2022 Ducati Panigale V2 Bayliss 1st Championship 20th Anniversary | First Ride
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To commemorate Troy Bayliss’ first
To commemorate Troy Bayliss’ first World Superbike championship back in 2001, Ducati built this ultracool version of its Panigale V2.
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It seems like ages ago now, but there was a time when 750cc inline-fours and 1,000cc V-twins ruled Superbike racing. The apex of that era was the ’90s and early 2000s, before World Superbike raised the limit on fours to 1,000cc and before Ducati started asking for incremental concessions to remain competitive. In the ’90s Ducati won eight out of 10 championships; in the 2000s, five of 10.
In 2001, Australian Troy Bayliss rode his factory Ducati 996 R to his first of three World Superbike titles, all with Ducati. To commemorate the anniversary of that accomplishment, and also because it was a great excuse to make an über-cool version of the Panigale V2, Ducati decided to build the bike you see here: the Panigale V2 Bayliss 1st Championship 20th Anniversary Edition.
Before getting into the specifics of the bike, it’s interesting to think about how Ducati has evolved in the past handful of years. It wasn’t very long ago that the company produced nothing but versions of the V-twins and had built since the 750 GT of the early ’70s. But as Superbike racing evolved, it became clear that the 1,098cc Panigale R V-twins, last raced by the factory in 2017, had been pushed to their limits. Ducati had already invested substantially in the four-cylinder format through MotoGP competition, so it was only a matter of time before the four-cylinder Panigale V4, Multistrada V4, and soon-to-come Diavel V4 arrived.
Meanwhile, the market had evolved, as had the middleweight sportbike, so naturally Supersport racing matured alongside them. Today 999cc V-twins, 799cc inline-triples, and inline-fours ranging between 599cc and 749cc all play together. Rev limits keep performance in check. As it happens, Josh Herrin just won the MotoAmerica Supersport title on a Panigale V2.
As far as streetbikes and Ducati’s family tree are concerned, a steppingstone is needed in the Italian company’s line of sportbikes, something below the 180-plus-rear-wheel-horsepower Ducati Panigale V4 SP2 we recently tested. In the past, there has always been a lower rung in the form of the 748, 749, 848, 959, and so on. The primary difference now is that the bike filling that role in the hierarchy of superbike nirvana remains a twin, while the bigger superbikes are all now V4s. And having a twin in the lineup is only proper, because the V2’s ultra-refined twin-cylinder engine is an absolute gem, and it would be a shame to see it disappear into history.
Engine
The Superquadro is a liquid-cooled 955cc 90-degree twin with four valves per cylinder and desmodromic valve actuation. Bore and stroke measure 100 by 60.8mm, which is interesting because the standard 2003 to 2006 Ducati 999 had an identical bore with just a bit more stroke at 63.5mm and displaced an actual 998cc; the final Panigale 1299 had an insane 116mm bore. The V2’s compression ratio is 12.5:1, whereas the 999’s was 11.4:1. Speaking of which, it’s crazy to think that when we tested a 999 S back in 2003, it produced just 116.4 hp at 9,500 rpm and 70.1 lb.-ft. of torque at 8,580 rpm. Today this V2 cranks out 132.6 hp at 10,730 rpm, and 67.05 lb.-ft. of peak torque at 9,070 rpm; an impressive improvement, especially considering today’s much stricter emissions requirements and the V2’s smaller displacement. Power finds its way to the rear tire via a six-speed transmission managed by a wet clutch with slipper and assist functions and hydraulic actuation.
Induction on the Superquadro is provided by a pair of throttle bodies with elliptical bores that are the equivalent of 62mm in diameter. Like the identical standard V2 engine, each has a pair of larger injectors, one above the throttle butterfly and one below, and got new inlet ducts for improved efficiency when the engine was updated from the 959 Panigale. The throttle bodies are controlled by full ride-by-wire operation that can control each independently. At the other end, a 2-into-1-into-2-into-1 exhaust system with a pair of catalytic converters gets rid of the burnt mixture through a stubby little silencer. Those with an extra $6,300 can add a full titanium racing exhaust, or perhaps simply just sign up for trackdays for life.
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It seems like ages ago now, but there was a time when 750cc inline-fours and 1,000cc V-twins ruled Superbike racing. The apex of that era was the ’90s and early 2000s, before World Superbike raised the limit on fours to 1,000cc and before Ducati started asking for incremental concessions to remain competitive. In the ’90s Ducati won eight out of 10 championships; in the 2000s, five of 10.
In 2001, Australian Troy Bayliss rode his factory Ducati 996 R to his first of three World Superbike titles, all with Ducati. To commemorate the anniversary of that accomplishment, and also because it was a great excuse to make an über-cool version of the Panigale V2, Ducati decided to build the bike you see here: the Panigale V2 Bayliss 1st Championship 20th Anniversary Edition.
Before getting into the specifics of the bike, it’s interesting to think about how Ducati has evolved in the past handful of years. It wasn’t very long ago that the company produced nothing but versions of the V-twins and had built since the 750 GT of the early ’70s. But as Superbike racing evolved, it became clear that the 1,098cc Panigale R V-twins, last raced by the factory in 2017, had been pushed to their limits. Ducati had already invested substantially in the four-cylinder format through MotoGP competition, so it was only a matter of time before the four-cylinder Panigale V4, Multistrada V4, and soon-to-come Diavel V4 arrived.
Meanwhile, the market had evolved, as had the middleweight sportbike, so naturally Supersport racing matured alongside them. Today 999cc V-twins, 799cc inline-triples, and inline-fours ranging between 599cc and 749cc all play together. Rev limits keep performance in check. As it happens, Josh Herrin just won the MotoAmerica Supersport title on a Panigale V2.
As far as streetbikes and Ducati’s family tree are concerned, a steppingstone is needed in the Italian company’s line of sportbikes, something below the 180-plus-rear-wheel-horsepower Ducati Panigale V4 SP2 we recently tested. In the past, there has always been a lower rung in the form of the 748, 749, 848, 959, and so on. The primary difference now is that the bike filling that role in the hierarchy of superbike nirvana remains a twin, while the bigger superbikes are all now V4s. And having a twin in the lineup is only proper, because the V2’s ultra-refined twin-cylinder engine is an absolute gem, and it would be a shame to see it disappear into history.
Engine
The Superquadro is a liquid-cooled 955cc 90-degree twin with four valves per cylinder and desmodromic valve actuation. Bore and stroke measure 100 by 60.8mm, which is interesting because the standard 2003 to 2006 Ducati 999 had an identical bore with just a bit more stroke at 63.5mm and displaced an actual 998cc; the final Panigale 1299 had an insane 116mm bore. The V2’s compression ratio is 12.5:1, whereas the 999’s was 11.4:1. Speaking of which, it’s crazy to think that when we tested a 999 S back in 2003, it produced just 116.4 hp at 9,500 rpm and 70.1 lb.-ft. of torque at 8,580 rpm. Today this V2 cranks out 132.6 hp at 10,730 rpm, and 67.05 lb.-ft. of peak torque at 9,070 rpm; an impressive improvement, especially considering today’s much stricter emissions requirements and the V2’s smaller displacement. Power finds its way to the rear tire via a six-speed transmission managed by a wet clutch with slipper and assist functions and hydraulic actuation.
Induction on the Superquadro is provided by a pair of throttle bodies with elliptical bores that are the equivalent of 62mm in diameter. Like the identical standard V2 engine, each has a pair of larger injectors, one above the throttle butterfly and one below, and got new inlet ducts for improved efficiency when the engine was updated from the 959 Panigale. The throttle bodies are controlled by full ride-by-wire operation that can control each independently. At the other end, a 2-into-1-into-2-into-1 exhaust system with a pair of catalytic converters gets rid of the burnt mixture through a stubby little silencer. Those with an extra $6,300 can add a full titanium racing exhaust, or perhaps simply just sign up for trackdays for life.
Full story here: https://www.cycleworld.com/story/bike...
Subscribe: http://www.youtube.com/c/Motorcyclist...
Motorcyclist Shirts: https://teespring.com/stores/motorcyc...
Shop Products We Use: https://www.amazon.com/shop/motorcycl...
See more from us: http://www.motorcyclistonline.com/
2 سال پیش
در تاریخ 1401/08/11 منتشر شده
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