M1100evo

"Signature" 2012 M1100 EVO Dec 28, 2013 2012 left over (2 miles)

June 8, 14 after EvoTech tail chop (1001x589)

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(In both cases, there were not many entries, but I am still happy with my trophies.)

Which turned out to be an expensive trophy, as while waiting for the "judging", Dave R talked me into this:

Which of course made these look horrible in plastic, so they had to be replaced.

Which of course made the plastic head light cover look bad, has to fix that ...

But then the area between the headlight and the belt covers looked very plastic, had to fix that ...

Ben Spies #17

Cal Crutchlow #35

Colin Edwards #5

Alyssia Edwards

Farkle: Day 20, Arrow can and Evotech Exhaust Hanger. Remove a ton of weight:

Old can with Cats, and two heavy passenger supports

New Arrow can, with just a lightweight hanger

EvoTech tail chop June 8 - 14: these pieces went to the garbage:

Day 1

CRG - Hindsight Lane Split Bar End Mirrors, SpeedyMoto frame sliders

Removed left passenger foot rest assembly

Day 2, removed 5 stickers and front reflectors

It fits!!!

Removed some big hunk of plastic that was on the left side of the oil cooler, replaced left side oil cooler shroud (Air Deflector Left Side) with the European version.

While I was at it, added a oil cooler protector, made from a sheet of aluminum that I found at a local hardware store.

Nice web article about the big monsters:

motorcycledotcom

Specs:

Engine Displacement: 1078cc

100 hp and 76 ft.-lb of torque at a 6000 rpm

Redline 8,500

Compression Ratio: 11.3:1

Front Suspension: Marzocchi 43 mm fully adjustable upside down forks

Rear Suspension: Progressive with preload and rebound Sachs adjustable monoshock

Front Brake: Brembo 2 x 320 mm discs, 4-piston radial calliper

Rear Brake: Brembo 245 mm disc, 2-piston calliper

Bosch Brembo ABS

Front wheel: 10-spoke in light alloy 3.50 x17

Rear wheel: 10-spoke in light alloy 5.50×17

("10 spoke rims with a design carried over from Streetfighter and 1198")

Front Tire: 120/70 ZR17 Pirelli Diablo Rosso

Rear Tire: 180/55 ZR17 Pirelli Diablo Rosso

Fuel Capacity: 3.6 gal

Dry Weight: 373 lbs

ABS wet weight(KERB):188kg (414lbs) (alternator cover made of magnesium and the lightened flywheel of the Ducati 848^EVO

4-level Ducati Traction Control

Ducati Data Analyser (DDA)

Gear Ratios: 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=24/28

Final Drive: Front 15, Rear 39

Front wheel travel:130mm (5.1in)

Rear wheel travel:148mm (5.8in)

* Front and rear wheel sensors compare speed differential to sense when rear traction is being broken and DTC decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources. The first ‘soft’ stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, giving varying amounts of ignition retardation to reduce the engine torque.

* Desmodue Evoluzione: The Monster is powered by the Desmodue Evoluzione engine which is the first two-valve Ducati to hit the 100 hp. Compared with the previous 1100 cc Twin cylinder air-cooled L Desmodromic, this new engine gives an even greater adrenalin rush thanks to the superior power level at high revs while a more linear torque curve ensures a super-smoother power delivery. The 1100 cc Twin Desmodromic has been tuned in order to increase both volumetric and combustion efficiency. The inlet ports and the combustion chamber shape have been redesigned, while the new camshafts have an extreme profile to provide an increased valve lift. The pistons are new too and feature an high compression profile. To ensure high standards of reliability the head cooling system has been revised with improved lubrication to enhance the cooling performance.

* Vacural® crankcases: The two-valve engine on the Monster 1100EVO features a crankcase which significantly reduces overall engine weight. They are produced using the same innovative Vacural® technology that Ducati previously applied only to Supersport models. This method of production relies on vacuum die-casting, which improves the quality of the casting by avoiding porosity, air pockets and oxidation. This enables greater dimensional accuracy and higher ductility for the aluminium alloy. Ducati designers have drawn upon the benefits of this innovative process, redefining the conformation and thickness of the sides on the new crankcase using finite element simulations (FEM) and tests, which resulted in achieving the required reliability standards as well as attaining a weight reduction of the crankcase.

* Wet Clutch: The Monster features a new wet clutch which ensures quiet operation and long life. In addition, the progressive self-servo mechanism reduces the lever effort at the handlebar and makes the Monster even more practical in traffic. The Monster wet clutch works with a race-like ‘slipper’ system which reduces the destabilizing effect of the rear-end under aggressive down-shifting, and compared with other wet clutch used so far by Ducati, features an additional cush-drive damper mechanism which smoothes the repeated transition from drive to over-run during stop-start traffic

History of Monsters

The idea of the Monster started with Miguel Angel Galluzzi, a Ducati Designer. His minimalist thinking was "All you need is a saddle, tank, engine, two wheels and handlebars.

In 1993 the first production Monster, the M900 was introduced. Because Bordi wanted Galluzzi to keep costs low, the Monster was a humble "parts bin special," built not with newly designed components carefully engineered to work in unison, but by mixing and matching parts from existing Ducati models, beginning with the engine and forward half of the frame of a 900 Supersport,^[a frame descended from the the 851 superbike, and the fork of a 750 Supersport. Galluzzi penned a "muscular" fuel tank and minimalist bodywork that produced a visual impression of mass and strength, on a motorcycle that turned out to be surprisingly tiny and agile to the first time rider.

1993 Ducati Monster - The Art of the Motorcycle - Las Vegas (Horsepower: 73)

From bevel to belt driven air cooled engines:

• 1980 the red and silver Pantah 500SL
• 1981 the silver 600SL
• 1983 the 650SL (came about because of the need to homologate the TT1 750 racer's 61.5 mm stroke. Instead of producing a production 750, the 650SL was born with 82 mm bore and the 61.5 mm stroke.)
• 1985 Cagiva company took over Ducati Meccanica. Ducati engines promptly appeared in Cagiva motorcycles, such as the Cagiva Alazzurra, and the Cagiva Elefant.
• 1985 the Ducati F1 750 was released, based on the TT1 and TT2 racers (This was the same year the liquid-cooled Desmoquattro engine appeared on a racer at 1986 24H of Montjuic)
• 1970 the Ducati Paso (was produced until 1990).
• 1988 With the release of the water cooled 906 Paso, an air-cooled version of the engine was put into a 1988 750 Sport frame, and the resulting bike was called a 1989 900 SuperSport
• 1991 the five speed 750 SuperSport was released
• 1992 the 900 SuperLight appeared as a limited edition model SuperSport, including a vented clutch cover
• 1993 the introduction of the (M900) Ducati Monster, a 900 SuperSport motor in a modified 851 frame.
• 1994 a five speed 600 SuperSport and a five speed 600 Monster appeared.
• 1996 the M750 arrived
• 1999 the SuperSport was available with 750cc and 900 cc engines
• 2000 the 1000SS was released,
• 2003 Ducati replaced the 750ss and 900ss with three new variations: 620 cc, 800 cc and 1000 cc
• In late 2003 Ducati replaced the 750ss and 900ss with the 620ss, 800ss, and introduced the Multistrada 1000DS
• Eventually, only the 1,000cc SuperSports were available, and it was finally discontinued in 2007
• The Monster 696 was announced in November 2007, and officially launched early April 2008
• The Monster 1100 was announced in September 2008
• April 2010, the Monster 796 was announced
• November 2010, Ducati announced the Monster 1100 Evo

As of 2015, the only air cooled Ducati for sale in the U.S. is the new Scrambler, with the 796 engine.

The signatures from the 2011 Indy MotoGP race:

Ben Spies

2008 won his third straight AMA Superbike Championship to become only the fourth rider in the history of the series to win the title three consecutive times.

2009 was WSBK Champion, as a rookie.

2010-2012 Yamaha MotoGP Total 1 pole, 1 1st (2011 at the Dutch TT in Assen), 2 2nds, and 3 3rds. Finished 6th in 2010 (Rookie of the Year Award), 5th in 2011, 10th in 2012. In 2013 with Ducati MotoGP, 2 races and then injuries took him out for the season.

http://tinyurl.com/m68yaqb

Cal Crutchlow

2007–2008, British Superbike Championship. 2007 with the Rizla Suzuki team, finished 9th overall. 2008 moved to HM Plant Honda and finished 3rd overall.

2009 Supersport World Championship. With Wilco Zeelenberg-managed Yamaha factory team, won 2009 championship.

2010 WSBK, with Yamaha, 5th in the standings.

2011 MotoGP with Yamaha Tech 3. finished in 12th position, Rookie of the Year Award. 2012 finished in 7th place. 2013 got his first pole position at the Dutch TT at Assen, finishing in 3rd behind Valentino Rossi and Marc Márquez. Finished 5th overall.

2014, signed a two-year deal with the factory Ducati team.

http://tinyurl.com/lhl7873

Colin Edwards

1992 AMA 250cc National Series, won national title.

1995--2002 WSBK: 1995 started with Yamaha. In 1996 he was sixth overall. 1997 forced to withdraw due to injuries. 1998 to Honda, RC45, finished fifth overall. In 1999 finished second overall position, behind champion Carl Fogarty. In 2000, with the new Honda VTR-1000 SP1/RC51 twin, Won the WSBK title. He finished second to Ducati's Troy Bayliss in 2001, but reclaimed the title from Bayliss in 2002 in a dramatic fashion, clinching the championship in the final race of the season in Imola.

2003--current MotoGP: 2003, rode for the greatly troubled Aprilia team on the RS Cube. 2004, Telefonica Movistar Honda, finished in fifth overall position. In 2005, with Gauloises Yamaha factory team and Valentino Rossi. Was second at Laguna Seca, behind compatriot Nicky Hayden. Finished the season fourth overall.

2006, riding for the Camel Yamaha factory with teammate Rossi, finished 7th. 2007, 9th. 2008, with Tech 3 Yamaha, 7th. 2009, the strongest satellite rider in the championship, 5th.

2010, still with Tech 3 Yamaha and teammate Ben Spies. Finished 11th. 2011, with Tech 3 Yamaha, partnering with Cal Crutchlow. At the Catalan Grand Prix, Edwards broke his right collarbone during second practice, nine days later took a third place finish at the British Grand Prix at Silverstone. 2012 moved to CRT for Forward Racing using a Suter MMX1 (20th), and then in 2013 using a FTR Kawasaki (14th, but 2nd in CRT).

http://tinyurl.com/lyn9nat

Alyssia Edwards met Colin met him when she was 16 and he was just getting into his racing in 1991, married in 1999.

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2 Twitter exchanges with Colin Edwards:

First on Jan 4, 2014

re-tweeted at 5:49

favorited at 6:55 by Alyssia

Second on Jan 10, 2014, starting with Colin asking for pics ...

Retweeted by Colin to 171,073 of his followers

Sat Jan 18 with Rich and JCM5

Ducati's deserve Carbon Fiber:

Random thought: There are computer games that are MotoGP simulations, but MotoGP is really a simulation of the Isle of Man TT.

end