YAMAHA SRX 700 FULL
YAMAHA SRX 700 PLUS

Only 30 were manufactured that year, plus a further 10 in 1994. The Supermono finally went into production during 1993, built solely as a Sounds of Singles racer by the racing department.

YAMAHA SRX 700 FULL

When the Supermono debuted it wore stunning, full carbon-fiber bodywork that had been designed by Pierre Terblanche in just two months. Brembo brakes and 17-inch magnesium Marchesini wheels were full race spec. Even more significant than the chassis dimensions was the weight distribution, which placed 54.5 percent of the bike’s weight on the front wheel. Only the highest quality suspension components were fitted: a 42mm Öhlins inverted fork with magnesium triple clamps up front and a ride-height adjustable Öhlins shock absorber out back.Ī steering head angle of 23 degrees and a compact wheelbase of 1,360mm (53.5 inches) assured responsive handling. The Supermono’s rear suspension was by cantilever, but with a nine percent rising rate due to the mounting angle. The 916 frame appeared crude by comparison. Each frame was individually crafted, and was intended only for limited production. Housing this remarkable engine was a TIG-welded tubular steel frame built by Cagiva Telai in Varese, with an aluminum Verlicchi-made swingarm. The 50mm exhaust exited on the right into either a Termignoni single or dual-outlet muffler. As with the 888 Racing, the two Pankl con rods were titanium. Many other engine components were specific to the Supermono, including the crankcases, cylinders, crankshaft, and gearbox. There were some important departures in the engine design, notably the use of much stronger 49mm plain main bearings, a dry 180-watt alternator, and the water pump driven off the exhaust camshaft. The valve sizes were 37 and 31mm, and the camshafts used the same profile as the 926cc 1994 888 Racing. Throttle body diameter tapered from 50mm to 47mm at the butterfly. Alfa/N fuel injection system with twin injectors. Many of the Supermono’s features were inherited from the 888 Racing, including liquid-cooling, the double overhead-camshaft four-valve desmodromic cylinder head, and an identical Weber I.A.W. It was a brilliant concept, both in design and execution. Even at 10,000rpm the large single was as smooth as a twin. This 549cc version produced 75 horsepower at 10,000 rpm and went into limited production during 1993. This allowed a 100mm cylinder and a British Omega 11.8:1 piston. The development team, led by Gianluigi Mengoli and Claudio Domenicali, then created a larger cylinder with a wider stud pattern. The next development stage saw a 502cc version (95.6×70 mm) that produced 70 horsepower. Power rose immediately to 62.5 horsepower at 10,500 rpm. The revised Supermono engine was more compact than the earlier design, and it replicated the twin’s perfect primary balance without the burden of the dummy piston’s friction. Bordi had considerable experience with small direct-injection diesels, as he was involved with VM diesel development at Ducati from 1978 until he started working on motorcycle engines in 1982.ĭoppia bielletta, but this one’s from a 2019 Suzuki patent application. Called doppia bielletta (double con-rod), it was the first time this system had been used in a petrol engine, although it had previously featured on diesel engines. An increase to 57 horsepower was also deemed insufficient.īordi then incorporated a unique counterbalancing system, attaching a second con-rod to a lever pivoting on a pin fixed in the crankcase. Bordi’s original idea called for a V-twin with a dummy piston, but due to internal friction and crankcase pressure, the 487cc engine produced a disappointing 53 horsepower on its first dyno run. Bordi elected to adapt the 90-degree V-twin so that vibration, the traditional bugbear of big singles, could be eliminated. The heart of the Supermono was the engine, development of which began during 1990. The Supermono was a catalog racer produced by the racing department, and intended for “Sound of Singles” racing, much the same as the 888 Racing. It caused a sensation, and remains one of the most beautiful and timeless of all Ducati designs. Although the Supermono project began after the 916, the Supermono prototype was unveiled a year earlier, at the Cologne Show, at the end of 1992.

Wet.Ĭhampioned by Massimo Bordi, Ducati’s then engineering chief envisaged the Supermono as the perfect single-cylinder motorcycle for both the racetrack and street. The magnesium engine cases match the top triple clamp, and help keep the weight down to around 300 pounds.

Yamaha srx 700