MotoGP Saison 2010: Ducati stellt die GP 10 vor

Es ist zwar schon ein paar Tage her, dass Ducati mit den Fahrern Casey Stoner und Nicky Hayden die Ducati vorgestellt hat – zwischenzeitlich gibt es also nicht nur das offizielle Pressematerial von Ducati, sondern auch die eine oder andere Reaktion aus Blog und Onlinemedien.

Ich habe im folgenden aus den o.g. Quellen etwas zusammengestellt, damit man sich ein Bild von der neuen MotoGP Maschine machen kann.

Bilder der Desmosedici GP10 gibt es hier in einem anderen Artikel auf RaceMoto.com

Vorstellung / Enthüllung:

Medium: www.youtube.com
Link: www.youtube.com

Nicky Hayden und Casey Stoner über die 2009er Saison und, wie motomatters.com schreibt,

(…) Today’s episode features a couple of brief interviews with Nicky Hayden and Casey Stoner, perhaps the most interesting part of which is Stoner’s discussion of his health. The Australian believes that he has found the key to the mystery illness that destroyed his 2009 season, with lactose intolerance the culprit. Since finding the problem, Stoner has been able to train as he wishes without suffering the devastating fatigue and illness that dogged him in 2009. (…)

Medium: www.youtube.com
Link: www.youtube.com

Stoner zuversichtlich

fasterandfaster.net zitiert Stoner (bzw. dessen Äusserung gegenüber motogp.com):

(…) I’m feeling better than I have in the last three years. My training levels have increased dramatically and my fitness is a lot higher than ever. We’re really looking forward to this year and are going out to win the championship. (…)

Medium:

Vorstellung der GP10 durch Claudio Domenicali

Am 13.01.2010 wurde der rote Traum durch Claudio Domenicali (Geschäftsleitung Ducati) offiziell vorgestellt (traditionsgemäß im Rahmen eines Wintersport-Events von Ducati und Ferrari).

Hier soll der Hersteller auszugsweise im O-Ton zu Wort kommen, der zuerst einen Rückblick auf die 2009er Saison machte:

2009 was a year — even from a sporting perspective — that was difficult and complicated. Nicky found things harder than he or we expected but he gave us a great lesson because he never lost his good attitude, he always had a spirit of great optimism and positivity. We were able to put at his disposition a bike that permitted him to obtain results that were in line with his talent. He gave us a podium at Indianapolis and he kept improving the whole season. Casey was very fast from the start, as he always is, and had great potential. Of course what happened at mid-season affected the season, but I believe that everyone — from Casey to us — has described what happened and clarified it so it seems useless for me to continue to give details.

Der Gesundheitszustand von Casey Stoner wird aktuell als hervorragend beschrieben:

The important thing, in my opinion, is that today we have Casey with us, probably in the best health we’ve ever seen him.

Der spannendeste Teil – auf diesen Artikel hier bezogen – waren aber natürlich die Ausführungen zur Ducati MotoGP Maschine:

The main changes to the bike are based on the rule changes, so the major part of the work was done precisely to make it perform better using only six engines for the entire championship. It’s a very important difference, because we were used to using more-or-less one engine per race, so to switch from eighteen engines to six is a very important adjustment. To go 1,600 kilometres with an engine that goes over 19,000 rpm isn’t a simple assignment. All of the main parts were redesigned — pistons, rods, crankshaft, the basics. It’s an engine with which our main objective was to minimize the loss of power to increase durability. It was a change that will be very useful and interesting, also because normally in racing, durability isn’t the principal objective. Perhaps this new objective has enabled us to perform a series of experiments that will also be interesting for the new production engines that we’re developing because at this point they become almost comparable. For a production engine, 2,000 kilometres of track use is a severe challenge so we start to think that the race engine durability is comparable with production engines. The second big news isn’t related to the rules, but to our attempt to make the bike more rideable. This has to do with the firing order. We have a motor that, since the switch to 800s, utilized a screamer setup. This has permitted us to have maximum power, which was very important and was probably fundamental with the results that we’ve had in 2007, 2008 and 2009, but at a certain point, we began to wonder whether it could be worthwhile to re-test a way that we’d already followed in the past. The last 1000cc motors that we made in 2005 and 2006 used a big-bang firing order, and this gave us important rideability. We re-tested that way, first trying it on the dyno, then with Vittoriano Guareschi in his previous role as test rider and then with Nicky and Casey. We think we have a bike for 2010 with better traction, and that therefore makes it easier for us to find a good setup. Another part of the work was dedicated to the chassis. In the pursuit of ease of use, we’ve worked to eliminate the bike’s squatting, which is why the entire rear portion of the bike was redesigned. This bike has a rear structure that carries the rider — which we call the seat support — and that also supports the swingarm. That part was redesigned to have six mounting points instead of four; this makes the bike more rigid in a way and it guarantees better rideability and improved rigidity. With respect to the bike we introduced last year, this bike is also aesthetically different because of the redesigned fairing but we already saw that at Estoril.

(Quelle: Ducati Corse Press)

Technische Daten Ducti Desmosedici GP 10

Motor: flüssigkeitsgekühlter Viertakt-V4, 90° Zylinderwinkel, desmodromische Ventilsteuerung mit obenliegenden Nockenwellen, vier Ventile pro Zylinder, Big Bang Zündfolge
Hubraum: 799 ccm
Leistung: über 200 PS
Höchstgeschwindigkeit: über 310 km/h
Getriebe und Kraftübertragung: Sechsgang Kassettengetriebe mit modifizierbarem Übersetzungsverhältnis und Getrieberädern. Kraftübertragung via Trockenkupplung und Kette
Einspritzung: Indirekte elektronische Magneti Marelli Einspritzung, vier Einspritzdüsen, Ansteuerung per “fly-by-wire” (“EVO TCF Throttle Control & Feedback system”)
Sprit: Shell Racing V-Power
Öl: Shell Advance Ultra 4
Zündung: Magneti Marelli
Auspuff: Termignoni
Kette: Regina
Fahrwerk: Öhlins upside-down 48mm Gabel und Öhlins Dämpfer
Reifen: Bridgestone 16.5 Zoll
Bremsen: Brembo, 2x 320mm Carbonscheiben vorne mit vier-Kolben Bremszangen; 1x Edelstahlscheibe hinten mit zwei-Kolben Bremszange
Trockengewicht: 150kg

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