και οσοι θα εξακολουθουν να κοβουν βολτες με υδροψυκτα (ανεξαρτητως δραχμης/ευρω/ρουβλιου κλπ) καλο ειναι να εχουν υποψη τους τα παρακατω.... 
βασικα ψαχνοντας για παραφλου, ψυγεια και τα ρεστα, επεσα πανω σε αλλα συνταρακτικα δεδομενα που θα με οδηγησουν στην πρακτικη εφαρμοσμενη απτον αξιαγαπητο BIREL να ταπωνει κατα τη διαρκεια του χειμωνα το μισο ψυγειο νερου στο 1098 του ωστε να καταφερνει να πιανει το νερο τους 82 βαθμους (νορμαλ θερμοκρασια λειτουργιας).
The radiator, water pump flow rate and hose diameters are all sized by the Ducati coolant system engineers to achieve an engine coolant temperature of 82°, when moving at a constant highway speed with 32° air flowing through the radiator.
So, when you ride on a cold day, the stock thermostat never opens fully when the coolant below is below 80°, so you get less coolant flowing through the radiator. The coolant temperature then stabilizes, but doesn't get up to the design temperature of 82° because the radiator is too big and the coolant pump capacity too large for the incoming low temperature cooling air.
So the trick to getting back to the best engine temperature for performance and economy is to make the radiator temporarily smaller; by preventing the cold air from reaching a portion of the radiator’s cooling fins, thereby reducing it’s cooling capacity.
οι μηχανικοι των παγκοΖμιων παντως, κανουν το εξης...
Production engines have a thermostat to manage temperature of the cooling system. For MotoGP bikes, we often see tape covering some portion of the radiator – the cooler the ambient temperature, the more tape we’re likely to see. This tape prevents air from passing through the radiator vents and cooling the engine as much as it otherwise would. When reflective tape is used on a bright blue bike like the Suzuki, it even looks cool.
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