Ohlins Ducati Scrambler Rear Shock,
A well proven monotube design, the Öhlins S46 shock absorber sets the standard for performance, quality and endurance.
The S46 Street Performance Line is based on our popular STX46 DR1 shock absorber and developed for naked sports bikes and street performance bikes. It features a large 46mm main piston and an internal gas reservoir within the main body of the shock.
With adjustable damping you can change the behaviour of the shock to suit your taste and even fit a hydraulic spring pre loader to change the stance of the bike. This is the perfect choice for the naked sports bike, or as well call it: Street Performance Line.
- Monotube shock absorber
- Öhlins well proven design
- Adjustable rebound damping and compression
- A range of spring rates available
- Maintenance possibilities
- Optional hydraulic spring pre loader
- Available to a large range of bike models
MV Agusta 800 Dragster RR Review
“Yes, it goes as well as it looks!”
Overall Rating 4 out of 5
Yes this blinged-up version of the Dragster variant of MV’s 800 Brutale is expensive, but then it’s truly special, too. There are cheaper bikes, more manageable bikes, even faster bikes in the same category but this one is special. And yes, it’s not 100% perfect and certainly not for everyone, but just look at it! And it goes as well as it looks!
Ride Quality & Brakes 4 out of 5
If the power delivery is a little aggressive, then so is thew Dragster RR’s handling. Twitchy is the word. MV is obviously aware of this and have added a top yoke steering damper. There was never an alarming almighty slap, but I had more than a few twitches on the narrow bumpy Italian roads. The wheelbase is short, it’s a light bike with a firm set up and lots of power, it was always going to be a little lively.
My only other gripe was the ride is on the firm side. I got thrown out of the seat on the odd occasion, the bars shake a little and you get hammered by the hard forks which aren’t absorbing the huge bumps. In MVs’ defence the roads were really bad and I was hitting them hard like a Greyhound that had just been released from the trap, I simply couldn’t ride slowly. On smoother roads it worked far better.
Engine 4 out of 5
MV have upped the triple’s performance from 125bhp to 140bhp by increasing the size of the air-box, improving the exhaust flow but more importantly revising the fuelling, which now with two twin injectors per cylinder. They’ve also tried to smooth out the power delivery amd make the torque more linear, which was a criticism of the old bike and they’ve done just that.
The old 800 had bags of attitude but was hard work and aggressive. But this engine is a peach. Fire up the 800cc triple and there’s a real rasp. It sounds lovely, revving quickly with aggression. Combine that with clutchless gear changes and intoxicating noise it’s hard not to thrash it. You end up attacking roads not riding them.
“Click the link below to visit our MV Agusta shop!”
Build Quality & Reliability 5 out of 5
These pictures don’t really do the bike justice, you have to see it in the flesh to get the full impact; but be warned you’ll want one. The finish is outstanding, the paintwork looks handcrafted, the top yoke is lovely. Imagine casting an admiring glance over this MV every time you open your garage door, you’d smile every time
Insurance, running costs & value 3 out of 5
There’s no getting away from the fact that this is a helluva lot of money for ‘only’ an 800. But there’s also nothing else quite like it (although the Brutale version is a little cheaper and possibly more useful). Possibly the ultimate middleweight poster bike. Insurance group: 17 of 17
Equipment 4 out of 5
There’s not just three rider modes; Rain, Normal and Sport, there’s a quick-shifter, traction control, slipper clutch and top notch cycle parts everywhere you look, such as the amazing Brembo stoppers which lure you into taking huge liberties. Straight line braking is immense; just grab a handful of lever and let the electronics do all the work.
It’s impossible to lock either wheel and impossible to stoppie, you won’t be thrown over the bars due to the rear wheel lift intervention. It’s one of the best braking bikes on the market, period.
By Adam Child
Ducati Scrambler Review
“Stylish, easy to ride, desirable and affordable”
Overall Rating 4 out of 5
You don’t have to be a fashionable hipster to enjoy the new Ducati Scrambler, its qualities shine through without the clever marketing. It’s easy to ride, small and light, has a lovely useable air-cooled V-twin with lots of low to mid-range power. There’s some lovely attention to detail, it’s stylish and, at under £7000, an affordable Ducati. Experienced hands may want a little more power and noise, but everyone else will love it.
Ride Quality & Brakes 4 out of 5
Despite the odd wheel sizes (18 inch front and 17 rear) and off road-looking Pirelli rubber, the Scrambler can hold its head high and punch well above its weight in handling terms. It’s relatively light and nimble and the wide, retro bars enable you to throw it around with ease.
Engine 4 out of 5
There’s an all-new 803cc, air-cooled, motor which is based on the old 796 Monster unit. The bore and stroke has remained the same but valve overlap, injectors, air-box and exhaust are all new. The result is 75bhp and 50.2ftlb of torque – slightly down on the old Monster but the spread of torque is greater. Power starts from low down, is linear, more than enough for this type of bike, but it does lack a little top end rush for experienced hands.
Build Quality & Reliability 4 out of 5
The level of finish is very high considering the price – there is some lovely attention to detail. Ducati have also worked in partnership with reliable quality brands like Brembo, Pirelli and Kayaba. Reliability shouldn’t be a problem as the motor is based on the proven 796 Monster.
Insurance, running costs & value 5 out of 5
The base Icon comes in at under £7000 which is exceptional value for money for a desirable, quality, good looking Ducati. In many ways it doesn’t feel like an entry level ‘budget’ Ducati, you’d estimate the price to be much higher.
Equipment 4 out of 5
ABS comes as standard but that’s it in terms of rider aids. It’s relatively basic but is designed to be at a competative price. The Kayaba suspension only has pre-load adjustment, and there’s only a single brake disc up front, but it’s controlled by a huge radial Brembo caliper.
Click on the link below to view our Ducati Scrambler parts
Ducabike – Conquest Racing
Italian made Ducati performance parts specialists. Ducabike – Conquest Racing has one of the largest selections of performance bolt-on accessories for your Ducati. Many of their parts are made from billet CNC machined aerospace aluminium with tones of colour combinations with high-quality carbon fibre. The highest quality aftermarket parts for your Ducati motorcycle – Italian made parts and accessories for your Italian pride and joy! DUCABIKE design and develop their own products – based on many years of experience gained on the road and the track. Every effort is made to give the maximum reliability and the best performance by use of the highest quality materials coupled with the latest production technology.
DUCABIKE is synonymous with passion for motorcycles and in a special way with Ducati bikes.
- We are a premium motorcycle product importer/distributor for premium model motorcycles.
- Conquest Racing Ltd was founded to better serve the market in terms of supply, service & support, through an easy to navigate website
- Conquest Racing Ltd has been operating since April 2012
- We have over 20 years of experience & enthusiasm in this fantastic industry.
To view DUCABIKE parts click on the link below, select your model and search in the CNC Parts
Kawasaki’s New BATTERY ZX-10R revealed in AMAZING patent drawings!
By Tony Carter and Leon Rose
What do you think to this Kawasaki BATTERY ZX-10R that hinges the ‘engine’ unit out of the left side of the machine in one unit?
The jaw-dropping idea, outlined in official FACTORY patent drawings recently filed, shows how the entire power unit can be opened up from the bike itself and replaced with a fully-charged unit, or have maintenance carried out as needed.
The drawings show crucial parts of the design in order to make this work. Based on a ZX-10R chassis, it is clear to see that everything will stem from this hinge design.
That hinge is figured in most of the drawings for this new motorcycle, you can clearly see how the frame will hinge around this point in the drawing below – the hinge element is number 82 (52,53) on the drawing (top left shoulder of the bike) which shows how the whole left hand side of the frame will open up and allow the entire motor to exit the motorcycle without the need for tricky loading or unloading from the frame.
From the top-view drawing (below) it’s clear that the overall dimensions of the bike will remain the same, what is clear that the electric lump in the middle, which will carry a stack of batteries, is a self-contained unit feeding into the gearbox and conventional chain drive.
The next picture in the run of patents describes the all-important, very strong, battery tray. This sits at the bottom of item numbered 32 in the side-on image of the full bike and carries most of the pivotal weight of the battery unit as it swings out of the engine area.
Another drawing shows the frame in isolation with the hinge system clearly visible (this is the upper noted 52(53), there is a clear, strengthened shoulder to the frame with an outer brace of tubing just to the right of the hinge, and another below the hinge, in order to support the weight of the battery packs. The lower noted 52(53) and 54 shows how the frame is attached to the outer lower part of the bottom of the frame – this is to allow the entire frame to hinge out and back into place where it is secured again before the bike can be ridden.
Those outer braces are also described in the following image, which is the front of the frame shown facing out of the page, the part of the frame’s shoulders (and the frame) which moves is on the right hand side of the image – items 67,8,66 and 51 point to the moving part of the frame.
This image below is the completed idea sited in position with the battery component elements hinged out of the bike and on to a stand that sits alongside the bike. This means that the bike will effectively park next to the stand and the battery compartement would be hinged out for replacement with a full-charged unit, seriously cutting down – or possibly even negating – the need for time spent waiting for the bike to be recharged at all. Like filling up a motorcycle now with petrol, this could lead to a series of already-charged battery stores in special ‘charging stations’ where a rider can just pull up and within a couple of minutes have a new, fully-charged power unit fitted into their bike.
Another image shows this but from the front perspective and without any connecting leads in place. This image is used to show proportion of the battery engine unit in comparison to the overall motorcycle – what’s important to notice here is that with the motor out of the bike there is nothing engine or chassis-wise visible on the right hand of side of the motorcycle from the front.
What is also intriguing in the above drawing is element 91 which is an extension of the frame’s base which holds the batteries out of the bike. The extension is there to effectively catch and support the bike’s front wheel – like a moving choc block that is ready to catch the front wheel initially and once the new battery is in the bike and the rider is back on the bike it will slide back into the base to allow the bike to be ridden away – if the system is used outside and the bike needs to be in the right position for an automatic engine-battery-swap. What that could mean is that what we’re looking at here is essentially the fuel-pump-for-the future where you ride into the choc and leave the bike upright as a machine automatically swaps the battery unit for a fully charged one.