Rossi Tests the Ducati Desmosedici GP12 at Mugello

05/26/2011 @ 1:10 pm, by Jensen Beeler7 COMMENTS

Rossi Tests the Ducati Desmosedici GP12 at Mugello Valentino Rossi Ducati Corse GP12 Mugello test 1 635x434

Under normal circumstances, Valentino Rossi testing the Ducati Desmosedici GP12 at the Mugello circuit would be a big deal on the interwebs. But today with the combination of a “been there, done that” effect that setting in around the GP12, and the news that the new 2012 Ducati “Superquadrata” Superbike is also being tested at the fabled Italian track, Rossi’s latest outing on the 1,000cc class bike is taking a backseat. That’s not say we don’t want to show The Doctor some love, as Ducati Corse has eight more photos showing off details of the GP12.

Though not a big technical detail, one of the new things we spotted from the photos was the gravel guard on the exhaust pipe near the right foot, which matches the guard we’re accustomed to seeing on the GP11’s tail. The big question regarding the GP12 though is its cylinder dimensions, with Nicky Hayden recently quoted as saying he could talk about anything regarding the GP12, except its motor displacement. Interesting, no? Photos after the jump.

Source: Ducati Corse

Comment:

  1. Mark says:

    I’m very interested to find out if they rotated the cylinders upward into a “V” rather than the current “L”. I hope they did, as this is the major issue preventing the Ducati from improving, in my opinion.

    Photo’s from the last test in Jarez showed what looked like a dramatically different looking right side clutch case, indicating that there might be something very different under those fairings.

  2. hoyt says:

    Maybe the difference is a gear-driven cam instead of belt? ala the desmosedici engine?

    Rotating the cylinders into a v config. while maintaining a 90 degree primary balance still has packaging considerations.

  3. Mark says:

    @Hoyt, I am talking about the Desmosedici engine. Even tough it’s a V4, because it’s an L layout, it sits further to the rear in the chassis, causing the same issues as the L-Twin superbike.

  4. hoyt says:

    I know the v4 is still in an L config. & I am also talking about the sedici motor.
    Rotating the L to a V isn’t necessarily the end-all solution because it would then present different chassis and geometry challenges if Ducati sticks with a 90-degree motor. (if they do make that switch, in some ways it would be good, but it would not be without significant trade-offs is all that I am saying)…

    Refining the existing setup and suspension to solve the current front-end problems seems easier. Their current setup has a lot of advantages such as the airbox size & location between the L, while doubling as a cf frame. This config also allows for as small of a petro tank as possible on top.

    The WSB Ducati is doing pretty well this year.

  5. Jim says:

    @ Hoyt. When you write things like “Even tough it’s a V4, because it’s an L layout” and “Rotating the L to a V isn’t necessarily the end-all solution” I wasn’t so sure you knew what defines an L4 configuration as opposed to a V4. I guess that you do, but you infer the angle between banks is only a concern spatially. It’s not. Ducati’s brain trust have resisted rotating that horizontal head since March 1970. The only reason both cylinders are angled back at all was to aid cooling during the prototype phase.
    Might 40 years of tradition and nearly ideal dynamic balance be reason enough to stay with the 90 degree layout all these years? Who knows why precisely, they’re Italian. I for one am glad theres a bit of variety left on the MotoGp grid, the last truly exciting race series remaining.
    I hope the MotoCzysz GP1 would rise from the grave. The distinctive howl of its counter-rotating dual crankshaft inline 4 is decidedly un-Asian and therefor worthwhile

  6. hoyt says:

    @Jim –

    It is hard to tell who you are writing to because you referenced a quote from both Mark & I, respectively in your comment.

    I understand a cylinders angle separation has impacts on the overall packaging (spatial concerns) as well as the motor’s internal engineering & part count. Notice that I wrote in one of the comments above about primary balance of a 90-degree motor….

    “Rotating the cylinders into a v config. while maintaining a 90 degree primary balance still has packaging considerations.”

    I agree with the need & desire for variety in a prototype class. A prototype class that has minimal variety is self-contradictory in some respects.

    The Czysz effort seemed to close when there were some personnel changes. Too bad because I think they just made some advances in their head design to find more power.

  7. Jim says:

    @ Hoyt.
    My mother-in-law is visiting. I hate the very air she breathes, so if I did mix the comments, apologies.