Difference between revisions of "Ducati 750 Sport ie"
Revision as of 00:48, 15 June 2019
|Engine||Four stroke, 90°Ltwin cylinder, DOHC, desmodromic 4 valves per cylinder, belt driven|
|Top speed||205 km/h / 127 mph|
|Suspension||Front: 2001: 43 mm inverted Showa GD 141 fork 2002: 43 mm Marzocchi |
Rear: Sach Boge monoshock
|Brakes||Front: Single 320mm disc, 2 piston caliper |
Rear: Single 245 mm disc, 2 piston caliper
|Wheelbase||1410 mm / 55.5 in|
|Seat height||815 mm / 32.1 in|
|Weight||181 kg / 399 lbs|
|Fuel capacity||16 L / 4.2 US gal / 3.5 Imp gal|
|Tech Specs · Brochures · Reviews · Ads · Videos|
It could reach a top speed of 205 km/h / 127 mph.
The engine was a Air cooled cooled Four stroke, 90°Ltwin cylinder, DOHC, desmodromic 4 valves per cylinder, belt driven. The engine featured a 9.0:1 compression ratio.
Power was moderated via the Wet, multiplate.
It came with a 120/70-ZR17 front tire and a 160/60-ZR17 rear tire. Stopping was achieved via Single 320mm disc, 2 piston caliper in the front and a Single 245 mm disc, 2 piston caliper in the rear. The front suspension was a 2001: 43 mm inverted Showa GD 141 fork 2002: 43 mm Marzocchi while the rear was equipped with a Sach Boge monoshock. The 750 Sport ie was fitted with a 16 L / 4.2 US gal / 3.5 Imp gal fuel tank. The bike weighed just 181 kg / 399 lbs. The wheelbase was 1410 mm / 55.5 in long.
Ducati 750 Sport ie
Heritage dates back to 1972 at the first Imola 200 mile race and the triumph of the Ducati 750s of Smart and Spaggiari. This victory inspired the creation of 750 SS, which was first launched in 1973. SS have been among the Companys most popular and best selling for over 2 decades. Exemplifies the Ducati spirit and its legendary roots in contemporary motorcycling and during this time the SS family has undergone a series of design and technical updates while retaining its essential characteristics. The new Ducati SS bikes aim to reassert their pure sports commitment but remain easy and enjoyable, unbeatable on mixed terrain, accessible, and unique in their combination of traditional motorcycling qualities. SuperSport segment maintains the heritage of Ducati and is aimed at riders that prefer improved handling and smooth power delivery to maximum HP. Characterized by lightweight, superior handling, and tight cornering ability, easy to tame by someone getting on a sports-bike for the first time.
Updates for 2001:
New model worldwide
Smaller, lighter, sealed-for-life battery
Half fairing only
Gray seat & tank protector
Lateral tank protector removed
Single front brake disc
43mm non adjustable Marzocchi forks
Intergrated reservoir brake & clutch master cylinders
Fairing with out air intakes
Review The Ducati 750 Sport is the marque's foray into the entry-level sportsbike sector. Mark Fattore delivers the verdict
If there's one sure way of opening up new markets for a good or service it's via brand extension - at an introductory price you just can't dismiss out of hand.
And that's exactly what the boffins at Ducati are on about with the release of the matt black-only 750 Sport, the marque's half-faired sportsbike - and down-spec'd version of the popular 750SS. A Mac Oz of the motorcycle world if you like.
But don't think the Sport - which was unveiled at the Munich Show last September - is a marketing test case, as Ducati has already hit the high mark with the 600 Dark, a cheaper variant to the established M600 Monster. If you're on a roll, keep all guns blazing...
WHEN THE GOING GETS TOUGH I'll have to admit from the outset that the Sport just gets over the line in my books - that's not a rejection of what Ducati is trying to achieve with it's $11,995, no-frills price tag, but rather a critique of the issues at hand. And the issues include a front brake which easily throws in the towel when the going gets tough; and a five-speed gearbox which is not all that well mated to the air-cooled, two-valve engine.
The 748cc fuel-injected, metallic silver powerplant pumps out a claimed 64ps at 8250rpm and torque of 6.1kgf-m at 6000rpm. Those figures alone are not serious warning bells, but when the wide-ratio gearbox (the 750SS has a six-speed gearbox) is brought into the equation, it really does upset the balance.
The missing ratio is very obvious around town, with the gap between second and third gear quite wide. That means you are constantly shuffling between the two gears - second is a touch too low and third too high. No problem with commuting in second with the Sport hustling along at 5500rpm, but in third you're always on the verge of catching a bad dose of transmission snatch, which starts to become an issue at around 3800rpm and below.
A rethink of the ratios is required, and maybe adding a tooth or two to the rear sprocket to lower the final gearing.
Despite the below-par ratios (the gearbox itself is quite slick), the Sport's 90-degree V-twin engine does an admirable job of building revs. The power delivery on the 183kg machine is quite linear all the way through to the 9000rpm rev-limiter, although you'll be wasting your time by progressing that far - its most productive work is well and truly over. All the while, it emits a decent rumble from the two-into-two exhaust.
The Sport hums along at 4000rpm in top gear at 100km/h - if you followed that sort of behaviour for any length of time, fuel consumption would easily top the 20km/lt mark, which would see a servo stop around everyone 300km or so. The Sport has a 16lt tank.
IMMEDIATE RECOVERY As for the earlier assessment on the Sport's brakes, the 'throw in the towel' critique was particularly felt during a commute to work one morning when I was diverted from my usual route because of an accident. After filing through the middle of traffic on a trailing brake for only a few minutes, there was immediate brake fade from the single disc setup, which frankly was a bit unnerving considering its hitherto tame use.
I suppose the oppressive 40-degree conditions Melbourne has been experiencing didn't help the cause either. However, lay idle for a few moments and there's immediate recovery. But why not just double up on front discs to remove this fade factor altogether.
The rear also lacks feel and bite. Just to complicate matters, the rear brake lever is mounted way too low, which means that you have to make a conscious effort to pivot your foot to apply pressure on the lever.
The Sport is fitted with a Brembo twin-piston caliper at the pointy end, married to a 320mm floating disc. On the rear it's more of the same, only there's a 245mm disc on duty.
While the braking is definitely not the Sport's calling card, it really is still a nice sportsbike to punt around - even considering some of the hardware at its disposal. For example, there's no adjustment available on the upside-down 43mm forks, leaving a lot of the front-end burden on the OEM Bridgestone Battlax BT57 hoop.
However, the standard settings are good and there's ample feedback from the front - although the wrists bear a lot of the weight burden in achieving this. Actually, there's quite a long reach to the bars on the 750 Sport, which means you adopt quite an aggressive riding position.
The rear suspension is a cantilever link-less design, with a Sachs shock absorber. Unlike the front-end, the rear is fully adjustable for preload, rebound and compression. The response from this end of town is also acceptable, although some consistent, hard riding soon tested the damping capabilities. I'm not a big fan of the 'budget' Sachs shock, with Aprilia's first-model RSV1000 also suffering fade from its Sachs unit (it was up-spec'd for the next model RSV).
A 160-section Battlax radial tyre is also standard fare on the back, different to the European models which are Dunlop-shod.
ACTIVE INTEREST Irrespective of the quality of the running gear, anecdotal evidence suggests the black matt Sport is a visual winner - and I would have to agree. You know you're on a winner when the IT guru from upstairs takes an active interest in the machine's welfare, even to the point of being taken aback when you tell them it's only Ducati's entry-level sportsbike. "But it looks so fast..."
There are two versions of the 750 Sport: the half-faired and full-faired, although only the former is available in Australia. Personally, I'm a supporter of the half-faired, as I believe it's in keeping with the bike's more relaxed ethos.
Pillions are well accommodated on the Sport, with a rear grab rail and well located pegs. As for the sidestand, it's quite flimsy, which makes it difficult to park the thing on less than ideal terra firma.
The second shipment of 750 Sports has just arrived in Australia, still at the same $11,995 price. As first base in the Ducati sportsbike tree, the Sport is great value for money and a hoot to punt around, but whether that's enough to make it a sales success is another thing - even for a rider looking to make their first foray into the knee down market....Mark Fattore. Source
|Make Model||Ducati 750 Sport|
|Engine Type||Four stroke, 90°Ltwin cylinder, DOHC, desmodromic 4 valves per cylinder, belt driven|
|Displacement||748 cc / 45.6 cu-in|
|Bore X Stroke||88 x 61.5 mm|
|Cooling System||Air cooled|
|Induction||Marelli 1.5 CPU|
|Spark Plug||Champion RA6HC|
|Max Power||47.1 kW / 64 hp @ 8250 rpm|
|Max Torque||59.8 Nm / 6.1 kgf-m / 44.1 ft-lb @ 6000 rpm|
|Primary Drive Ratio||1.850:1 (33/61)|
|Gear Ratios||1st 2.500 / 2nd 1.714 / 3rd 1.333 / 4th 1.074 / 5th 0.966:1|
|Final Drive Ratio||2.660:1 (15/40)|
|Front Suspension||2001: 43 mm inverted Showa GD 141 fork 2002: 43 mm Marzocchi|
|Rear Suspension||Sach Boge monoshock|
|Front Brakes||Single 320mm disc, 2 piston caliper|
|Rear Brakes||Single 245 mm disc, 2 piston caliper|
|Dimensions||Length: 2030 mm / 79.9 in Width: 780 mm / 30.7 in Height: 1125 mm / 44.3 in|
|Wheelbase||1410 mm / 55.5 in|
|Seat Height||815 mm / 32.1 in|
|Dry Weight||181 kg / 399 lbs|
|Fuel Capacity||16 L / 4.2 US gal / 3.5 Imp gal|
|Top Speed||205 km/h / 127 mph|
|Colours||Red, Yellow, Metal gray, Senna gray, Matt black|