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DUCATI 996R ENGINE |
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Type |
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L twin cylinder, 4 valve Desmodromic, liquid cooled |
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Displacement |
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998cc |
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BorexStroke |
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100 x 63.5 mm |
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Compression Ratio |
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11.4: |
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HP |
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100kW - 135 HP @ 10200 rpm |
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Torque |
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101 Nm - 10.3 Kgm @ 8000 rpm |
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Fuel system |
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Marelli electronic injection, 54 mm throttle body |
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Exhaust |
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2 aluminium mufflers by Termignoni |
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Type Gear |
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6 speed |
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Ratio |
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1a 37/15, 2a 30/17, 3a 28/20, 4a 26/20, 5a 24/23, 6a 23/24 |
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Primary drive |
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Straight cut gears; ratio 1.84 |
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Final drive |
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Chain; Front sprocket 15; Rear sprocket 36 |
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Clutch |
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Dry multiplate with hydraulic control |
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ADDITIONAL INFORMATION NOT PART OF THE ORIGINAL DUCATI WEBSITE
ENGINE COLD TESTING
Ducati utilised a technique called "cold testing" where they would spin the engine for everything to set in a little bit with a machine and oil system hooked up. [10] Afterwards, a final valve adjustment would be completed and then the engine sent on to be installed into a bike. [11]
It's of note that starting around 2003, Ducati began "hot testing" bikes by running them through the gears on a dyno at the end of the assembly line.
UK market NOS speedo showing calibration mileage on the odometer.
Odometer confusion:
A common misconception is that the miles shown on the odometer on still "brand new" or "zero mile" bikes are test miles. This is not always the case in bikes of this vintage. From new, you can expect to see anything from just under 1 mile and most commonly 2 or 3 showing. This is from the calibration process at the speedometer manufacturer's factory prior to them shipping out to Ducati for assembly. Some speedometers simply needed more calibration than others so they all have varying miles/kms on the odometer. Remember, this is before fully electronic units, these were full mechanical. If a bike is showing 3 or more however, it's likely due to having gone through the PDI process which we will cover next.
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TESTASTRETTA ENGINE DEVELOPMENT / OUTPUT
Engine - The new Testastretta engine has a 100mm bore x 63.5mm, 11.4:1 compressions ratio, and put out 135hp @10,200RPM (at rear sprocket) and 77lb/ft (105nm) @8,000RPM. Verified to dyno at 132 at the rear tyre. Previous valve angle had been 40 degrees. Marchetti and Bordi settled on a 25 degree included valve angle allowing for more of a direct path for the air to the intake valve. [2] Testastretta, means narrower - and slimmer as in diet – head [2] . The Testastretta opening valve rockers were positioned outside the camshafts, enabling the cams to be closer together. Improvement were also made to the camshaft construction & specification, and larger valves were of course employed. [1] The 996R intake ports were larger to match and the throttle bodies were increased to 54mm with elliptical chokes. The opening rockers arms were 50% lighter, closing rockers were 20% lighter - without compromising strength. [2] An important development was that arrangement of the rocker arm axes to provide symmetrical opening, always a problem on the earlier Desmoquattro. [2] The new arrangement optimised the side thrust on the valves. Thanks to improved tooling, the rocker arm pad now matched the cam continuously throughout its rotation, resulting in considerably reduced clearance between the valve adjusters and the rocker arms. [2] The valve guides and seats were then machined simultaneously for perfect valve sealing. The extreme angle of the between the upper and lower timing belt pulleys the Desmoquattro suffered from was also vastly improved. Titanium valves and Pankle Titanium connecting rods. Pistal pistons - the larger 100mm pistons were 30 grams lighter than the previous and improvements were made to the rings to reduce blow-by oil loss. The new Nikasil plated cylinders were more compact due to more efficient water passages. The cylinders were rotated 10 degrees backward to assist gravity oil scavenging from the front cylinder. [2] The 996R had a sand cast engine case, deep sump, and heads due the limited production. 996R had hand built engines being the first Testastretta. [2] That and minor internal engine block cooling duct mods. The crank-cases were redesigned to reduce weight, improve lubrication, and generally strengthened to cope with World Superbike form. [1] The deeper sump addresses oil starvation that were present on the earlier Desmoquattro under high-G forces. Several other changes were made to the oiling system as well. One of these was that the cams received oil after the oil cooler now instead of before, allowing also for a change from roller bearing to modern journal bearings. The new engine weighed 3 kilos less than the previous. [2]
EXHAUST SYSTEM
Exhaust - The R carried over the full 50mm exhaust system from the SPS but it was modified to accommodate the new cylinder heads and wrap around the engines new deep sump oil pan. The new Testastretta cylinder heads were 4-bolts for the exhaust flange vs. a 3-bolt pattern on the old Desmoquattro.
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