’d like to read more about it or register to bid you can click here to visit the listing on Mecum.

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