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Riding the new SP2 alongside a standard V4 S at Italy’s Misano MotoGP racetrack.
Riding the new SP2 alongside a standard V4 S at Italy’s Misano MotoGP racetrack. (Lorenzo Concari/Photohouse/)

Ducati has always made its SPs truly special. From the 851 through the 916 to the V4 Panigale, they’re the poster bikes for successive generations of the marque’s superbikes. And this updated Panigale V4 SP, the SP2, will make even the coldest, most clinical hearts not only beat faster but lap faster.

Unlike previous SPs, this mid-season update is not about churning out the 500 production units necessary to meet homologation rules for World Superbike. It couldn’t; it runs an ineligible 1,103cc power unit, for starters. This is about bringing the SP into line with the 2022 Panigale V4 and V4 S. Both of these received updates this year that, somewhat bizarrely, meant the cheaper bikes made more power than Ducati’s “ultimate track machine.”

So now the SP2 catches up. There’s a 1.5 hp increase with four riding modes, Street, Sport, Race A, and Race B. There’s an STM-EVO dry slipper clutch that sounds incredible and a lighter 520 chain. There’s an option for a titanium Akrapovič exhaust system that increases power by 12.5 hp while trimming 11 pounds from the SP2′s overall mass. Suspension, too, is aligned with that of the new V4 S, meaning Öhlins Smart EC 2.0 electronic control system with an Öhlins NPX 25/30 fork and TTX 36 shock at the rear.

At 381 pounds (dry), the SP2 weighs the same as the original SP and is just 2.2 pounds lighter than the V4 S. But the ounces shaved are done so in critical areas, with the goal of making a Ducati V-4 that’s even easier to ride blisteringly fast on track. There’s more carbon fiber; the front mudguard, for example, which alongside the older SP’s carbon rims further reduces unsprung mass compared to the V4 S. There’s also a revised tank, and the riding position has been changed for V4 S this year. The aero winglets are redesigned for less drag compared to last year’s SP, and there’s an evocative Winter Test livery to help the SP stand out from the red V4 S crowd.

Ducati gave testers a session on the Misano racetrack on a standard V4 S before swapping them to the SP2. There was no time to warm up, so it was straight into a hot lap. Taking the bike on track in Race B mode seems the best option, basically putting the engine on medium heat, with restricted torque in the lower gears. The engine maps are essentially the same as those on the standard models, and previous experience indicates Race A and full power is a little too aggressive, especially on a scorching day at Misano.

That said, even when this bike is not up to speed and being short-shifted at around 12,000 rpm, well before the redline, it’s still arm-ripping quick. Once again it has demonstrated how it takes a while to recalibrate to riding any Panigale V4, let alone an SP.

After a lap or two to tune in, it’s a tap down on the butter-smooth quickshifter, get the revs singing, and, wow, the SP2 delivers. Now with less unsprung and rotational mass, the SP2 accelerates even faster, so much so that Ducati has been forced to recalibrate the V4′s excellent electronic rider aids. Straight-line speed isn’t a massive jump over the standard, but is noticeable when riding both bikes back to back. Some may have expected more power from the SP2, but unless you’re Danilo Petrucci doing your thing in AMA Superbike, it’s simply not required.

On paper, the separation between the SP2 and the standard V4 S isn’t as significant as the difference between the Streetfighter SP and Streetfighter S, which on track proved to be around two seconds. In back-to-back private testing, Ducati test rider Alessandro Valia was one second faster on the SP, and as the V4 S and the SP2 use the same engine, the difference in lap times is purely down to handling.

Objectively, it is hard to criticize the standard V4 S, as Ducati’s recent improvements have made a significant improvement. But the changes to the SP2 put this Panigale on another level. The speed at which it turns, especially during fast direction changes, and the accuracy of its line just takes this motorcycle into a class of one.

In the very fast fourth- and fifth-gear turns toward the end of the lap, the SP2 could carry more corner speed every time, pinging from apex curb to exit curb and back to apex curb with such precision that it was no more than a few millimeters different each lap, despite doing over 150 mph.

The first section of Misano is ultra-technical, and all about clipping false apexes, letting the bike drift wide, then pulling it back into the corner proper. Clean exits are vital, none more so

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By: Adam Child
Title: Ducati’s Ultimate Track Machine, the Panigale V4 SP2
Sourced From: www.motorcyclistonline.com/story/reviews/ducati-panigale-v4-sp2-first-ride-review-2022/
Published Date: Thu, 14 Jul 2022 22:10:04 +0000

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Here comes trouble: A Triumph TR6 with a Matchless frame

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custom triumph tr6 matchless frame 625x417 1

Kids are impressionable, especially when motorcycles are involved. That magical combination of sound, smell and danger has a way of imprinting itself on young minds. But Kyle Harvey didn’t just dream of bikes as a child—he practically grew up with them.

Kyle’s trade is tool and die making, but his passion is building bikes. His father, Garth Harvey, got Kyle and his brother into bikes at a young age; as soon as they could start their old man’s vintage motorcycles, they were riding them. Living in Edenvale in South Africa’s Gauteng province, the boys also had direct access to the local Classic Motorcycle Club.

 

The folks at the CMC made quite an impression on young Kyle—and taught him everything he knows about vintage bikes. After helping numerous friends work on their bikes, he went on to open his own shop, named simply ‘The Workshop.’ Kyle has been building and restoring classic motorcycles for over a decade now.

This cheeky bobber is his latest build, and it’s immensely fascinating. The engine’s from a Triumph TR6 Trophy, the frame is from a Matchless, and the quirky handmade details on it are endless.

Custom Triumph TR6 with Matchless frame

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By: Ben Pilatti
Title: Here comes trouble: A Triumph TR6 with a Matchless frame
Sourced From: www.bikeexif.com/custom-triumph-tr6-matchless-frame
Published Date: Wed, 21 Dec 2022 17:01:12 +0000

 

 

 

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The Swan Song of the V12

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The V12 engine holds a special place in the heart of many automotive and motorsports fans. For some, it’s the sound of Formula 1 through the years, especially during the 1990s. For others, it’s engines like the 6.1 L BMW S70/2 from the McLaren F1 or the 3.9L Lamborghini V12 that powered all their cars from the Miura through to the Diablo. No matter where it lies in your heart, it is the “proper” configuration for many: 6 cylinders per bank, put into a V, and firing in an odd sequence to give it that special roar under power.

Yet, as concerns over fuel efficiency, qualms about environmental impact, and high-powered turbocharged V8 or V6 engines are the norm now, the V12 is slowly, but surely, being put to rest. In fact, the only place that V12s are still hanging on by the last threads of their engine mounting bolts are in supercars, hypercars, and a few ultra-luxury cars. Even then, many exotic brands have announced that their next cars will either be V10s or turbo V8s and V6s.

Since it appears that the swan song of the V12 is reaching a crescendo, we thought it only appropriate to celebrate the few remaining cars out there that carry them. It may be the last time we see some of these brands, many of which are known for their V12s.

The Amazing Last V12 Production Versions from the Big Brands

Ferrari 812 Superfast

Ferrari 812 Superfast

Ferrari 812 Superfast. Image via Supercars.

The writing is on the wall for the prancing horse, as the new Ferrari 296 GTB is showing the direction that Maranello is headed. Yet, unless you were invited to snag one of the limited-edition Monza SP1 or SP2 cars, there is still one car you can buy from the legendary marque that has all 12 cylinders fully intact.

The 6.5L F140 GA V12

The 6.5L F140 GA V12
The 6.5L F140 GA V12. Image Via: Wikimedia Commons.

The 6.5L F140 GA 65-degree V12 in the front of the 812 is the last road-going version of the V12 that debuted in the Ferrari Enzo. Producing a monstrous 789 HP and 530 lbs-ft of torque, it is no slouch either, as when the 812 Superfast debuted, it was the most powerful naturally aspirated production car engine ever made.

It has the typical low-rev Ferrari roar that rises into a howl as the car revs up to nearly 9,000 RPM, and will catapult the 3,845 (1,744 kg) car to 60 MPH in 2.9 seconds. As far as a curtain call is concerned, that’s a great way to bow out and focus on hybrids and turbocharged engines.

Mercedes-Maybach S680 4MATIC

2022 Mercedes-Maybach S680 4MATIC

2022 Mercedes-Maybach S680 4MATIC
cedes-Maybach S680 4MATIC. Image via Supercars.

Mercedes-Benz used to be at the very top of the V12 pecking order when it came to luxury performance cars. Such classics as the S 65 AMG from the mid-2000s and the 500 TE AMG W123 Touring from the very end of the 1970s came with big V12s that sound astounding, but the biggest and baddest of the Mercedes V12s left on in a production car is the M279 E60 LA that hauled the S65 AMGs of 2014.

M279 E60 LA Twin Turbo V12

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By: Simon Bertram
Title: The Swan Song of the V12
Sourced From: sportscardigest.com/v12-swan-song/
Published Date: Thu, 28 Jul 2022 10:49:26 +0000

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Road Tested: Gear from Shoei, Akin Moto and Rev’It!

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In our continuing quest to source motorcycle gear that combines safety and style, we bring you our thoughts on Shoei’s new ECE 22.06-approved NXR2 helmet. Plus a stealthy riding parka from Akin Moto, and the perfect pair of urban riding gloves from Rev’It!.

Shoei NXR2 helmet It’s no secret that I’m a huge fan of Shoei’s helmets. Every Shoei I’ve owned has fit and felt right from the first wear, with no major deviations in their sizing or shape from model to model. So when I was looking for a do-it-all street helmet to replace my well-used Shoei RYD, the new NXR2 was a no-brainer… and it hasn’t disappointed.

I loved the RYD for its combination of neutral styling, comfort and ventilation. The NXR2 basically feels like a premium version of the RYD; it has the same clean aesthetic, but ramps up the performance. And it’s one of the few helmets that meet with Europe’s new, and more stringent, ECE 22.06 standard.

Shoei NXR2 helmet reviewRead More

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By: Wesley Reyneke
Title: Road Tested: Gear from Shoei, Akin Moto and Rev’It!
Sourced From: www.bikeexif.com/shoei-akin-moto-revit-review-44
Published Date: Sat, 30 Jul 2022 17:01:31 +0000

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