motorides

Until 2002, world class motorcycle racing was best represented by the 500cc World Championship. Riders took lightweight 2-cycle motorcycles at criminal speeds and required extremely skilled riders. Many of the major factories such as Honda, Yamaha, and Aprilia were represented but Ducati, the most traditional and successful racing bike was not. Ducati stayed out of the 500cc class because of the 2-stroke rule. The motorcycle racing governing body that regulated MotoGP decided however to allow the introduction of 4-stroke motorcycles in 2002. This opened the door to Ducati and others and set the scene for technological revolution.

Ducati engineers went to the drawing table and plugged hundreds of engine layout combinations into specialized engineering software. According to the computer models, the perfect combination of cylinders, valves, and layout was a L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts engine. What followed were 5 years of trial and error and finally an incredible winning streak in 2007. By this time the public was clamoring for a street legal version of the bike.

In mid-2006 Ducati began taking orders from existing 1098S owners who wanted the bike and estimated delivery only in 2008. Boasting a 200hp engine and all the racing heritage you can ask for, the Desmosedici , which by the way means 16 (after the number of valves), is a dream come true. What makes the bike even more respectable is precisely the heritage since Ducati turned the mid century Desmodromic technology an important factor in the success of the bike on the tracks. While other manufacturers like Aprilia were experimenting with hydraulic lifter technologies, similar to that found in Formula 1, Ducati set out to repeat what made it's bikes winners in the international Superbike circuit, torquee light machines. With the added 2 cylinders, the Desmosedici is perfection defined.

When you want more performance from your Sportbike, you'll get the most bang for your buck by adding an aftermarket exhaust system. Slip-ons are a bit cheaper if you're budget conscious, but the money you spend on a full system will be money well spent. In this article, the popular Leo Vince Exhaust system is reviewed.

It's a little known fact that Leo Vince exhaust products are manufactured in northern Italy. The company has been manufacturing exhaust systems for over 50 years. The companies products are tested and developed on race teams throughout the world (including MotoGP, World Superbike, and AMA Superbike). The original owner still runs the company today with his grandson.

How do the systems perform? Read on.

Weight
For most applications, Leo Vince exhaust canisters are offered in 3 different materials: titanium, carbon fiber, and aluminum). This is where a bulk of the weight savings is realized.

Unless you've had your stock canister off, you probably don't realize how heavy it is. The canister on most bikes weighs around 5 pounds. The aluminum canister from Leo Vince weighs roughly half this amount (Carbon Fiber weighs even less and Titanium is unbelievably light).

Although, any weight savings is good from a performance standpoint, bikes that have under seat exhaust especially benefit from swapping the stock canister for a lighter one by dramatically lowering your bike's center of gravity for improved handling.

Price
Weight savings and performance doesn't come without a price. Leo Vince exhaust products range from a few hundred dollars for a slip-on canister to over $1,000 for a full race system. Here you can find good deals on Leo Vince Exhaust.

Performance
As mentioned previously, an aftermarket exhaust system will really wake up the power lurking inside your sportbike. These Leo Vince exhaust systems really improve sound (without being too loud) also. For the money, I expected to get a bit more of a horsepower gain. However, this exhaust system improved performance more than any other single mod that I have done since.

Conclusion
If you've got the money, go for the full system. You won't regret it. But you'll still notice a decent performance increase from the slip-on only. Shop around for the best price. Look for a merchant with a low price guarantee for extra peace of mind.

If you are shopping for Ducati 1098 parts then the first item that you may want to consider purchasing is a high efficiency air filter. Your first upgraded air filter option is the high-efficiency racing air filter. Your second option is the single high-efficiency air filter.

The next Ducati 1098 parts that you may be interested in are the silicone rubber and aluminum tubes kits. This kit comes in red and blue. It is designed to fit on the Superbike 1098, the Superbike 1098 S and the Superbike 1098 S Tricolore. All of these models are from the 2007 season.

If you are looking for connecting rods then you may want to take a look at the titanium connecting rods designed for the Ducati 1098. These rods are designed for all three 1098 models. Using the titanium connection rod can help you to reduce the overall weight of your bike. This is because that each titanium connecting rod will save you 0.125 KG over the standard connecting rod weight. The manufacturer of these items suggests that when you install this part you balance the crankshaft and that you also change out the connecting rod shells.

If you are planning on racing your Ducati 1098 then there are several changes that you will most likely need to make to your bike’s standard mechanical configuration. One change that you may want to make is to replace your original gearbox with a racing gearbox. If you are interested in making this change then you will want to take a look at part number 96450707B, the Racing Gearbox Kit. This kit is designed to improve your bike’s performance on the track.

Leading the championship, Japanese wunderkid Ryuichi Kiyonari now looked poised, focused and determined for a full-on title assault, unlike one time leader and increasingly frustrated Gregorio Lavilla who in the past four races had only so much produced a third placing, two falls and a mechanically forced DNF. In attempt to claw himself back on top, Lavilla would have to produce winning performance and take victory, of course in company of the ever charging Leon Haslam, Jonathan Rea and Shane Byrne, piece of cake….

Race 1: Considering mixed conditions plagued riders with an inevitable tricky tyre decision, dry with scattered wet spots around track left riders unsure as to what choice was best, though when the lights went out and they blasted of line, it was young Jonathan Rea with the holeshot from Ryuichi Kiyonari and Gregorio Lavilla. As the race progressed the once freight train of riders fizzled out into settling groups, the leading being still Rea at the fore, with Kiyonari and Lavilla following within a wisper behind. Despite Rea’s best efforts on-form Kiyonari then took the lead, to race out an impressive victory over Rea who lay second, with Greg Lavilla just holding off Airwaves Ducati team-mate Leon Haslam for third position and the final podium slot. Haslam was fourth with Rizla Suzuki mounted Shane Byrne and Stobart Honda rider Michael Rutter fifth and sixth respectively.

Race 1 Result:
1-Ryuichi Kiyonari (HM Plant Honda)
2-Jonathan Rea (Red Bull Honda)
3-Gregorio Lavilla (Airwaves Ducati)
4-Leon Haslam (Airwaves Ducati)
5- Shane Byrne (Rizla Suzuki)
6- Michael Rutter (Stobart Motorsport)

Race 2: Returning to the grid on full wets, riders faced a completely different challenge, now knowing the brutal unforgiving conditions they had to race in. Torrential rain had both soaked and delayed racing, though once rain eased of slightly, race two got underway. This time it was Michael Rutter who blasted to the front, looking set for a solid performance in race two, though as the race advanced and they came to lap five, he faded back to third, later falling foul of a misjudged manoeuvre by Haslam who ran him off track. Karl Harris now took the lead posting consistent hot laps and pulling away from the rest of the pack seeking his first ever win in the premier British Superbike class. Though it was Haslam, beyond the ragged edge in which any other racers abilty would have succumbed, who went on to take a startling victory and a maiden for 2006. Starting the final lap Haslam remained behind Harris over two seconds and out of striking distance, to blast through to the fore and secure a blitzing victory. Harris mortified raced through to a fine second, hardly satisfying having led the pack for such a long period. Gregorio Lavilla took home a brace of thirds having finished well in the first and second, signalling consistency may well play the culprit in the race for the title. Shane Byrne took home a solid points haul in fourth, with race one winner Kiyonari fifth and Michael Rutter sixth. The top of the championship title has now tightened, with Ryuichi Kiyonari on top, just three points on front of Haslam, with Lavilla third and just fifteen points behind. The race for the title is truly turning into a fantastic affair, make sure to join BBG as we keep you posted on BSB, right until the champion is crowned.

Race 2 Result:
1- Leon Haslam (Airwaves Ducati)
2- Karl Harris (HM Plant Honda)
3- Gregorio Lavilla (Airwaves Ducati)
4- Shane Byrne (Rizla Suzuki)
5- Ryuichi Kiyonari (HM Plant Honda)
6- Michael Rutter (Stobart Motorsport)

-BSB Championship Table
1 Ryuichi Kiyonari 310
2 Leon Haslam 307
3 Gregorio Lavilla 292
4 Shane Byrne 198
5 Jonathan Rea 176
6 Karl Harris 175

Until 2002, world class motorcycle racing was best represented by the 500cc World Championship. Riders took lightweight 2-cycle motorcycles at criminal speeds and required extremely skilled riders. Many of the major factories such as Honda, Yamaha, and Aprilia were represented but Ducati, the most traditional and successful racing bike was not. Ducati stayed out of the 500cc class because of the 2-stroke rule. The motorcycle racing governing body that regulated MotoGP decided however to allow the introduction of 4-stroke motorcycles in 2002. This opened the door to Ducati and others and set the scene for technological revolution.

Ducati engineers went to the drawing table and plugged hundreds of engine layout combinations into specialized engineering software. According to the computer models, the perfect combination of cylinders, valves, and layout was a L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts engine. What followed were 5 years of trial and error and finally an incredible winning streak in 2007. By this time the public was clamoring for a street legal version of the bike.

In mid-2006 Ducati began taking orders from existing 1098S owners who wanted the bike and estimated delivery only in 2008. Boasting a 200hp engine and all the racing heritage you can ask for, the Desmosedici , which by the way means 16 (after the number of valves), is a dream come true. What makes the bike even more respectable is precisely the heritage since Ducati turned the mid century Desmodromic technology an important factor in the success of the bike on the tracks. While other manufacturers like Aprilia were experimenting with hydraulic lifter technologies, similar to that found in Formula 1, Ducati set out to repeat what made it's bikes winners in the international Superbike circuit, torquee light machines. With the added 2 cylinders, the Desmosedici is perfection defined.