Cari Desmoblogger,

vi scrivo per darvi due notizie diverse che riguardano il nostro mondo e la nostra passione: un pilota e la (sua) moto.

Parliamo prima della moto: sono felice di annunciarvi che la 1098R è stata eletta “Moto più bella del web 2008″ dal portale Infomotori.com. Gli utenti della rete hanno votato senza esitazione, premiando anche il Monster 696 nella categoria Naked e la Hypermotard nella categoria Motard.

Sono soddisfatto di questo risultato, perché Ducati storicamente ha sempre avuto una grande presenza sul web e ha creduto molto in questo mezzo, con coraggio e volontà di rompere gli schemi (lo stesso Desmoblog ne è un ottimo esempio). Questo riconoscimento ci gratifica sia per l’apprezzamento del prodotto che per la presenza dell’azienda nel mondo del web.

Veniamo al pilota, al grande campione. Il 21 settembre Troy scenderà in pista a Vallelunga, determinato come sempre, per conquistare il campionato mondiale Superbike. Conosciamo tutti il suo temperamento, perciò non è difficile prevedere due gare di grandissime emozioni.

Ecco perché abbiamo deciso di accogliere l’appello di chi non riuscirà ad essere presente a Vallelunga aprendo le porte dell’azienda per vedere insieme le due gare.

Invito tutti i Ducatisti e tutti i fan del grande Troy Bayliss a venire qui, a Borgo Panigale, domenica 21 settembre a partire dalle ore 10.
Vorrei fossimo tantissimi a tributare stima ed affetto a questo uomo e pilota straordinario.

Troverete a brevissimo su Ducati.com tutte le informazioni di dettaglio.

Buon week end,

Gabriele

Ciao a tutti,
chi di voi mi è venuto a trovare in ufficio quel giorno probabilmente ricorda la nostra chiacchierata, cosa pronosticavo e cosa speravo per questo concorso (non erano esattamente corrispondenti).

Ebbene, il risultato ha decisamente superato tutte le aspettative!

Per la prima volta nella storia del premio “Moto dell’anno” della rivista Motociclismo, una casa a conquista il primo, secondo e terzo posto nella categoria Sportive.

Sono molto orgoglioso di poter dire che questa casa è DUCATI, e che è una casa ITALIANA.

Oltre 35.000 lettori di Motociclismo hanno votato per questo premio; ecco cosa abbiamo conquistato.

Categoria Sportive

1-Ducati 1098
2-Ducati Desmosedici RR
3-Ducati 848

Categoria Supermotard

1-Ducati Hypermotard
2-Aprilia SXV
3-BMW HP2 Megamoto 1200

Categoria Naked

1- MV Agusta Brutale 1078RR
2- Ducati Monster 696
3- BMW R 1200 R

Categoria Enduro stradale

1-BMW R 1200 GS
2-BMW F 800 GS
3-Ducati Multistrada 1100

Percio, per quanto riguarda i vostri pronostici, il primo commento con la classifica esatta è quello di Giuseppe, al quale manderemo una T-shirt Ducati Corse autografata da Troy Bayliss.
Voglio fare in complimenti anche a Giosué, che ci è andato vicinissimo.

Per concludere, il mio pensiero va naturalmente a tutti i Ducatisti che ci hanno votato, ma anche e soprattutto a tutti i ragazzi che lavorano ogni giorno qui in azienda, in ogni ambito, che si impegnano con passione per pensare, creare, produrre, portare, comunicare i nostri sogni a due ruote. A loro deve necessariamente andare il mio plauso e il mio ringraziamento.

Alla prossima!
Gabriele

E’ stato fantastico! C’erano tutti i costruttori più qualificati del mondo!

Ducati con i suoi gioielli (1098, D16RR e Hypermotard) ha conquistato moltissimi premi.

La votazione è stata fatta su 10 paesi europei attraverso riviste locali (per l’Italia appunto la rivista IN MOTO del post precedente).

As promised, I am taking 5 minutes from my really busy Friday afternoon to give you all a quick update on the Motorrad awards ceremony in Stuttgart. It was fantastic! All of the most qualified constructors in the world were there.

Voting was done in 10 European countries through local magazines (for Italy, there was the magazine IN MOTO from the previous post).

- English version below-

In breve i nostri successi:

Hypermotard: prima nel segmento Supermotard in 6 paesi su 11 (Germania, Francia, Spagna, Portogallo, Ungheria e Italia), Seconda in Polonia e Olanda, terza in Svizzera.

Abbiamo quindi vinto il primo premio di categoria,seconda arrivata BMW 1200GS e terza classificata BMW hp2megamoto…a voi ogni commento!

1098 S: prima nel segmento Sportbike in Germania, Svizzera e Italia, seconda in Francia, Spagna, Portogallo e Croazia, terza in Olanda.

Desmosedici RR: prima nel segmento Sportbike in 5 paesi su 11 (Francia, Spagna, Portogallo, Ungheria e Romania) seconda in Germania, Polonia e Italia.

Quindi 8 nazioni su 11 hanno scelto Ducati quale miglior Superbike dell’anno.

Abbiamo perciò colto una splendida doppietta primo/secondo (1098 e D16 RR).

Davvero oltre le nostre aspettative; è una soddisfazione non solo per noi, ma anche per l’industria italiana con il proprio stile, design, e tecnologia.

Grazie a tutti i lettori che ci hanno votato, cercheremo di continuare a dare il massimo per essere sempre all’altezza delle vostre aspettative.

A prestissimo e buon week end.

Gabriele

Aggiornamento: Come Marco Villa fa giustamente notare, nello scrivere queste righe ho involontariamente omesso la vittoria della Multistrada nella categoria moto stradali in Italia e l’ottimo secondo posto, sempre in Italia, della GT1000 nella categoria naked, di cui avevo parlato nel post precedente.

In short, here are our successes:

Ciao a tutti,
che settimana intensa!
Martedì sera si è tenuta a Milano la premiazione della Moto dell’anno della rivista italiana IN MOTO.

Con grande piacere vi annuncio che Ducati è stata protagonista assoluta. Nella categoria Sportive è arrivata prima la nostra 1098 S seguita dalla Desmosedici RR. Nella Categoria Supermotard prima la Hyper, e nella categoria Naked un bel secondo posto con la GT1000.
Cliccando su “more” trovate le classifiche complete.

Questa è stata la prima di una serie di premiazioni che coinvolgono un pool di 12 riviste internazionali (quali Motorrad-Germania, Motociclismo-Spagna/Portogallo, Moto Journal-Francia, TOFF-Svizzera,MotoPlus-Olanda, Motocykl-Polonia/Rep. Ceca, Univers Moto-Romania, MotoRevija-Croazia, Moto revu-Ungheria, In Moto-Italia). Sto partendo infatti per Stoccarda dove stasera ci sarà la premiazione della rivista Motorrad (incrociamo le dita…vi farò sapere).

Sinceramente non ci aspettavamo tanto riconoscimento… grazie a tutti i lettori di In Moto per i voti che ci hanno riservato.
Putroppo il Monster 696 non è potuto rientrare nella votazione perché il concorso è stato lanciato prima di EICMA, ed il Monster è stato inserito solo negli ultimi numeri.
Nel 2009… chissà!

Nel frattempo però potete esprimere voi il vostro giudizio, compilando il nostro questionario su Ducati.com. Vi basteranno pochi minuti, e vi chiedo in prima persona di dedicarceli.
E’ molto importante per noi, per fare sempre meglio il nostro lavoro. Trovate il questionario cliccando qui.

Vi anticipo inoltre che presto vi faremo vedere qualche novità sullo sviluppo del Monster 696. Come è nostra abitudine e convinzione, cercheremo di mostrarvi un frammento di quell’intenso lavoro quotidiano che c’è dietro alle moto che ci fanno sognare. Credo che per noi Ducatisti sia sempre interessante sbirciare in questa realtà, una realtà fatta di persone, di studio, di fatica, di passione e a volte (perché no?) anche di genuina genialità.
Perciò restate online sul Desmoblog!
A presto,

Gabriele


CLASSIFICHE FINALI “Moto dell’anno 2008″:

categoria Sportive
1° posto: DUCATI 1098 S (27,1%)
2° posto: Ducati Desmosedici RR (19,9 %)
3° posto: MV Agusta F4 1000 (9,2%)

categoria Stradali
1° posto: DucatI Multistrada 1100 S (14,7 %)
2° posto: Honda VFR (12%)
3° posto: Yamaha FZ1 Fazer (10,1%)

categoria Enduro/supermotard
1° posto: Ducati Hypermotard 1100 S (37,8 %)
2° posto: Aprilia Dorsoduro (7,9 %)
3° posto: BMW GS R 1200 (6,8 %)

categoria Naked
1° posto: Mv Agusta Brutale 910 (18,2%)
2° posto: Ducati GT 1000 (11,2 %)
3° posto: Honda CB 1000 R (9,5%)

categoria Chopper/cruiser
1° posto: Harley V-Rod
2° posto: Moto Guzzi Bellagio
3° posto: Harley Dyna Fat Bob

categoria Tourer/sporttourer

1° posto: Kawasaki 1400 GTR
2° posto: Motoguzzi Norge 1200
3° posto: BMW R 1200 RT

Scooter

1° posto: Yamaha Tmax 500
125
1° posto: Aprilia 125 RS

Sono stati premiati anche:
- lo scooter più venduto in Italia: Honda SH 150
- la moto più venduta in Italia: Honda Hornet

Hey guys,
What an intense week! The Italian magazine IN MOTO held their Bike of the Year awards ceremony in Milan yesterday evening.
It is with great pleasure that I share with you that Ducati was the absolute star of the show. In the Sportbike category, our 1098 S came in first, followed by the Desmosedici RR. In the Supermotard category, the Hyper was first, and in the Naked category, the GT1000 came in with a nice second. Click on “more” to find the complete classifications.
This was the first of a series of awards ceremonies that involve a pool of 12 international magazines (including Motorrad – Germany, Motociclismo – Spain/Portugal, Moto Journal – France, TOFF – Switzerland, MotoPlus – Holland, Motocykl – Poland, Czech Rep., Univers Moto – Romania, MotoRevija – Croatia, Moto revu – Hungary, In Moto – Italy). In fact, I am taking off for Stuttgart where there will be the awards ceremony by Motorrad magazine (we’re crossing our fingers…I’ll let you all know) tomorrow evening.
Honestly, we weren’t expecting much recognition….thanks to all the In Moto readers for their votes for us.
Unfortunately, the Monster 696 wasn’t up for vote because the contest was launched before EICMA and the Monster was only added in the last numbers. Who knows for 2009!
But in the meantime, you can share your opinion with us by completing the questionnaire on Ducati.com. It will only take you a few minutes, and I am personally asking you all to do this for us - it is very important for us as it helps us to always do our best work. You can find the survey by clicking here.
I’m also telling you in advance that soon we will let you see some of the news on the development of the Monster 696. As is our way and our belief, we are looking for ways to show you a little bit of the intense daily work that is behind our dream bikes. I believe that for us Ducatisti, it is always interesting to take a peek at this reality, a reality made by people, studies, hard work, passion and sometimes (why not?) genuine brilliance. This is why you are online on the Desmoblog!

I’ll be back soon,
Gabriele

I waited a few days before writing this as I thought it was best to reflect on all the posts. I won’t hide the fact that you’re pretty ‘productive’ when it comes to posting - Gabriele’s last efforts have generated some 640 reply posts so far - and since I wanted to read each and every one of them personally, well, finding the time to do so was no easy matter. But I got there in the end!

Some sort of initial overview on our current product development philosophy might be needed here, as there seem to be a few things that need clarifying. It’s likely that not all of you are aware that prior to the end of 2004, I only dealt with racing and had nothing to do with product development. Then, Federico (Minoli, Editor’s note) asked me to get involved in product development and, subsequently, production.

The first thing I did, in late 2004, was to bring our product development strategy into sharper focus. All the right elements were there, of course, it’s just that they had become a bit, how shall we say, blurred. I even gave the philosophy a name – a name designed to sweep away any doubts about its contents.

The philosophy is called ‘Back to Basics’.

So what does ‘Back to Basics’ mean? It means putting the key brand characteristics – design, quality of finish, performance, riding enjoyment, braking etc – right at the centre of new product development.

Riding enjoyment means lightweight motorcycles. Weight is something of an obsession for us.

On the design side we’ve drawn up a formal brief, which has also been given a name: ‘Reduce to the Max’.

‘Reduce to the Max’ means that product design must comply with certain characteristics. It must be ‘authentic’, only ‘real’ details must be present, so, for example, imitation carbon fibre is out. Essential, so anything unnecessary is banned. Compact, not only in terms of dimensions but also, and above all, image-wise. The bike should even look light.

The ‘beautiful, simple and top-class’ approach is an essential element of strategy. So much so, in fact, that design and fit-and-finish are of prime importance.

Developing products according to ‘Back to Basics’ and motorcycles with ‘Reduce to the Max’ design is our gospel and dictates the way everyone in product development works.

When you take a close-up look at a 1098 Tricolore with its rich paintwork, forged aluminium rims, Monobloc brake calipers, digital instrument panel - identical to the one on the GP7 - a fabricated single-sided aluminium rear swingarm that looks like a sculpture, 160hp and weighing 171kg, well, it’s evident that it’s a well thought-out piece of machinery, designed, built and assembled in a factory where the personnel love nothing more than great-looking, simple, prestige motorcycles.

All the motorcycles launched since implementation of the ‘Back to Basics’ philosophy comply with it Or, at least, we’ve done our utmost to make sure they do. So that means the 1098, the Hypermotard, the D16RR, and now the Monster 696, the 848 and the 1098 R.

Let’s now take a look at the latest bikes launched at EICMA in Milan: the Monster 696, the 848 and the 1098 R…

Click on more to read the complete post

I’ll start with the last of those, the 1098 R. With 180hp, weighing 165kg and in the process of being type-approved for competition, this bike hardly needs introducing. It also comes with the Ducati Traction Control (DTC) system – exactly the same software that controls the bikes ridden by Stoner, Melandri, Bayliss & Co. It’s so hush-hush that we haven’t even passed the code, developed internally by Ducati Corse, on to the engine control system supplier. We have developed our own hardware system that ‘dialogues’ with the engine control system and so only passed on a non-intelligible code. Unlike others on the market, this traction control system is performance-oriented, that is, it was developed with track use in mind. As on our GP and SBK bikes, it reads the speed differential between the front and rear wheel and when rear wheel-spin ‘breaks’ a certain threshold, it reduces engine power delivery, first through instant electronic adjustment to the spark advance and, when that’s not enough, via a pattern of actual ‘spark cuts’. Several different set-up profiles can be used to suit different levels of skill and confidence. The top-level setting profile was developed by the official Ducati MotoGP test rider ‘Vitto’ Guareschi. His comment, ‘heart-thumpingly fantastic’ speaks for itself.
I’ll spare you the other details on the sand-cast crankcases, the titanium valves and con-rods, the ‘super-finished’ rocker arms without chrome faces, the high-strength steel shot-peened gearbox with the higher-ratio sixth gear, the ‘ribbed’ piston, the twin injectors for each cylinder, the titanium silencers, the aluminium subframe, the TTX shock absorber fully adjustable from the outside - again, the same as on SBK and MotoGP bikes - and the single-seat carbon fibre tail housing the traction control electronics.

Now let’s take a look at the 848. We all agree, and rightly so, that it’s a fantastic bike. 134hp and 168kg are figures that speak for themselves. Our goal was to make the 1098 more usable. Let’s say that the 848 is our ‘Boxter’. So let’s get straight to the point with regards to the clutch. I’ve read that ‘a Ducati is a motorcycle with a Trellis frame, a twin-cylinder Desmo engine and a dry clutch’. According to that definition, the GP7 isn’t a real Ducati so we didn’t win the MotoGP World Championship after all. And neither are the Monster 620 and 695 and the S2R… looks like we’re coming apart, doesn’t it?! Ok,ok I’m playing around with you. The point is this: just how should a Ducati really be defined?

A Ducati is, according to me, a sports bike characterised by attention to detail, quality materials, on-road performance and purity. A motorcycle built better than any other, a bike for passionate connoisseurs that is as fast and enjoyable as can be.

The oil-bath (wet) clutch fitted on the 848 weighs 1.6kg less than the dry one and is much more durable. It is, therefore, the best clutch possible for this bike. Remember, my job is to come up with bikes with the best possible set-up so if, in time, technology evolves and provides us with solutions that were once deemed impractical, then these solutions should, I think, also be used on Ducati motorcycles. The dry clutch is still commonly used in the racing world as it allows - dimensions being equal - transmission of greater torque. So if size is the limiting factor then the dry clutch is the most practical solution.

As managers, our duty is to protect and defend both customers and the company’s staff and suppliers, and that is best done by making decisions that maximise the probability that a product is successful in the marketplace. One way of doing this is to offer, within the product range, differentiated characteristics so that each individual customer can, where possible, find a Ducati product that responds perfectly to his or her needs and wants. In my opinion, the 848 must allow Ducati to demonstrate its outstanding brand qualities to motorcyclists who, until now, have sought out other producers. With these customers, making sure that the products on offer are nothing less than excellent and eliminating certain causes for criticism ( for example: noise and high maintenance costs) is more important than ever. So cheer up… variety is the spice of life.

Finally, the Monster 696. Monster 696, note, not just 696. Paint the Monster all black (or white if you prefer), take off all the decals and park it anywhere. Everyone will recognise it as a Monster.

The brief was clear. We wanted a new Monster, all new, yet one that was unmistakably a Monster. The overall concept was one of a ‘compact Monster’. All the mass has gravitated towards the centre of the bike, the front headlamp is squashed inwards, the tail has been shortened, the tank has ballooned, the exhausts have been raised to wrap around the engine. Just like an espresso coffee, smaller, but packing a powerful punch.

This bike is more essential than its predecessor – the weight alone (again!) tells us that. We’ve managed to shave 7 kilos off a motorcycle that appears to be nothing more than a frame, a tank and a seat – the Monster 695 - without, for obvious reasons, being able to make use of ‘prestige’ materials such as titanium or carbon fibre. Should any of you get the opportunity to strip one, you’ll see that every single component has been designed according to the ‘form from function’ concept, by avoiding the frills that would distort the Monster concept and inevitably increase the machine weight, with evidently negative effects on its handling.

The shock absorber is of the well-known cantilever type. Since it has a marked angle, compression is non-linear with respect to swing-arm movement. In other words, the rear suspension has rising-rate effect. The rising-rate on the 696 suspension is exactly the same as on the well known S4Rs. With the new layout, we’ve gained the advantages of easier access to spring pre-load setting and damping adjustment in rebound, plus reduced weight as a result of no rocker-arm or push-rod. So why aren’t all motorcycles built like this? Where present, the middle rocker arm lets you achieve higher rising-rate, useful for off-road or touring bikes, where less rigidity is required in the first part of the range, together with a capacity not to bottom-out at high range. For racier motorcycles, instead, the rising-rate linkage required to optimise general machine performance is much lower (otherwise the bike would compress excessively when cranked over mid-corner), so the linkage is only retained for layout reasons (shock absorber positioning) or to modify leverage ratios to adapt, for example, suspension characteristics to different tracks quickly, as is the case with race bikes.

The tank cover solutions incorporate several advantages. Firstly, they exploit the space available, allowing us to build a higher-volume airbox - which means greater engine power - and a larger capacity fuel tank. This solution also gives aesthetic advantages as it means the joint between actual tank and airbox - which would be like a scar on the surface of the tank itself – is hidden. Thanks to the layout of the airbox and its air intakes the ‘turning-circle’ has also been improved somewhat thus making the bike more maneuverable, while the overhead view retains the classic wide-at-the-front Monster tank outline. The switchgear, the parts that normally limit the turning-circle, in fact maintain clearance by using the air intakes on full lock. So that also means, in the event of an incident – perish the thought! – damage caused is considerably reduced.

The rear subframe is sand-cast using an automated system and is, for us, the result of a carbon fibre structure industrialisation process used on the GP7 and Desmosedici RR. The rear swingarm is chill-cast. Both swingarm and subframe are, therefore, made of aluminium in its most noble form, that is, gravity-cast and heat-treated to ensure attainment of its very best mechanical characteristics.
So why not a full Trellis frame? Because we liked it. It seemed right that a motorcycle looking to maintain its market should seek out new solutions. We liked the GP short frame solution, so we thought the Monster deserved a ‘tough’ frame too. We even used the same tubing thickness/diameter as on the D16RR.

A couple of words on the level of finish on this motorcycle, undoubtedly the highest ever achieved by Ducati. Better than the 1098. I won’t bother expressing my thoughts on other brands, but I do expect those of you lucky enough to glimpse the 696 parked in the sunshine next to its rivals to appreciate the sheer quality of the surfaces, the superb fit and the shape of each individual component. Everything is essential, yet perfectly integrated and designed down to the last detail. Remember, we were talking about a love of motorcycles here.

The Monster 696 doesn’t come cheap. Let’s talk facts. Two lambda sensors (only the second Ducati to feature them after the 1098 R) allow the engine control unit to ‘see’ the two cylinders independently and so optimise ridability even with the lean mixtures required by Euro 3 standards. Somewhere along the line we realised that just one sensor made it difficult to achieve perfect performance on 100% of the bikes produced, and we didn’t hesitate a moment to apply that discovery to the Monster 696 too. More specs? 100% Brembo braking system, with 320 front discs and radial caliper mountings, steel braided brake hoses and LED rear light.

To enhance control and comfort, the riding position is less stretched out over the tank. And we haven’t even mentioned the engine, which has, by the way, been boosted to 80hp thanks to new heads, larger valves, new cams and several other modifications.

Let’s finish up with a few words on a number of comments that need some clarification…

Multistrada. Braking vibration is only a possibility on the 1000cc model and the simple solution – that your Ducati dealer will be happy to apply - works in 99% of all cases. This involves replacing the drilled banjo-bolts connecting the front brake lines from the master cylinder to the calipers with a different part. On the new 1100 this solution is fitted as standard, and together with handlebars fitted on flexible mountings (as on the Hypermotard and Monster 696), resolves the problem definitively. Erratic behaviour of the fuel reserve warning light has been eliminated on the Multistrada 1100. On every Multistrada, the rear of the tank features a valve that vents air. That’s why a bit of patience is required when you fill the tank as the air has to escape. With this solution the tank is filled correctly.

696 slipper clutch or servo clutch? The clutch is both. It uses the servo mechanism to reduce required spring load and when driven on excessive over-run (reverse torque) it acts as a slipper clutch in every way.

Motorcycle configurator. A fascinating idea we’ve been considering for some time, but one that requires proper structuring of the feedback flow from dealer to company and within the company itself. With cars it’s practically the norm, yet we’re talking about companies that are huge by comparison. Still, we’re thinking about it.

I hope these notes help illustrate the line being taken by the company. While these observations are by no means exhaustive, they do sum up the Ducati philosophy as it stands today. I sincerely hope that the unbridled passion for motorcycles - that we strive to improve every day with respect for ideas that might diverge from our own – is a little more evident. In the end, decisions have to be made. Rest assured that we’ll do our utmost to ensure they comply with the principles outlined above.

It’s been quite an experience, one we’ll definitely be repeating next year at EICMA in Milan.

Right now, though, it’s back to work! Thanks everyone!

Ciao,

Claudio Domenicali

Buongiorno a tutti e buon lunedì,

Sembra incredibile anche a noi, ma ormai non abbiamo più parole per raccontare la nostra gioia e la nostra soddisfazione. Vincere il Mondiale Costruttori e quello Team significa anche dare un ulteriore segnale che il nostro lavoro è lavoro di tutti, è lavoro di squadra, è lavoro (non mi stancherò mai di dirlo!) di passione e ingegno tutti italiani. Grazie. Grazie in primis a Loris Capirossi e a il suo team, che hanno saputo reinventarsi e vincere ancora.

Hello to everyone,

It seems incredible even for us, but we just don’t have enough words to express our joy and satisfaction. To win both the Constructor’s and Team titles is the best sign that affirms that our work is the work of everyone - the work of the team, the work (I will never get tired of saying it!) of completely Italian passion and ingenuity. Thank you. Thanks, first of all, to Loris Capirossi and his team that knew how to reinvent themselves and win again.

Tre Ducati nelle prime cinque posizioni: anche questo è un segnale forte che il lavoro di tante giornate è andato nella giusta direzione.

Quello che è importante ora è continuare a lavorare, e a guardare con umiltà al futuro, come ci insegna il nostro “cinno” (ragazzo in bolognese, n.d.r.).

A proposito, Casey domani compie 22 anni.

Il nuovo Ducati Store di Melbourne (Casey ha partecipato alla festa per la sua inaugurazione) gli ha regalato una Hypermotard (vedi foto).

A nome mio e di tutta l’azienda faccio a Casey gli auguri per una vita di successi, dentro e fuori la pista.

Gabriele

Three Ducatis in the first five places - even this is a strong sign that many days’ work is going in the right direction.

Gabriele

E’ stata una domenica intensissima al circuito. Ho potuto respirare in pieno tutta l’energia che si sprigiona in questi momenti, la concentrazione dei ragazzi del Team Ducati Corse, gli sguardi tesi verso i monitor al muretto. Veramente una giornata impegnativa, ma soprattutto una giornata di passione ed entusiasmo.

Friends of the Desmoblog, here I am once again.

It was an incredibly intense Sunday at the circuit. I was able to fully live and breathe the energy that was given off in those moments, the concentration of the whole Team Ducati Corse, the tense looks fixed on the monitors. It really was a challenging day, but more than anything else, it was a day full of passion and enthusiasm.

Il risultato non è stato quello che tutti noi speravamo con il cuore, ma il nostro Casey è ancora in testa al Campionato, proprio come è ancora in testa Ducati tra i costruttori. E comunque abbiamo visto una Ducati sul podio. Credo che tutti vogliate qualche commento in più da parte di chi vive ogni giorno a diretto contatto con i piloti e le moto: per questo ho chiesto a Livio Suppo, Direttore Team MotoGP, di farci avere la sua opinione su quanto è successo al Mugello.

Ho letto tutti i vostri commenti (veramente tanti, grazie): il vostro interesse e la vostra passione per Ducati sono un ulteriore stimolo per me e per il mio lavoro. Vorrei poter rispondere a tutti; intanto mi complimento con Daniele2004 per il coinvolgente racconto del suo viaggio al Tourist Trophy.

Ma è chiaro che la cosa più importante per molti di voi, in questi giorni, è avere notizie sulle consegne dell’Hypermotard. Vi assicuro che stiamo facendo tutto il possibile per fare in modo che le moto siano al più presto dai concessionari. Abbiamo incontrato qualche ostacolo in dirittura finale, ma credetemi: abbiamo anche raddoppiato gli sforzi per superarli e accontentare tutti quelli che stanno aspettando la moto.

Anche per questo motivo, i prossimi giorni saranno particolarmente intensi per me e i miei collaboratori. Di conseguenza non avrò molte occasioni per fermarmi davanti al PC. Avrei voluto essere a Barcellona per il GP di Catalunya, ma in quei giorni dovrò essere in Giappone per un forum che coinvolge diverse grandi aziende italiane, organizzato dal Ministero per gli Affari Esteri: ne approfitterò per incontrare i Ducatisti giapponesi, i nostri “ambasciatori” nel mercato più impegnativo. Sarò comunque a Misano, per la gara del Mondiale Superbike.

A presto,

Gabriele

The result wasn’t what we were all wishing for, but our Casey is still in the lead of the Championship, just as Ducati is in the lead of all the manufacturers. And anyway, we still saw a Ducati on the podium. I believe that you all would like to have a few more comments from the people that have direct contact with the riders and bikes every day, and this is the reason that I asked Livio Suppo, Director of MotoGP Team, to let us know his opinion about what went on at Mugello.

Gabriele

Ed eccoci qui in Sardegna al test per la Stampa dell’Hypermotard. Come sapete ci sono con noi anche due amici del Desmoblog, Simone e Paolo.
A breve un resoconto della giornata; intanto godetevi Ruben!

Here we are in Sardinia for the press test of the Hypermotard. As you know we have here two friends of Desmoblog, Simone e Paolo.
Soon online a report of this intense day; in the meantime, enjoy Ruben!

Qualche giorno fa è stata effettuata la seduta di shooting dinamico (cioè le foto “in movimento”) dell’Hypermotard. A breve vedrete il risultato dell’ottimo lavoro del team advertising. Intanto godetevi un breve filmato di backstage.

Dalla redazione del Desmoblog: questo filmato mostra un pilota professionista in condizioni controllate in pista ed in strade chiuse al traffico. Non imitate simili comportamenti di guida che potrebbero essere pericolosi per voi o per gli altri utenti di pista o stradali.

A few days ago, the dynamic shooting session (i.e. the “moving” picture) of the Hypermotard was done. Soon you will be able to see the results of the excellent work of our advertising team. Meanwhile, enjoy a brief backstage film.

From the Desmoblog editor: This film shows a professional rider in controlled conditions on the track and a streets closed to traffic. Do not imitate similar driving behaviors which could be dangerous for you or for other people and cars on the street or track.