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【全球新聞】Ducati Superquadro–195hp, Gear-Driven Cams, Wet Clutch  

2011-10-11 17:32:16|  分类: 國際車壇動態 |  标签: |举报 |字号 订阅

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Mon, October 10th, 2011 @ 2:58 am, by Jensen Beeler16 COMMENTS

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

  Ducati has a new flagship Superbike coming out soon, if you hadn’t heard the news. Powering the Ducati 1199 Panigale is a new 90° v-twin motor dubbed the Superquadro (Ducati mini-site here), which the Italian company officially unveiled today. Confirming the specs we released back in November of last year, the power plant boasts 195hp and 98 lbs?ft of torque, making the Ducati Superquadro motor a new direction for Bologna, in more ways than one. For starters, the Superquadro is the first production motor in the company’s history that’s is fully-integrated into a bike’s chassis, thus putting final confirmation that the 1199 Panigale will use the MotoGP inspired “frameless” chassis design (not that we were really doubting this).

  Deriving its name from the massively over-sqaure cylinder design, the Superquadro is the most powerful motor to come in a production motorcycle from the Bologna brand. Other highlights include the use of hybrid chain/gear-driven camshaft, titanium valves, a wet slipper clutch, ride-by-wire throttle actuation, 15,000 mile major service intervals, and a rider-selectable “riding mode” system. Boasting that the company built the Superquadro motor with a clean sheet of paper, the company has proven once again that there are no sacred cows in Bologna.

  With the Superquadro motor being a fully-stressed member of the chassis, Ducati has spent a significant amount of time designing how the Superquadro motor would fit in the company’s monocoque frame design. Tilting the motor back 6°, the front cylinder sits 21° from the horizontal plane, which allows the motor to be moved 32mm farther forward when compared to previous design. Ducati says this allows for better front/rear weight distribution, and improved front-end feel.

  An issue we’ve heard a great deal about from the Italian brand, and with the woes seen from Ducati Corse in MotoGP, we’re pretty sure the entire motorcycling world is eager to see if this chassis concept will work for Ducati on its new street-going Superbike. In the meantime, we’ll have to suffice with the bevy of technical specifications the Italian company has provided us on the new Superquadro motor.

  With a bore and stroke of 112mm x 60.8mm, the Superquadro makes an impressive 195hp @ 10,750rpm & 98.1 lbs?ft (13.5kgm) @ 9,000rpm. Aided by the increased bore size, larger valves have been employed to help create that monster amount of power from the v-twin motor, and as such the intake valves have been increased from 43.5 to 46.8mm, while the exhaust valves go from 34.5 to 38.2mm. Built from titanium, the valves are unsurprisingly actuated with Ducati’s signature Desmodromic valve system.

  Helping the Superquadro motor breathe is a larger oval throttle body, which gets bumped from the Testastretta’s 63.9mm, to a 67.5mm equivalent diameter. Controlling the dual fuel injectors is a ride-by-wire throttle system, while the camshaft is driven by a hybrid gear/chain system. Because of refinements to the Superquadro’s cam system, the Ducati 1199 Panigale can be more easily started than its predecessors, allowing for a smaller starter motor and battery, which resulted in a 7.3 lbs weight reduction on the motor.

  Perhaps the most contentious modification for the Ducati Superquadro motor is the introduction of a wet slipper-style clutch, similar to what is found on the Multistrada 1200 and Diavel. Doing away with the infamous Ducati dry-clutch rattle, we’re sure this change of the status quo will gain the ire of many Ducati-loyal motorcyclists, though we hear from our sources in Bologna that the company is taking a pragmatic approach to its transmission, admitting that the wet-clutch operates better in virtually every condition and use.

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

  We don’t normally republish press releases, but because of the level of detail Ducati has gone through to explain the numerous changes to the Superquadro motor, we’ve reproduced it below for those that want to wade through every technical detail.

Ducati 1199 Panigale “Superquadro” power house revealed

  With just a matter of weeks to go until the final unveiling of Ducati’s brand new 1199 Panigale at the EICMA International Motorcycle Show in Milan (10-13 November), the Italian manufacturer now reveals the secrets behind the awesome power of its 2012 Superbike.

The most extreme benchmark ever

  Ducati’s latest engine, the Superquadro, goes beyond the barriers of engineering to enable the introduction of a futuristic Superbike today. Its no-compromise approach to design, combined with Ducati’s Italian innovation has now set the most extreme benchmark ever and stands as the latest milestone in Ducati’s long and iconic history of Superbike engines.

  Ducati engineers were given a near impossible design brief to create the new generation Superbike engine for the Ducati 1199 Panigale. Increase power, torque and user- friendliness and reduce overall vehicle weight and scheduled maintenance costs seemed impossible tasks, but given a “blank canvas” to create the new power-plant and encouraged to think outside-of-the-box to achieve the unachievable, engineers have finally ticked all the boxes.

  The innovative Superquadro engine, so called because of its massively over-square bore and stroke ratio, has increased power to an absolute production twin-cylinder milestone of 195hp and torque to 98.1 lb-ft (13.5kgm) with user-friendly Riding Modes that deliver that power appropriate to the rider’s style and environment. Its construction has enabled a radical reduction in overall vehicle weight and, further identifying Ducati’s constant pursuit of performance perfection, major services have been extended to 24,000km (15,000 miles).

  Only Fabio Taglioni’s masterpiece 90° L-twin configuration and Desmodromic valve control have been retained from previous engines. Everything else is new.

Engine architecture

  With the engine designed to be a fully stressed member of the chassis, its architecture has been completely re-calculated to provide the best possible vehicle construction for layout, weight distribution and strength. The cylinders, which remain at 90° to each other, have been rotated backwards around the crankcases by a further 6°, until the front cylinder is 21° from horizontal. This has enabled the engine to be positioned 32mm further forwards for improved front / rear weight distribution in addition to perfectly positioning the cylinder head attachment points for the 1199 Panigale’s monocoque frame.

  The crankcases, which are vacuum die-cast using Vacural? technology to ensure optimal weight saving, consistent wall thickness and increased strength, also incorporate in their form the outer water-jacket of the “cylinder”, eliminating the jointing face that used to exist at the base of the cylinders. Instead, the Superquadro has separate nikasil-coated aluminium “wet-liners” inserted into the tops of the crankcase apertures. This design enables secure fixing of the cylinder head directly to the crankcase, improved sealing and enhanced heat dissipation from the thin cylinder-liners directly into the surrounding coolant.

  The primary-drive casing, clutch casing and outer cover, sump and cam covers are all cast in magnesium alloy, ensuring a lightweight engine despite its increased strength as an integral part of the chassis.

  In addition to cylinder position, the crankcases now use shell main bearings for the crankshaft, previously only used by Ducati on the Desmosedici RR engine. Removing the roller bearings has enabled an increase in diameter of the crank journals for enhanced rigidity and an increase the crankcase section around the main bearing area for improved strength in line with the Superquadro’s extreme power output. The shell bearings are force- fed oil from internal drillings within the main bearing pillars to keep the new crankshaft well lubricated and is quickly scavenged back into the sump with the introduction of a new Ducati feature, a highly efficient MotoGP-style vacuum pump.

  The pump is driven by the main oil pump shaft and effectively maintains constant vacuum in the crankcase area below the pistons, reducing atmospheric resistance during the down- stroke of the piston and controlling the internal “breathing” of the engine.

Extreme dimensions

  In calculating the optimum configuration to achieve the next big step forward in power output for the L-twin engine, Ducati and Ducati Corse engineers increased engine speed and enhanced breathability with the incredible bore and stroke of 112mm x 60.8mm. The intense study of power and ridability resulted in an output of 195hp @ 10,750rpm and 98.1 lb-ft (13.5kgm) @ 9,000rpm. The new bore and stroke ratio of 1.84:1 effectively increases rpm with the ultra-short stroke of the crankshaft and increases the cylinder area to enable increased valves diameters. Inlet valves have increased from 43.5 to 46.8mm and exhaust valves from 34.5 to 38.2mm.

  With such large inlet valves operating at higher rpm, the intense inertial forces have been controlled by using titanium instead of steel, a solution only previously used on full “R” models. The new valves are actuated by racing-derived rocker arms, ‘super-finished’ for reduced friction and fatigue and then coated in polymeric-like carbon (PLC), a process originally developed for the aerospace industry.

  The race-derived Superquadro pistons have a distinctive double-ribbed undercrown to achieve high strength and reduced friction by using minimal piston wall surface area. Using technology developed by Ducati Corse, the design enables reliable operation of the 112mm diameter pistons when performing at high rpm.

  The improved volumetric efficiency of the increased inlet valve diameters is further capitalised on by increasing the oval throttle body dimensions from an equivalent diameter of 63.9 to a massive and high-flowing 67.5mm. The Ride-by-Wire throttle bodies feed air across twin injectors per cylinder, one positioned below the butterfly for enhanced flexibility and one above for outright power.

Clean power

  With such enhanced “breathing”, the challenge for the Superquadro’s Design Engineers was to program performance-optimised fuel mapping for a smoother cycle-to-cycle engine operation, without compromising emissions. To achieve this, Ducati introduced a secondary air system that completes the oxidization of unburned hydrocarbons and effectively reduces HC and CO levels. The system is activated when the engine ECU recognises specific conditions in the engine’s operation via the lambda and throttle opening sensors. It then opens a valve enabling a flow of clean air from the main airbox to a reed valve situated in each cylinder head, which enables one-way flow into an air gallery exiting into the exhaust port close to the exhaust valve. Entering the hottest point of the exhaust gasses, the fresh charge of air enhances the burn environment, eliminating any unburned fuel that escapes during the exhaust cycle under certain conditions.

Desmo dependent

  With such an extreme engine, never before has Ducati’s unique Desmodromic system been so vitally important. With the high engine speeds at which the Superquadro operates combined with such large valves, it would be impossible for the valve’s rocker-arm to follow the steep closure profile of the cam lobe using normal valve closure springs. The Desmo system actuates valve closure mechanically with the same method and accuracy as it opens, enabling steep cam profiles, radical cam timings, large valves and high operating speeds. This system is used on every single Ducati motorcycle and is constantly proven on Ducati Corse’s World Superbikes and Desmosedici MotoGP bikes.

The power of precision

  Controlling such large valves with the precise Desmodromic system also led engineers to replace the original belt-drive concept, used since the introduction of the Ducati Pantah in 1979, with a combined chain and gear-drive arrangement. The conventional bush-type chain runs from the crankshaft to the cylinder head where a single sprocket positioned between inlet and exhaust camshafts, is attached back-to-back to a gear wheel mounted on its own short, dedicated shaft. The attached gear meshes directly with gears on the ends of both the inlet and exhaust camshafts, which are also designed with +/- position adjustment for ultra-precise cam-calibration. The cam chain, therefore, provides highly efficient point-to- point drive route and, tensioned automatically, provides continuous reliability and further reducing the cost of routine maintenance.

  On the end of each exhaust cam drive gear is a centrifugal flyweight which retracts at speeds below tick-over to rotate a “protrusion” from the concentric section of the cam, thus creating sufficient inlet valve lift to act as a de-compressor. This ingenious device enables the Superquadro engine to be started easily without using a larger battery and starter motor, which has reduced overall vehicle weight by approximately 3.3kg (7.3lb). When the engine starts and the camshafts begin to rotate at tick-over speed, the centrifugal flyweight flicks out, retracting the “protrusion” back into the cam and allowing complete valve closure for full compression. This innovative feature further underlines the lengths to which designers and engineers have worked together in the single-minded pursuit of weight-saving.

New transmission

  Ducati’s engineers also capitalised on the opportunity of the “blank canvas” project to increase dimension between the centres of the six-speed gearbox shafts, enabling larger diameter, stronger gears to transmit the enhanced power output. New for a top-of-the- range Ducati Superbike is a “wet”, oil-bath clutch. Based very closely on the design of the Multistrada and Diavel components, the clutch assembly features a “slipper” function and a progressive self-servo mechanism that compresses the friction plates when under drive from the engine. While enhancing frictional efficiency, this also results in a rider-friendly light clutch lever “feel” at the handlebar. Conversely, when the drive force is reversed (over-run), the mechanism reduces pressure on the friction plates, enabling a true racing “slipper” action, reducing the destabilizing effect of the rear-end under aggressive down- shifting and provide a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.

Performance perfection

  Competition is the platform on which Ducati has always challenged and measured itself. It is a discipline for designers and engineers and the bedrock of motivation for a company in which the constant desire for victory has become a way of life. The Superquadro is the most powerful twin-cylinder production engine on the planet and is destined to power the new Ducati 1199 Panigale with absolute performance perfection.

Source: Ducati

Top 5 Related Posts:

  1. Video: Ducati Superquadro Motor [UPDATED]
  2. Ducati Superbike 1199 Will Have Gear-Driven Cams
  3. 2012 Ducati 1199 Panigale – 195hp / 395 lbs (Base)
  4. Spy Photos: Ducati 1199 Panigale Load Testing
  5. Photo: 2012 Ducati Superbike 1199′s Headlights

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

 

 

 google 提供的翻译:

                                   杜卡迪方 - 195hp,齿轮驱动凸轮,湿式离合器

    杜卡迪超级摩托车有一个新的旗舰出来不久,如果你没有听说过这一消息。供电1199杜卡迪Panigale是一个新的90 ° V型双缸发动机被称为superquadro(杜卡迪迷你网站在这里),从而有效地今天正式亮相的意大利公司。确认的规格,我们发布在去年十一月回来,电厂拥有195hp和98磅英尺的扭矩?,使得博洛尼亚的杜卡迪引擎superquadro新方向一多的方式。对于初学者,方是该公司历史上这是第一个生产汽车是一个完全集成到一个自行车的底盘,从而把最终确认的1199 Panigale将使用启发“无框”底盘设计(不是我们真的怀疑这是摩托车)。

    派生的大量过度sqaure缸设计它的名字,电机方是最强大的一个生产摩托车为来自博洛尼亚的品牌。其他亮点包括混合动力链/齿轮传动凸轮轴,钛阀,拖鞋在潮湿,乘坐线控油门驱动离合器,15.000英里专业维修间隔,和车手选择的“骑模式”系统的使用。这吹嘘公司建立了用一张纸清洁方片马达,该公司已经再一次证明,有没有在博洛尼亚神圣的母牛。

    随着电机广场作为一个机箱完全强调成员,杜卡迪已经花了很多时间显著量设计如何在公司的电机方会配合单体框架设计。倾斜电机回6 °,前汽缸坐在从水平面21 °,从而有效地使电机移动32毫米远着比前设计。杜卡迪说,这为更好的前/后重量分配允许,提高前端的感觉。

    我们听说过一个来自意大利的品牌很多,并与来自杜卡迪摩托车在科西嘉看到了困境,我们可以肯定,世界是急于发行摩托车全看这个概念会为杜卡迪底盘及其工作新街头超级摩托车去。在此期间,我们将不得不与足够的意大利公司提供了新的电机技术规范平方我们身边围满。

    随着孔和60.8毫米x112毫米中风,superquadro使一个令人印象深刻的195hp@10.750转速及98.1英尺?磅(13.5kgm)@ 9.000转。通过增强的孔大小的帮助下,较大的阀门已被聘用,以帮助创造怪物从V型双电机,如进气阀发电量已增加至43.5至46.8毫米,而从34.5排气阀门去38.2毫米。建于钛,阀门驱动与杜卡迪的签名意料之中Desmodromic气门系统。

    帮助电机呼吸平方米,是一个更大的椭圆形节流阀体,从而有效地获取从Testastretta的63.9毫米碰撞,相当于直径67.5毫米。控制双燃料喷射器是一个骑线控油门系统,而凸轮轴是由混合齿轮/链条驱动系统。由于对凸轮方的系统改进,在1199杜卡迪Panigale可以轻松地开始提出更多比它的前辈,对于较小的起动电机和电池,从而有效地在7.3磅电机上的重量减少,导致允许。

    也许是杜卡迪电机方最有争议的修改是一个湿拖鞋式离合器,类似于上Multistrada 1200和Diavel发现的介绍。这样做与臭名昭著的干式离合器杜卡迪拨浪鼓走,我们相信这一现状的改变将获得许多忠实的杜卡迪,骑摩托车的愤怒,尽管我们听到我们的消息来源,在博洛尼亚,该公司正在采取务实的态度,ITS传输,湿离合器承认,几乎每一个经营状况和使用好。


    通常我们不发布新闻稿,但由于细节水平已通过杜卡迪去解释的superquadro许多电机的变化,我们已经转载在下面为那些想通过每一个技术细节涉水。

 

1199年杜卡迪Panigale“方”的力量房子揭晓

    只需几个星期去到事直到杜卡迪的品牌在EICMA米兰国际摩托车Panigale展(11月10-13日)在1199新的最终推出,现在的意大利制造商的背后,揭示了其2012年的超级真棒力量的秘密。

有史以来最极端的基准

    杜卡迪的最新引擎,方,去使今天的一个未来的超级工程引进超越的障碍。它的不妥协的方法来设计,与杜卡迪的意大利创新相结合,目前已设置有史以来最极端的基准,并作为杜卡迪的标志性和超级摩托车发动机的悠久历史最新的一座里程碑。

    分别给予杜卡迪工程师设计几乎是不可能内裤来创建新的一代1199杜卡迪超级摩托车的Panigale引擎。提高功率,扭矩和用户友好性和降低整车重量和定期维修成本似乎不可能完成的任务,但由于一个“空白画布”,以创建新的发电厂,并鼓励他们跳出即用的盒来实现无法实现的,工程师们终于打勾所有框。

    创新的发动机平方米,所谓的,因为它与大量过度方孔中风的比例已增至绝对权力生产双缸195hp,扭矩里程碑与用户友好的骑术模式,98.1磅 - 英尺(13.5kgm)这力量,提供相应的骑手的风格和环境。它的建设,使整车重量,在激进的减少,并确定进一步杜卡迪的不断追求完美的表现,主要服务已延伸到24.000公里(15.000英里)。

    只有法比奥塔里奥尼的杰作90 ° L -双配置和控制阀Desmodromic一直保留以前的引擎。其他一切都是新的。

引擎架构

    由于要在机箱的设计充分强调成员发动机,ITS架构已经完全重新计算,为建设布局,重量分布和实力的最好的工具。汽缸,从而有效地保持在90度到对方,已经出现向后旋转的曲轴箱再由6 °,直到前水平的21缸°。这使得被定位为改善前/后重量分配进一步向前32毫米除了完美的定位气缸头为1199 Panigale的一体成型车架连接点的引擎。

    在曲轴箱,有效的真空压铸用Vacural ?技术,确保最佳的重量减轻,一致的壁厚和增加强度,又在其形式外,水的“缸”消除拔节面对曾经存在夹克成立在气瓶的基础。相反,有方形涂层铝Nikasil独立的“湿衬”的孔插入曲轴箱的顶部。这种设计使汽缸头固定安全直接向曲轴箱,提高了密封和增强薄缸直接到周围的散热冷却衬垫。

    主驱动器套管,套管和离合器外盖,油底壳及凸轮盖铸造镁合金都是,确保轻量级引擎Despi ITS的一个组成部分增加了底盘强度。

    除了缸的位置,曲轴箱现在使用的计算以前只能由杜卡迪Desmosedici RR用于发动机的曲轴,主轴承的外壳。卸下滚子轴承,使改进后的强度与方的极端电源输出线的直径为增强刚性曲轴期刊和增加的主要承载区周围的曲轴箱部分增加。轴承的外壳是由在主轴承支柱内部钻探强行灌油,以保持良好润滑新的曲轴和回水池清除的与杜卡迪的一项新功能,高效的真空泵在摩托车式的引进迅速。

    该泵是由主油泵轴,有效地保持在活塞下方的曲轴箱面积不断真空,减少在活塞和发动机的内部控制“呼吸”倒杆大气阻力。

极限尺寸

    在计算的最佳配置,以实现权力为L型双缸发动机输出的下一个大进步,杜卡迪和杜卡迪科西嘉工程师随孔和不可思议的112毫米x60.8毫米冲程发动机转速和增强透气性。权力和深入研究,导致在一个ridability 195hp@10.750转输出和98.1磅 - 英尺(13.5kgm)@ 9.000转。新孔和中风的1.84:1比例有效地提高了曲轴与超短行程和汽缸面积增加而增加,使直径阀门转。进水阀已增加至43.5至46.8毫米和38.2毫米从34.5排气阀门。

    这样的操作与在更高的转速大进水阀,通过使用控制激烈的惯性力量已经代替钢钛,说明了以前使用的解决方案只能在全面“R”模式。新的阀门通过摇臂驱动赛车派生,“超完成”为减少摩擦和疲??劳,然后在聚合物状碳(PLC)涂层,处理发展为航空航天工业原由。

    比赛衍生平方米活塞有一个独特的双肋顶底部,以达到使用最少的活塞壁表面积减少摩擦和高强度。使用由杜卡迪科西嘉开发的技术,设计允许的112毫米直径活塞可靠运行在高转速时执行。

    对进水阀直径提高容积效率进一步提高资本化,增加从一个63.9当量直径椭圆油门车身尺寸为大规模,高流动67.5毫米上。乘驾线控油门机构在每缸双喷油器,定位低于蝴蝶一个增强的灵活性和一个彻底的权力上述饲料的空气。

清洁能源

    这种以“呼吸”增强,挑战的设计工程师方的方案是性能,优化了平滑周期到周期的运作燃料发动机排放的地图,无需折衷。要做到这一点,一二次风系统杜卡迪介绍,完成未燃烧的碳氢化合物和氧化有效降低HC和CO的水平。该系统被激活时,发动机ECU认识到,在发动机上的氧传感器和节气门开度操作的具体条件。然后,打开阀门使一个干净的空气流从气箱主要蝶阀在每个气缸盖,使进排气口进入到排气阀门关闭退出画廊单向气流坐落。进入最热的废气点,空气清新收费提高了燃烧环境,消除在排气循环,在一定条件下任何未燃燃料逃脱。

Desmo依赖

    这种极端的引擎,以前从未有过杜卡迪独特的Desmodromic系统如此至关重要。随着在superquadro哪个运营该大型阀门结合发动机转速高,这将是不可能的阀门摇臂遵循正常使用的凸轮弹簧关闭阀门关闭陡峭的个人资料。在关闭阀门Desmo系统驱动机械与考试方法和准确性的全面开放,使陡峭的凸轮,凸轮定时激进,大型阀门和高运行速度。该系统是用在每一个杜卡迪摩托车,并在杜卡迪科西嘉证明的世界超级摩托车不断Desmosedici摩托车和自行车。

的精密电源

    控制与精确Desmodromic大型系统也导致这类阀门工程师,以取代相结合链和齿轮传动安排原皮带传动的概念,自1979年引进杜卡迪Pantah使用。传统的灌木型链运行从曲轴缸盖其中单个和排气凸轮轴链轮之间的入口位置,是连接后端到回齿轮自身短,专用轴上。与进气口和排气的两端直接连接的齿轮凸轮轴齿轮目都,这也与+ /设计 - 位置为超精密凸轮校准调整。凸轮链,因此,提供高效率的点至点的路线和驱动器,自动张拉,提供持续的可靠性,并进一步降低了日常维护成本。

    在每个排气凸轮齿轮传动离心轻量级到底是哪一个速度低于缩回来旋转在“突”从凸轮同心节,在蜱,进气门升程因此形成足以充当反压缩机。这种巧妙的装置使发动机启动方提出不使用更大的电池和起动电机,从而有效地减少了约3.3公斤(7.3磅)整车重量容易。当发动机启动并开始在凸轮轴旋转速度超过打勾,离心出轻量级笔触,收回的“突起”回凸轮和气门关闭允许全面完成压缩。这一创新功能突出的长度,以进一步哪个设计师和工程师们曾在重节能一味追求在一起。

新的传输

     杜卡迪的工程师还利用了的“空白画布”项目之间的六速变速箱轴的中心层面的机会增加,使直径较大,更强的齿轮来传输增强的电源输出。对于一个新的顶级的范围杜卡迪超级是“湿”油浴离合器。紧紧围绕在Multistrada和Diavel组件非常设计的基础上,离合器总成具有的功能和自我进步的伺服机制,压缩时从发动机驱动下的摩擦片“拖鞋”。虽然摩擦效率提高,同时这在骑手友好光离合器杠杆的结果“感到”在车把。反之,当驱动力是相反的(过度运行),该机制减少了摩擦片的压力,使其能够真正的赛车“拖鞋”行动,减少下积极向下转移的不稳定追尾效果,更提供当油门感觉顺畅关闭或在正常驾驶条件下发生变化。

完美性能

    比赛是在其杜卡迪一直受到质疑和测量本身的平台。这是一个为设计师和工程师,并为在其中对胜利的渴望已经成为一个恒定的生活方式公司动机的基础学科。该superquadro是最强大的双缸发动机生产在地球上,是注定要权力与绝对的完美新1199杜卡迪Panigale性能。

来源:杜卡迪

五大相关文章:

视频:杜卡迪电机方[更新]
杜卡迪超级摩托车1199将有齿轮驱动凸轮
2012年杜卡迪1199 Panigale - 195hp / 395磅(基地)
谍照:1199杜卡迪Panigale负载测试
照片:2012年杜卡迪超级摩托车1199的头灯

 

 

                          Video: Ducati Superquadro Motor [UPDATED]   

Mon, October 10th, 2011 @ 4:29 am, by Jensen Beeler4 COMMENTS

Ducati Superquadro – 195hp, Gear-Driven Cams, Wet Clutch - ar.long - 三咪重型機車貿易organization

 

UPDATE: Ducati has added English subtitles to the video. Huzzah!

  We don’t know why Ducati only has this video out in Italian, but there’s some good bike porn of the Ducati Superquadro motor being developed and worked on, not to mention some shots of the Ducati 1199 Panigale. Hopefully Bologna posts up an English version of the video (we’ll add it if/when they do), so the rest of the motorcycling world can hear about the company’s new Superbike engine. Until then, our translation goes something like, “the bike, it goes a verrry fasst!”

 

 

 

google 提供的翻译:

                           视频:杜卡迪电机方[更新]

UPDATE:杜卡迪增加了字幕的视频意大利。 Huzzah!

    我们不知道为什么在意大利杜卡迪只有这个视频输出,但有一些很好的自行车正在开发和运作上的杜卡迪电机色情方,更不要说对1199年杜卡迪Panigale一些镜头。希望博洛尼亚了一个意大利的视频Versione(我们将其添加??如果/当他们这样做)的职位,我知道摩托车世界各地都能听到有关该公司的新的超级引擎。到那时,我们的翻译是这样,一些“的自行车,它关系到verrry FASST!”

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