2010 Ducati Streetfighter Bazzaz Fi Fuel Control Unit Clean on 2040-motos
Ducati Superbike tech info
Ducati Superbike description
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2010 Ducati Streetfighter
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Most parents recite this and Italian folks are no different, so it’s no surprise that the heart of the Streetfighter is Ducati’s tried-and-true liquid-cooled 1099cc L-Twin engine as used in the 2008 Ducati 1098 Superbike. The Streetfighter, however, benefits from a new vacuum die-cast manufacturing process (first introduced on the 2008 Ducati 848) allowing for a lighter crankcase without compromising its strength.
The cylinders use the same 104 x 64.7mm bore/stroke dimensions as the 1098. The cylinder head is also the same, making use of four 42mm intake valves and an equal number of 34mm exhaust valves controlled via Ducati’s unique Desmodromic valve actuation system.
If you’ve ever peeled off the side body panels on a 1098 Superbike you’ll be surprised by how many hoses and wires are hidden behind the panel. Since the Streetfigher has no side body panels it can’t afford the same luxury. Therefore, Ducati engineers devoted tremendous attention to carefully hiding potential eyesores.
In doing so, a redesigned engine cooling system was engineered specially with aesthetics in mind. Where the 1098/1198 Superbike makes use of a radiator and an oil-cooler, the Streetfighter uses twin curved black radiators stacked atop each other. Additionally, a water-to-oil heat exchanger is tucked behind the lower radiator.
Last but not least, the right-side clutch cover is now constructed from magnesium and the left-side covers are painted carbon-grey. Capping it off are stylized carbon-fiber cam belt covers that come standard on the up-spec S model (the base Streetfigher’s are black plastic).
The rest of the Streetfighter powertrain, including the close-ratio six-speed transmission, final drive gearing (sprocket sizes) and dry multi-plate hydraulic clutch remain the same as the 1098/1198 Superbikes.
Suspension components including: fork, shock, adjustable rear linkage and steering damper are identical as the outgoing 1098 Superbike. Up front a Showa 43mm inverted fork is 3-way adjustable for spring preload, compression and rebound. The equally adjustable rear shock absorber is also manufactured Showa.
The up-spec S model takes things a step further by replacing the Showa pieces with equally adjustable Ohlins components as well as substituting lighter, bronze-painted 5-spoke forged aluminum Marchesini wheels. Both models utilize Pirelli’s versatile street/trackday Super Corsa III rubber in sizes 120/70-17 front and 190/55-17 rear.
Similar to Ducati’s other high-end motorcycles, the Streetfighter sources high-performance brakes from Italian partner, Brembo. Up front, a pair of radial-mount monobloc calipers latch onto 330mm rotors. A radial-mount master cylinder (with adjustable lever position) powers the set-up through stainless-steel brake lines. A 245mm braking disc with a twin-piston caliper handles rear braking duties.
Next to its chassis, perhaps the biggest difference between the Streetfighter and its Superbike brethren is in the ergonomics department. Most notable is its use of a standard aluminum handlebar, which reduces the rider's stretch from the seat to the handlebar. The seat itself is also thicker, which translates into more legroom for the rider.
Looks are Everything
Readers are no strangers to the Streetfighter's styling, the sleek-looking Ducati making its debut late last year.
A fresh-looking instrument display stays in theme with the slimmer handlebar-mounted switchgear. By default the display provides speed information digitally, while rpms are displayed in a bar graph style from left-to-right. Additional functionality, including time, ambient air/coolant temperature, battery voltage, and trip meters, can be accessed via the left-hand handlebar-mounted switch. The S model adds additional functionality with its standard Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) feature. The dash unit also incorporates various warning lights (neutral, turn signals, high beam, rev limit, low oil pressure, fuel reserve and DTC intervention status (on S model), as well as scheduled maintenance.
Besides from some very subtle differences, the front fender, fuel tank, and rear tail section all resemble the 848/1098/1198. However, the Streetfighter makes use of LED lighting components below the main headlight and within the taillight.
The Ducati Streetfighter riding position is less agressive but still hints to its sportbike style and heritage.
Sum of its Components?
On paper, you’d think that sharing many major technical components with its Superbike lineage would translate into essentially the same performance on the Streetfighter. And while there are many similarities, especially in terms of its drivetrain, when it comes to its handling, this is where these motorcycles differ most.
Sit on the motorcycle and the first thing you notice is its racy, forward slanted riding position. It’s not nearly as aggressive as the Superbike, yet it’s still at such a level you know you’re not riding around on a cruiser. Like the Ducati Superbikes, the Streetfighter feels exceptionally slim between your legs. Roll around at parking lot speeds, however, and you’ll notice how it is much less daunting to operate compared to the Superbike—a definite plus on the street.
As you roll out of pit lane and onto Ascari’s 3.3-mile, 26-turn road course, the Streetfighter feels relaxed and less twitchy than the Superbike. As soon as you crack the throttle a tremendous wave of torque greets you. But with its slightly longer wheelbase, controlling that power wheelie feels a little friendlier.
First gear is on the tall side which is great on the track but will require more clutch finesse when leaving the stoplight on the street. The remaining five gears feel especially close to one another, which work in unison with the absurd amount of engine torque to keep you accelerating forward in any gear.
Although Ascari’s surface is almost bowling-alley-lane smooth, the Streetfighter barely shows any hint of instability through the handlebars. Quite an accomplishment considering the 30-mph crosswind gusts as you motor down one of Ascari’s two straightaway sections.
I could blame it on the crosswinds, but the Streetfighter requires just a hair more effort at the turn-in point.
With the Ohlin’s components, the Streetfighter settles quickly into the corner. It feels balanced and delivers considerable amount of feel despite the relatively stiff construction of the Pirelli Corsa III rubber. It also has an adequate amount of adjustment to compensate for riders unique size and skill level.
The higher-spec Ohlins suspension components found on the Streetfighter were well-suited to track work.
For some, (myself included) slowing down is one of the most entertaining elements of a ride. And with the voracious stopping power of the brakes, you’ll find yourself dive bombing into corners faster than you probably should. Fortunately, that speed-shedding power comes with an absurd amount of lever feel which makes it that much easier. One aspect that can still be improved on however is the rear tire’s tendency to chatter when slowing aggressively. Working the clutch smoothly can mask the problem; nonetheless a slipper-clutch would cure the issue for good.
Perhaps one of the most exciting features of the new Streetfighter S model is its employment of Ducati’s proprietary traction control system. Engineered based on technology used within Ducati Corse’s world-wide racing efforts, the DTC system uses independent wheel speed sensors to determine if the rear wheel is spinning, signifying a loss in traction. If a loss of traction is detected, the ECU then reduces engine power until traction is restored. Eight separate rider-adjustable profiles (1 being the lowest, 8 the highest) instruct the ECU on how much tire spin is tolerated.
In fact, with the system enabled, we didn’t notice the rear tire spin at all, which in itself is a testament to its effectiveness, especially when you consider how much power it puts down (approximately 135 at the wheel). Now if Ducati could just somehow discover a way to prevent the front wheel from losing traction…
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