Archive for the 'Technical' Category


Colin Edwards Supports Electronics!


Motorycle News reports today that Colin Edwards supports the growing participation of electronics in MotoGP, saying that it becomes more of a team sport. This is highly contradictory to his former teammate Valentino Rossi’s idea that it’s making the sport too easy and boring. Take a look at the article. This topic seems to be the big controversy for 2008, much like tires were for 2007. My question is, are we making the sport to easy, less competitive, and more like a video game than a physical battle for the finish line? I support the development of electronics for the simple reason that MotoGP pushes teams to research and develop motorcycles to their limits, and this creates better motorcycles for all of us as it technology trickles down to the consumer.


EVR Slipper Clutch

img_0043.jpgnuovogruppofrizione.jpgEVR Slipper Clutch – MUST SEE!!!!!!!!!!!!

I went to EICMA with a goal of finding the best slipper clutch for my 1098 and to see the new 848 and 1098R. Some of you may have seen my thread asking about slippers already.Within the first hour I saw a slipper clutch that blew me away, and looked different than the others I had seen, and this is when I met Edo Vigna, who is the inventor of the slipper clutch! Like an idiot I had no idea who he was, but proceeded to ask him 100 questions and he was nice enough to show me the STM/Bucci designs he invented and compared them to his EVR slipper. I was blown away and this is what I found out:Who is Edo?:

Edo Vigna was Ducati engineer for their SBK race team about 15 years ago and is the inventor of the slipper clutch! He also developed the clutch for STM and Ducati’s Bucci. He also has a superstock team in Italy.

The EVR Slipper Clutch (I hope I explain this correctly, if you see something questionable please let me know):

According to Edo his new patented slipper is the next evolution of the slipper clutch. The old style slipper clutches (STM, Bucci, etc.), have a moving central hub that puts pressure on the ramps at different angles and cause friction between the clutch plates and the clutch drum causing excess friction and wear on the discs. The other issue he explained is that the bearings of the old style are made from steel and aluminum, which creates a mismatch in metals both from a fatigue standpoint and the simple fact that the two metals don’t work well together. (old clutch in pics)

This problem doesn’t happen with EVR slipper clutch because the clutch drum doesn’t move up and down, but is fixed. Only the cover of the hub moves. Also, there are no ball bearings or different metals coming into contact with each other.

Rather than relying on ramp angles, the control of the torque/slippage system can be adjusted by replacing the spring weights and/or adding and subtracting springs.

The CTS model for Ducati’s with a dry clutch includes all parts and mounting hardware for the slipper clutch system including the 1) inner clutch and steel sintered clutch plates (most kits force you to buy new plates!!), 2) the housing clutch with 48 hemispherical grooves, and 3) ventilated pressure plates (multiple colors), which also lower the function temperature by about 10%. I believe the only piece not provided is the larger diameter washer required for the 1098, but this is included for all other Ducati’s.Anyone have any experience with these? I spoke with a local mechanic with experience racing and he said they work great on the track, however the first versions were difficult when launching at the start. From what I understand this has been addressed by EVR with their new version.


Ducati MotoGP & SBK dashboards

mgp-elec-001.jpgDUCATI GP7 & 1098 F08 DASHBOARDS

La Gazetta dello Sport had this in their weekly magazine Sportweek yesterday and I thought it was really interesting. Here’s the translation going clockwise on the pic.

  • ANTISPIN (Traction Control): Marked as AS to block the traction control funtion of the rear wheel.
  • MOTORE SPENTO (STOP Engine): Normal stop engine botton.
  • SCELTA MAPPATURA (Engine Mapping): Can select 1 of 3 maps available. One choice is specifically for starts.
  • VELOCITA BOX (Pit speed regulator): Limits the speed in the paddock/pit lane, limited at 80 Km/h.
  • STRATEGIA DI RISERVA (Reserve strategy): Free switch. Can change between the functions of the other 2 buttons.
  • Per Il Cambio (Gear Change): Gear switch, can block electronic shifting, and the possibility to go up gears without the clutch.

PER IL PILOTA POCHE DISTRAZIONI (For the rider little distractions): “It’s a question of habbit” says Stoner to explain how it’s not difficult to use during a race. “The information you use are lap times and engine mapping, and logically the engine danger light.”


  • PERICOLO! (DANGER): signals if something bad has happened to the engine. Should stop the bike.
  • PER CAMBIARE (TO CHANGE): gear changing lights (redline)
  • LIMITAZIONI (LIMITS): When the pit lane speed regulator is on all 3 lights are green.
  • ATTENZIONE (ATTENTION): Signals a problem with one of the functions. Usually not a bad problem.
  • SOSPENSIONI (SUSPENSION): Signals 0 when recalibrating the suspension.
  • STRATEGIE (STRATEGIES): flashing light to signal wether traction control is activated.

UN “MONITOR” PER TRE SITUAZIONI (A MONITOR FOR 3 SITUATIONS): The display offers three modes (to be changed only in the pit box), the display on the right is used when warming up the bike in the pits.

  • PAGINA PROVE (TEST SCREEN: From the left: gear, water pressure (bar), water temperature. In the middle, position of the butterflies and the reading of the lambda sensor (probe).
  • PAGINA GARA (RACE SCREEN): From the left: water temp., lap time (“A”), the gear, engine map (small letter).
  • RESCALDAMENTO (WARM-UP): From the left: oil pressure and temp., middle – gas pressure, right: water temp, above: battery tension